CN111114540B - Vehicle and safe driving method and device thereof - Google Patents
Vehicle and safe driving method and device thereof Download PDFInfo
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- CN111114540B CN111114540B CN201811275550.9A CN201811275550A CN111114540B CN 111114540 B CN111114540 B CN 111114540B CN 201811275550 A CN201811275550 A CN 201811275550A CN 111114540 B CN111114540 B CN 111114540B
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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
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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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
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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
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W40/09—Driving style or behaviour
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Abstract
The invention discloses a safe driving method of a vehicle, which comprises the following steps: acquiring current driving information and environmental information of a vehicle; obtaining first collision time of the vehicle according to the state information and the environment information; identifying a current driving mode of the vehicle; correcting the first collision time according to the current driving mode to obtain a second collision time; and controlling the vehicle to run according to the second collision time. According to the safe driving method of the vehicle, the control precision of the AEB system can be effectively improved, so that the safety and the reliability of the AEB system are greatly improved, and the experience degree of a user is improved.
Description
Technical Field
The present invention relates to the field of vehicle technologies, and in particular, to a method and an apparatus for safely driving a vehicle.
Background
The center of gravity of the current development of automobile safety technology is gradually shifted from passive safety to active safety, and the active safety technology basically solves the safety problems of the automobile, such as an anti-lock braking system and an electronic stability control system. But traffic accidents still occur in a large number, the root cause of which is the wrong operation of the driver.
In the related art, in order to further improve the road traffic safety, an AEB (automatic Emergency Braking) system (most representative ADAS (Advanced Driver Assistance Systems) system) is used to prevent a vehicle from colliding in an Emergency situation. However, the control precision of the AEB system is low, so that the safety and reliability of the AEB system are greatly reduced, and the use experience of a user is influenced.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first objective of the present invention is to provide a safe driving method for a vehicle, which can effectively improve the control accuracy of an AEB system, thereby greatly improving the safety and reliability of the AEB system and improving the user experience.
A second object of the present invention is to provide a safe driving apparatus for a vehicle.
A third object of the invention is to propose a vehicle.
A fourth object of the invention is to propose an electronic device.
A fifth object of the invention is to propose a non-transitory computer-readable storage medium.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a safe driving method for a vehicle, including the following steps: acquiring current state information and environmental information of a vehicle; obtaining first collision time of the vehicle according to the state information and the environment information; identifying a current driving mode of the vehicle; correcting the first collision time according to the current driving mode to obtain a second collision time; and controlling the vehicle to run according to the second collision time.
According to the safe driving method of the vehicle, the current state information and the environment information of the vehicle are obtained, the first collision time of the vehicle is obtained according to the state information and the environment information, the current driving mode of the vehicle is identified, the first collision time is corrected according to the current driving mode, the second collision time is obtained, and the vehicle is controlled to run according to the second collision time. Therefore, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
In addition, according to the safe driving method of the vehicle of the above embodiment of the present invention, the following additional technical features may be further provided:
according to one embodiment of the invention, the identifying the current driving mode of the vehicle comprises: collecting current position information of the vehicle, and identifying topographic information of a road in front of the vehicle; and determining the current running mode according to the terrain information and the driving habits of the driver of the vehicle.
According to one embodiment of the invention, the identifying the current driving mode of the vehicle comprises: acquiring weather information, and identifying road surface state information of a road in front of the vehicle according to the weather information; and determining the current driving mode according to the road surface state information and the driving habits of the driver of the vehicle.
According to an embodiment of the present invention, the obtaining a first collision time of the vehicle based on the state information and the environment information includes: judging whether the vehicle has collision risk or not according to the state information and the environmental information; and when the vehicle is judged to have the collision risk, obtaining first collision time of the vehicle according to the state information and the environment information.
According to one embodiment of the invention, the second collision time comprises: the first time length of the danger early warning, the second time length of the partial braking and the third time length of the full-force braking; wherein different times correspond to different control phases of the vehicle; the controlling the vehicle to operate according to the second collision time further comprises: determining the danger level of the vehicle in real time according to the state information and the environment information; identifying a control stage that the vehicle needs to enter according to the danger level; and according to the time length matched with the control stage needing to be entered, operating the vehicle according to the control strategy of the control stage.
According to an embodiment of the present invention, further comprising: when the danger level is a first level, identifying a first control stage that the vehicle needs to enter; according to the first time length matched with the first control stage, carrying out danger reminding control on the vehicle; when the danger level is a second level, identifying that the vehicle needs to enter a second control stage; according to the second time length matched with the second control stage, performing partial braking control on the vehicle; when the danger level is a third level, identifying that the vehicle needs to enter a third control stage; and performing full-force braking control on the vehicle according to the third time length matched with the third control stage.
According to an embodiment of the present invention, further comprising: in the second control stage, acquiring a road surface adhesion coefficient of the front road; the method further comprises the following steps: and correcting the third time length corresponding to the third control stage according to the road adhesion coefficient.
According to an embodiment of the present invention, the correcting the third time length corresponding to the third control stage according to the road adhesion coefficient includes: determining a relative deceleration of the vehicle and a front obstacle on the front road according to the road surface adhesion coefficient; (ii) a Comparing the relative deceleration to a preset deceleration threshold; increasing the third duration if the relative deceleration is less than the deceleration threshold; decreasing the third duration if the relative deceleration is greater than the deceleration threshold.
In order to achieve the above object, an embodiment of a second aspect of the present invention provides a safe driving apparatus for a vehicle, including: the information acquisition module is used for acquiring the current state information and the environmental information of the vehicle; the time acquisition module is used for acquiring first collision time of the vehicle according to the state information and the environment information; the mode identification module is used for identifying the current running mode of the vehicle; the time correction module is used for correcting the first collision time according to the current running mode to obtain second collision time; and the control module is used for controlling the vehicle to run according to the second collision time.
According to the safe driving device of the vehicle, the information acquisition module is used for acquiring the current state information and the environment information of the vehicle, the time acquisition module is used for acquiring the first collision time of the vehicle according to the state information and the environment information, the mode recognition module is used for recognizing the current driving mode of the vehicle, the time correction module is used for correcting the first collision time according to the current driving mode to obtain the second collision time, and the control module is used for controlling the vehicle to run according to the second collision time. Therefore, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
In order to achieve the above object, a vehicle according to a third aspect of the present invention includes the safe driving apparatus of the vehicle according to the second aspect of the present invention.
According to the vehicle provided by the embodiment of the invention, the control precision of the AEB system can be effectively improved through the safe driving device of the vehicle, so that the safety and reliability of the AEB system are greatly improved, and the user experience is improved.
In order to achieve the above object, a fourth aspect of the present invention provides a vehicle electronic device, including a memory and a processor, wherein the processor executes a program corresponding to an executable program code by reading the executable program code stored in the memory, so as to implement the safe driving method for a vehicle provided in the first aspect of the present invention.
According to the vehicle electronic equipment provided by the embodiment of the invention, the control precision of the AEB system can be effectively improved by executing the safe driving method of the vehicle, so that the safety and reliability of the AEB system are greatly improved, and the experience degree of a user is improved.
To achieve the above object, a fifth embodiment of the present invention proposes a non-transitory computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the safe driving method of a vehicle proposed by the first embodiment of the present invention.
According to the non-transitory computer readable storage medium of the embodiment of the invention, by executing the safe driving method of the vehicle, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
Drawings
Fig. 1 is a flowchart of a safe driving method of a vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of safely driving a vehicle according to one embodiment of the present invention;
fig. 3 is a flowchart of a safe driving method of a vehicle according to another embodiment of the present invention;
fig. 4 is a flowchart of a safe driving method of a vehicle according to still another embodiment of the present invention;
fig. 5 is a flowchart of a safe driving method of a vehicle according to still another embodiment of the present invention;
fig. 6 is a block schematic diagram of a safe driving apparatus of a vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A safe driving method of a vehicle, a safe driving apparatus of a vehicle, an electronic device, and a non-transitory computer-readable storage medium according to embodiments of the present invention are described below with reference to the accompanying drawings.
Fig. 1 is a flowchart of a safe driving method of a vehicle according to an embodiment of the present invention. As shown in fig. 1, a safe driving method of a vehicle according to an embodiment of the present invention may include the steps of:
and S1, acquiring the current state information and the environment information of the vehicle.
Specifically, the current state information of the vehicle may be acquired by a sensor built in the vehicle, wherein the current state information of the vehicle may include information such as a speed at which the vehicle is currently running, an acceleration at which the vehicle is currently running, and the like, for example, the speed at which the vehicle is currently running may be acquired by a speed sensor built in the vehicle, and the acceleration at which the vehicle is currently running may be acquired by an acceleration sensor built in the vehicle.
The environmental information of the vehicle currently located can be obtained through the radar system and the camera, for example, whether an obstacle (a target vehicle or a target object) exists in front of the vehicle can be detected through the radar system or the camera.
And S2, obtaining the first collision time of the vehicle according to the state information and the environment information.
According to one embodiment of the present invention, obtaining a first collision time of a vehicle based on state information and environment information includes: judging whether the vehicle has collision risk or not according to the state information and the environmental information; and when the vehicle is judged to have the collision risk, obtaining the first collision time of the vehicle according to the state information and the environment information.
Specifically, in practical applications, the environment information of the vehicle at present may be acquired by a radar detection system or a camera built in the vehicle, and whether an obstacle (a target vehicle or a target object) exists in front of the vehicle is determined according to the environment information of the vehicle at present. If an obstacle exists in front of the vehicle, the state information (including information such as moving speed and moving acceleration) of the obstacle is detected in real time through a radar system, the state information of the obstacle is compared with the state information of the vehicle to judge whether the vehicle has a collision risk, and when the vehicle is judged to have the collision risk, the first collision time of the vehicle is calculated, namely the collision occurrence time of the vehicle and the obstacle is predicted.
For example, when it is acquired through a radar system or a camera that there is a target vehicle in front of the vehicle, the current running speed v2 of the target vehicle and the current running acceleration a2 of the target vehicle can be acquired through the radar system, and the current running speed v1 of the vehicle and the current running acceleration a1 of the vehicle can be acquired through sensors built in the vehicle. Acquiring the relative speed between the vehicle and the target vehicle according to the current running speed v1 of the vehicle and the current running speed v2 of the target vehicle
Namely, it is
And acquiring the relative acceleration between the vehicle and the target vehicle according to the acceleration a1 currently driven by the vehicle and the acceleration a2 currently driven by the target vehicle
Namely, it is
Further, according to the relative speed
And relative acceleration
The relative distance s of the vehicle and the target vehicle may be generated by the following formula, i.e.,
wherein s is the relative distance between the vehicle and the target vehicle;
is the relative speed of the vehicle and the target vehicle;
relative acceleration of the vehicle and the target vehicle; t represents the time during which the vehicle is traveling.
Still further, by solving equation (1), the first time to collision TTC1 of the vehicle can be obtained, that is,
wherein TTC1 is the first of the vehicleCollision time, s being the relative distance of the vehicle and the target vehicle;
is the relative speed of the vehicle and the target vehicle;
is the relative acceleration of the vehicle and the target vehicle.
And S3, identifying the current running mode of the vehicle.
Specifically, the terrain mode state information of the current position of the vehicle can be monitored in real time through an all-terrain control system built in the vehicle, and the current running mode of the vehicle is identified according to the terrain mode state information of the current position of the vehicle.
The terrain mode state information of the current position of the vehicle may include terrain information of a road ahead of the vehicle (for example, information of sand, mud and the like may be included), road surface state information (for example, information of snow, rain and the like may be included), and the like.
The following describes how to identify the current driving mode of the vehicle according to the terrain mode state information of the vehicle in the current position, with reference to a specific embodiment.
As a possible implementation, identifying the current formal mode of the vehicle may include the steps of:
s201, collecting current position information of the vehicle, and identifying topographic information of a road in front of the vehicle.
The current position information of the vehicle is acquired in real time through the all-terrain control system, and the terrain information (for example, information such as sand, mud and the like can be included) of the road in front of the vehicle is identified according to the current position information of the vehicle.
S202, determining the current running mode according to the terrain information and the driving habits of the driver of the vehicle.
After the terrain information of the road in front of the vehicle is recognized by the all-terrain control system, the current form mode of the vehicle can be determined according to the terrain information and the driving habits of a driver of the vehicle, for example, when the road in front of the vehicle is recognized as sand, the current driving mode of the vehicle can be determined as the sand mode; when the road in front of the vehicle is identified to be a mud land, determining that the current driving mode of the vehicle is a mud land mode; when the road surface condition is good and the driving habit of the driver is severe, determining that the current driving mode of the vehicle is a motion mode; when it is recognized that the driving habit of the driver is mild, it may be determined that the current driving mode of the vehicle is the eco mode.
As another possible implementation, identifying the current formal mode of the vehicle may further include the steps of:
s301, weather information is obtained, and road surface state information of a road in front of the vehicle is identified according to the weather information.
The method comprises the steps that current weather information (including information of snow days, rain days and the like) is obtained in real time through an all-terrain control system, and road surface state information (for example, information of snow fields, rain fields and the like) of a road in front of a vehicle is judged according to the current weather information, for example, when the current weather is snowy days, the road in front of the vehicle can be judged to be snow fields; when the current weather is rainy, the road in front of the vehicle can be judged to be a rainy ground.
S302, determining the current driving mode according to the road surface state information and the driving habits of the driver of the vehicle.
After the all-terrain control system identifies the road surface state information, the current form mode of the vehicle can be determined according to the road surface state information and the driving habits of a driver of the vehicle, for example, when the road surface state information is identified to be snow, the current driving mode of the vehicle can be determined to be a snow mode; when the road surface state information is recognized as a rain area, determining that the current driving mode of the vehicle is a rain area mode; when the road surface condition is good and the driving habit of the driver is severe, determining that the current driving mode of the vehicle is a motion mode; when it is recognized that the driving habit of the driver is mild, it may be determined that the current driving mode of the vehicle is the eco mode.
S4, the first collision time is corrected according to the current driving mode, and the second collision time is obtained.
After the current driving mode of the vehicle is identified, whether the road condition in front of the vehicle can influence the calculated first collision time can be judged according to the current driving mode, and when the first collision time is judged to be influenced, the first collision time is corrected to obtain the corrected collision time, namely the second collision time.
And S5, controlling the vehicle to operate according to the second collision time.
Specifically, the AEB system of the current vehicle mainly includes a radar system, a camera, a vehicle-mounted sensor (for example, a speed sensor, an acceleration sensor, etc.), an ECU (Electronic Control Unit), and a brake actuator, and detects the relative distance and the relative speed between the vehicle and a front obstacle (a target vehicle or a target object) through the radar system and the camera, and determines whether the vehicle is in a collision danger through the AEB system, and when it is determined that the vehicle is in a collision danger, an early warning is given to the driver through sound warning, image display, etc., and the collision time of the vehicle is calculated according to formula (1) and formula (2), so that the vehicle is automatically braked through the ECU and the brake actuator according to the collision time of the vehicle when the driver does not timely give warning information.
However, in practical applications, the terrain mode where the vehicle is located and the driving style of the driver also have a certain influence on the collision time of the vehicle, so when it is determined that the vehicle is at risk of colliding with a front obstacle, if the collision time of the vehicle is calculated only by the AEB system described above, and the vehicle is controlled accordingly according to the collision time, the calculated collision time has an error, so that the control accuracy of the AEB system is low, the safety and reliability of the system are greatly reduced, and the use experience of a user is affected.
Therefore, in the embodiment of the invention, the AEB system acquires the current state information of the vehicle (for example, information such as speed and acceleration of the vehicle) and the environment information (for example, information such as whether an obstacle exists in front of the vehicle), calculates the first collision time of the vehicle according to the acquired state information and environment information, monitors the terrain mode state of the vehicle currently by the all-terrain control system, identifies the current driving mode of the vehicle according to the terrain mode state of the vehicle currently, and sends the driving mode signal to the AEB system through CAN communication. And correcting the first collision time of the vehicle according to the current running mode of the vehicle through the AEB system so as to obtain the corrected collision time, namely the second collision time, and controlling the vehicle according to the second collision time. Therefore, based on the current terrain mode of the vehicle, the collision time of the vehicle in the AEB system can be adjusted in real time, so that the AEB system is greatly optimized, the control precision of the AEB system can be effectively improved, the safety and the reliability of the AEB system are greatly improved, and the experience degree of a user is improved.
According to one embodiment of the invention, the second collision time comprises: the first time length of the danger early warning, the second time length of the partial braking and the second time length of the full-force braking; wherein different times correspond to different control stages of the vehicle; controlling the vehicle to operate according to the second collision time, further comprising: determining the danger level of the vehicle in real time according to the state information and the environmental information; identifying a control stage that the vehicle needs to enter according to the danger level; and according to the time length matched with the control stage needing to be entered, operating the vehicle according to the control strategy of the control stage.
Specifically, as one possible implementation, the first collision time may be divided into three parts, namely, a danger early warning time period, a partial braking time period and a full braking time period, and therefore, the correcting the first collision time according to the current driving mode of the vehicle may include: respectively correcting the time length of the danger early warning, the time length of partial braking and the time length of full-force braking according to the current running mode of the vehicle so as to respectively obtain the corrected time length of the danger early warning, the corrected time length of the partial braking and the corrected time length of the full-force braking, namely the first time length of the danger early warning, the second time length of the partial braking and the second time length of the full-force braking,
for example, assume that the AEB system defaults to a maximum target deceleration of 8m/s2Based on the current state information and environmental information of the vehicleThe first collision time of the vehicle, namely the time length of the danger early warning is 2.3s, the time length of partial braking is 1.3s, and the time length of full-force braking is 0.6s, can be calculated.
When the current running mode of the vehicle is recognized to be the snow mode, the first collision time of the vehicle can be corrected due to the fact that the road surface is slippery, so that the second collision time of the vehicle can be obtained, wherein the first time duration of the danger early warning can be 2.5s, the second time duration of partial braking can be 1.5s, and the time duration of full-force braking is 0.8 s.
When the current driving mode of the vehicle is recognized as the motion mode, although the road surface condition is good, the driving style of the driver is more drastic, so that the first collision time of the vehicle can be corrected to obtain the second collision time of the vehicle, wherein the first time duration of the hazard warning can be 2.4s, the second time duration of the partial braking can be 1.4s, and the time duration of the full braking can be 0.7 s.
When the current driving mode of the vehicle is identified as the economy mode, the driving style of the driver is mild, and in order to prevent the AEB system from interfering with the operation of the driver, the first collision time of the vehicle can be corrected to obtain the second collision time of the vehicle, wherein the first time duration of the danger early warning can be 2.2s, the second time duration of the partial braking can be 1.2s, and the time duration of the full braking can be 0.5 s.
Further, different times in the second collision time may correspond to different control stages of the vehicle, and the danger levels of the vehicles corresponding to the different times are also different, so that the control stage that the vehicle needs to enter may be identified according to the danger levels of the vehicles.
Therefore, in practical application, the danger level of the vehicle can be determined in real time according to the state information and the environment information of the vehicle, for example, if the current running speed of the vehicle is slow and the relative distance between the vehicle and an obstacle is long, the danger level of the vehicle can be determined to be low; if the vehicle is currently traveling at a faster speed and the relative distance of the vehicle to the obstacle is closer, it may be determined that the hazard level of the vehicle is higher. After the danger level of the vehicle is determined, the control stage that the vehicle needs to enter can be identified according to the danger level of the vehicle, so that the vehicle is correspondingly controlled for corresponding duration.
As one possible embodiment, the hazard levels of the vehicle may include a first hazard level, a second hazard level, and a third hazard level, wherein the first hazard level to the third hazard level increase in sequence. Correspondingly, the control phases of the vehicle may comprise a first control phase, a second control phase and a third control phase. Therefore, as shown in fig. 4, the method of controlling the operation of the vehicle according to the second collision time according to one embodiment of the present invention may further include the steps of:
s401, when the danger level is a first level, a first control stage that the vehicle needs to enter is identified.
S402, according to the first time length matched with the first control stage, danger reminding control is carried out on the vehicle.
When the obstacle is detected in front of the vehicle and the relative distance between the vehicle and the obstacle is far away, the danger level of the vehicle can be judged to be low, namely the danger level is the first level, at the moment, the second collision time is the first duration of danger early warning, the collision occurrence time of the vehicle and the obstacle is long, and the AEB system can remind a driver through image display, sound alarm and other modes.
And S403, when the danger level is a second level, identifying that the vehicle needs to enter a second control phase.
And S404, performing partial braking control on the vehicle according to the second time length matched with the second control stage.
When the vehicle is further close to the obstacle in front, namely the relative distance between the vehicle and the obstacle is close, the danger level of the vehicle can be judged to be higher, namely the danger level is a second level, at the moment, the second collision time is a second duration of partial braking, the collision occurrence time of the vehicle and the obstacle is short, if the driver does not take any measures, the AEB system can continuously remind the driver through image display, sound alarm and the like, and can perform partial braking control on the vehicle.
And S405, when the danger level is a third level, identifying that the vehicle needs to enter a third control stage.
And S406, performing full-force braking control on the vehicle according to a third time length matched with the third control stage.
When the relative distance between the vehicle and the obstacle is extremely close and the driver still does not take any measures, the second collision time is the third duration of full-force braking, the collision occurrence time of the vehicle and the obstacle is extremely short, and the AEB system can perform full-force braking control on the vehicle so as to reduce the possibility of collision of the vehicle to the maximum extent, greatly improve the safety of the vehicle and improve the experience of the user.
According to an embodiment of the present invention, in the second control stage, the road surface adhesion coefficient of the road ahead is acquired, and the safe driving method of the vehicle may further include: and correcting the third time length corresponding to the third control stage according to the road adhesion coefficient.
According to one embodiment of the present invention, the correcting the third time period corresponding to the third control stage according to the road adhesion coefficient includes: determining the relative deceleration of the vehicle and the front obstacle on the front road according to the road adhesion coefficient; comparing the relative deceleration with a preset deceleration threshold; increasing the third duration if the relative deceleration is less than the deceleration threshold; if the relative deceleration is greater than the deceleration threshold, the third duration is decreased.
Specifically, in the normal case, when the collision time of the vehicle is calculated by the formula (2), the relative acceleration of the vehicle and the target vehicle is taken
Is the theoretical maximum deceleration amax. However, the road adhesion coefficient changes in real time when the vehicle is braked, and therefore, when the collision time of the vehicle is calculated by the formula (2), the relative acceleration of the vehicle and the target vehicle is limited by the road adhesion condition
The theoretical maximum deceleration a may not be reachedmaxResulting in an error in the calculated collision time of the vehicle.
Therefore, in one embodiment of the invention, when the vehicle enters the second control stage, the road surface adhesion coefficient mu of the road in front of the vehicle is calculated in real time by the road surface state estimation module in the all-terrain control system, so as to further obtain the adaptive relative deceleration adI.e. the relative deceleration of the vehicle and the obstacle ahead on the road ahead, where adμ g. Adaptive time to collision TTC of a vehicle based on equation (2)dThat is to say that,
wherein, adBased on the maximum deceleration under the current road surface conditions, i.e. the relative deceleration of the vehicle to the preceding obstacle on the preceding road, TTCdThe collision time of the adaptive vehicle, s is the relative distance between the vehicle and the target vehicle;
is the relative speed of the vehicle and the target vehicle.
As one possible embodiment, the relative deceleration a of the vehicle and the front obstacle on the front road is obtaineddThe relative deceleration a can then be adjusteddWith a preset deceleration threshold (e.g. theoretical maximum deceleration a)max) And comparing, and correspondingly correcting the third duration of the full-force brake according to the comparison result.
If the relative deceleration adGreater than theoretical maximum deceleration amaxIt means that the vehicle can complete the braking of the vehicle more quickly under the current road surface condition, and therefore, the third duration of the full-force braking can be reduced, wherein the relative deceleration adWith the theoretical maximum deceleration amaxThe larger the deviation of (3), the larger the magnitude of the third period of time to reduce full force braking; if the relative deceleration adLess than the theoretical maximum deceleration amaxThe vehicle is in the current road surface condition, the time for completing the braking is longer, therefore, the full braking can be increasedThird period of motion, in which the theoretical maximum deceleration amaxAnd relative deceleration adThe larger the deviation of (a), the larger the magnitude of the third period of time to increase full force braking.
In order to make the present application more clear to those skilled in the art, the following will further describe a safe driving method of a vehicle in conjunction with a specific example of the present invention.
S501, a first collision time of the vehicle is calculated based on the sensor information and the vehicle state.
And S502, identifying the current running mode of the vehicle.
S503, primarily correcting the first collision time of the vehicle based on the current running mode of the vehicle to obtain a second collision time of the vehicle, and correspondingly controlling the vehicle according to the second collision time.
And S504, when the vehicle enters the second control stage, identifying the road surface condition of the road in front of the vehicle in real time through a road surface state estimation module in the all-terrain control system.
S505, calculating the road surface condition road surface adhesion coefficient [ mu ] of the road in front of the vehicle, and obtaining the relative deceleration a between the vehicle and the front obstacle on the front roadd. Wherein, the road surface state estimation module in the all-terrain control system CAN calculate the road surface adhesion coefficient mu of the road surface condition in front of the vehicle after identifying the road surface condition of the road in front of the vehicle, and transmit the signal to the AEB system through the CAN network, so that the AEB system CAN further calculate the relative deceleration a of the vehicle and the front obstacle on the front roadd。
S506, determining the relative deceleration adWhether or not it is less than the theoretical maximum deceleration amax. If yes, go to step S507; if not, step S508 is performed.
And S507, increasing the third time length of the full-force brake.
And S508, reducing the third time length of the full-force brake.
And S509, correcting the third time length of the full-force brake in real time.
Therefore, on the basis of the all-terrain control system, mode signals and road surface state signals in the all-terrain control system are interacted with the AEB control system through CAN communication, extra hardware is not required to be added, and the collision time in the AEB control system is further optimized and adjusted in real time, so that the AEB control system CAN be optimized by fully utilizing the driving style states and road surface conditions of drivers in different terrain modes, the collision danger is reduced, and the safety of vehicles is guaranteed.
According to the safe driving method of the vehicle, the current state information and the environment information of the vehicle are obtained, the first collision time of the vehicle is obtained according to the state information and the environment information, the current driving mode of the vehicle is identified, the first collision time is corrected according to the current driving mode, the second collision time is obtained, and the vehicle is controlled to run according to the second collision time. Therefore, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
Fig. 6 is a block schematic diagram of a safe driving apparatus of a vehicle according to an embodiment of the present invention. As shown in fig. 6, the safe driving apparatus of a vehicle according to an embodiment of the present invention may include: the information acquisition module 100, the time acquisition module 200, the pattern recognition module 300, the time correction module 400, and the control module 500.
The information acquisition module 100 is configured to acquire current state information and environmental information of a vehicle; the time obtaining module 200 is configured to obtain a first collision time of the vehicle according to the state information and the environment information; the pattern recognition module 300 is used for recognizing the current running pattern of the vehicle; the time correction module 400 is configured to correct the first collision time according to the current driving mode to obtain a second collision time; the control module 500 is configured to control operation of the vehicle based on the second collision time.
It should be noted that, for details that are not disclosed in the safe driving apparatus for a vehicle according to the embodiment of the present invention, please refer to details that are disclosed in the safe driving method for a vehicle according to the embodiment of the present invention, and detailed descriptions thereof are omitted here.
According to the safe driving device of the vehicle, the information acquisition module is used for acquiring the current state information and the environment information of the vehicle, the time acquisition module is used for acquiring the first collision time of the vehicle according to the state information and the environment information, the mode recognition module is used for recognizing the current driving mode of the vehicle, the time correction module is used for correcting the first collision time according to the current driving mode to obtain the second collision time, and the control module is used for controlling the vehicle to run according to the second collision time. Therefore, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
In addition, the embodiment of the invention also provides a vehicle, which comprises the safe driving device of the vehicle.
According to the vehicle provided by the embodiment of the invention, the control precision of the AEB system can be effectively improved through the safe driving device of the vehicle, so that the safety and reliability of the AEB system are greatly improved, and the user experience is improved.
In addition, an embodiment of the present invention further provides an electronic device, which includes a memory and a processor, wherein the processor executes a program corresponding to an executable program code stored in the memory by reading the executable program code, so as to implement the above-mentioned safe driving method for a vehicle.
According to the electronic equipment provided by the embodiment of the invention, the control precision of the AEB system can be effectively improved by executing the safe driving method of the vehicle, so that the safety and reliability of the AEB system are greatly improved, and the user experience is improved.
Furthermore, an embodiment of the present invention also proposes a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the above-described safe driving method of a vehicle.
According to the non-transitory computer readable storage medium of the embodiment of the invention, by executing the safe driving method of the vehicle, the control precision of the AEB system can be effectively improved, so that the safety and reliability of the AEB system are greatly improved, and the experience of a user is improved.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In addition, in the description of the present invention, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (8)
1. A safe driving method of a vehicle, characterized by comprising the steps of:
acquiring current state information and environmental information of a vehicle;
obtaining first collision time of the vehicle according to the state information and the environment information;
identifying a current driving mode of the vehicle;
correcting the first collision time according to the current driving mode to obtain a second collision time;
controlling the vehicle to run according to the second collision time;
the obtaining a first collision time of the vehicle according to the state information and the environment information includes: judging whether the vehicle has collision risk or not according to the state information and the environmental information; when the vehicle is judged to have collision risk, obtaining first collision time of the vehicle according to the state information and the environment information;
the second collision time includes: the first time length of the danger early warning, the second time length of the partial braking and the third time length of the full-force braking; wherein different times correspond to different control phases of the vehicle;
the controlling the vehicle to operate according to the second collision time further comprises: determining the danger level of the vehicle in real time according to the state information and the environment information; identifying a control stage that the vehicle needs to enter according to the danger level; according to the duration matched with the control stage needing to be entered, the vehicle is operated according to the control strategy of the control stage;
when the danger level is a first level, identifying a first control stage that the vehicle needs to enter; according to the first time length matched with the first control stage, carrying out danger reminding control on the vehicle; when the danger level is a second level, identifying that the vehicle needs to enter a second control stage; according to the second time length matched with the second control stage, performing partial braking control on the vehicle; when the danger level is a third level, identifying that the vehicle needs to enter a third control stage; according to the third duration matched with the third control stage, performing full-force brake control on the vehicle;
in the second control stage, acquiring a road surface adhesion coefficient of a road in front of the vehicle; the method further comprises the following steps: and correcting the third time length corresponding to the third control stage according to the road surface adhesion coefficient of the road in front of the vehicle.
2. The safe driving method of a vehicle according to claim 1, wherein the identifying a current driving mode of the vehicle includes:
collecting current position information of the vehicle, and identifying topographic information of a road in front of the vehicle;
and determining the current running mode according to the terrain information and the driving habits of the driver of the vehicle.
3. The safe driving method of a vehicle according to claim 1, wherein the identifying a current driving mode of the vehicle includes:
acquiring weather information, and identifying road surface state information of a road in front of the vehicle according to the weather information;
and determining the current driving mode according to the road surface state information and the driving habits of the driver of the vehicle.
4. The safe driving method of a vehicle according to claim 1, wherein the correcting the third time period corresponding to the third control stage according to the road adhesion coefficient includes:
determining a relative deceleration of the vehicle and a front obstacle on the front road according to the road surface adhesion coefficient;
comparing the relative deceleration to a preset deceleration threshold;
increasing the third duration if the relative deceleration is less than the deceleration threshold;
decreasing the third duration if the relative deceleration is greater than the deceleration threshold.
5. A safe driving apparatus of a vehicle, characterized by comprising:
the information acquisition module is used for acquiring the current state information and the environmental information of the vehicle;
the time acquisition module is used for acquiring first collision time of the vehicle according to the state information and the environment information; the obtaining a first collision time of the vehicle according to the state information and the environment information includes: judging whether the vehicle has collision risk or not according to the state information and the environmental information; when the vehicle is judged to have collision risk, obtaining first collision time of the vehicle according to the state information and the environment information;
the mode identification module is used for identifying the current running mode of the vehicle;
the time correction module is used for correcting the first collision time according to the current running mode to obtain second collision time; the second collision time includes: the first time length of the danger early warning, the second time length of the partial braking and the third time length of the full-force braking; wherein different times correspond to different control phases of the vehicle;
the control module is used for controlling the vehicle to run according to the second collision time;
the controlling the vehicle to operate according to the second collision time further comprises: determining the danger level of the vehicle in real time according to the state information and the environment information; identifying a control stage that the vehicle needs to enter according to the danger level; according to the duration matched with the control stage needing to be entered, the vehicle is operated according to the control strategy of the control stage;
when the danger level is a first level, identifying a first control stage that the vehicle needs to enter; according to the first time length matched with the first control stage, carrying out danger reminding control on the vehicle; when the danger level is a second level, identifying that the vehicle needs to enter a second control stage; according to the second time length matched with the second control stage, performing partial braking control on the vehicle; when the danger level is a third level, identifying that the vehicle needs to enter a third control stage; according to the third duration matched with the third control stage, performing full-force brake control on the vehicle;
in the second control stage, acquiring a road surface adhesion coefficient of a road in front of the vehicle; and correcting the third time length corresponding to the third control stage according to the road surface adhesion coefficient of the road in front of the vehicle.
6. A vehicle, characterized by comprising: the safe driving apparatus of a vehicle according to claim 5.
7. An electronic device comprising a memory, a processor;
wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory for implementing the safe driving method of the vehicle according to any one of claims 1 to 4.
8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that the program, when executed by a processor, implements a method for safe driving of a vehicle according to any one of claims 1-4.
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| CN111959503B (en) * | 2020-08-19 | 2023-11-14 | 江苏智能网联汽车创新中心有限公司 | Vehicle braking method, device, system and equipment |
| WO2022193137A1 (en) * | 2021-03-16 | 2022-09-22 | 华为技术有限公司 | Vehicle control method and device |
| CN114734999A (en) * | 2022-05-20 | 2022-07-12 | 湖北三江航天万山特种车辆有限公司 | Vehicle control method, device, terminal device and medium |
| CN116620167A (en) * | 2023-04-26 | 2023-08-22 | 奇瑞新能源汽车股份有限公司 | Intelligent induction contraction system, method, equipment and medium for vehicle exterior rearview mirror |
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