CN112389324B

CN112389324B - Anti-collision system and method after vehicle fault

Info

Publication number: CN112389324B
Application number: CN202011290794.1A
Authority: CN
Inventors: 李�瑞
Original assignee: China Express Jiangsu Technology Co Ltd
Current assignee: China Express Jiangsu Technology Co Ltd
Priority date: 2020-11-17
Filing date: 2020-11-17
Publication date: 2022-09-30
Anticipated expiration: 2040-11-17
Also published as: CN112389324A

Abstract

The invention provides an anti-collision system and method after vehicle failure, which relate to the technical field of vehicle safety and comprise the following steps: the fault detection unit is used for acquiring fault information of the vehicle in an abnormal parking state in the running process and giving anti-collision reminding information when the fault information indicates that the vehicle cannot move; the signal generating unit is connected with the fault detecting unit and used for receiving feedback information given by a user according to the anti-collision reminding information and selectively generating an anti-collision signal according to the feedback information; and the data processing unit is connected with the signal generating unit and used for acquiring the state data of the vehicle according to the anti-collision signal and processing the state data to obtain anti-collision warning data so as to remind the coming vehicle behind according to the anti-collision warning data. The anti-collision warning device has the beneficial effects that when the vehicle breaks down and cannot move during running, anti-collision warning data can be timely provided for the rear vehicle to remind the rear vehicle of coming, the collision probability is reduced, and further the property and personal loss of a user is reduced.

Description

Anti-collision system and method after vehicle fault

Technical Field

The invention relates to the technical field of vehicle safety, in particular to a system and a method for preventing collision after vehicle failure.

Background

Safety is a permanent topic of each automobile manufacturer, and various known manufacturers are constantly dedicated to developing safer measures for members in automobiles and external connection to avoid traffic accidents. The former has already caused losses to the vehicle body and to the personnel when applied, and the latter is completely inoperable when the personnel are immobile or conscious.

Disclosure of Invention

Aiming at the problems in the prior art, the invention provides a collision prevention system after vehicle failure, which comprises:

the fault detection unit is used for acquiring fault information of a vehicle in an abnormal parking state in the running process and giving anti-collision reminding information when the fault information indicates that the vehicle cannot move;

the signal generating unit is connected with the fault detecting unit and used for receiving feedback information given by a user according to the anti-collision reminding information and selectively generating an anti-collision signal according to the feedback information;

and the data processing unit is connected with the signal generating unit and used for acquiring the state data of the vehicle according to the anti-collision signal and processing the state data to obtain anti-collision warning data so as to remind a rear vehicle of coming according to the anti-collision warning data.

Preferably, the feedback information is an anti-collision confirmation instruction given by the user;

the signal generation unit includes:

and the instruction receiving module is used for receiving the anti-collision confirmation instruction and generating the anti-collision signal when the anti-collision confirmation instruction indicates that the user agrees to perform anti-collision warning.

Preferably, the signal generating unit further includes:

the first forcing signal generating module is connected with the instruction receiving module and is used for forcing the anti-collision signal to be generated when the instruction receiving module does not receive the anti-collision confirmation instruction within a preset time period.

Preferably, a health monitoring device is arranged on the vehicle and used for monitoring health data of the user as the feedback information;

the signal generation unit further comprises:

and the second forcing signal generating module is used for forcing the anti-collision signal to be generated when the health data indicate that the user cannot give the anti-collision confirmation instruction.

Preferably, the data processing unit includes:

the first processing subunit is used for processing according to the state data to obtain an occupied lane and a rear warning distance of the vehicle;

the second processing subunit is connected with the first processing subunit and used for generating an anti-collision warning area according to the occupied lane and the rear warning distance and processing the anti-collision warning area to obtain the position coordinates of a boundary point of the anti-collision warning area, which deviates from the driving direction of the vehicle;

and the output subunit is connected with the second processing subunit and used for outputting the anti-collision warning area and the position coordinates of the boundary point as the anti-collision warning data.

Preferably, the state data includes attitude data and map positioning data of the vehicle;

the first processing subunit comprises:

the first storage module is used for storing a vehicle model and a vehicle coordinate system of the vehicle which are established in advance;

the first calculation module is connected with the first storage module and used for calculating the coordinates of the center point of the vehicle model and the real-time coordinates of a first vertex and a second vertex which are vertical to the driving direction of the vehicle and located on the outermost sides under the abnormal parking state according to the attitude data and the map positioning data;

and the second calculation module is connected with the first calculation module and used for processing the real-time coordinates of the first vertex and the second vertex and the map positioning data to obtain the occupied lane of the vehicle.

Preferably, the first calculating module includes:

the first calculation submodule is used for acquiring a central point coordinate of the vehicle model according to the map positioning data and calculating to obtain an initial coordinate of each vertex of the vehicle model when the vehicle normally runs according to the central point coordinate;

the second calculation submodule is connected with the first calculation submodule and used for calculating the real-time coordinates of each vertex in the abnormal parking state according to the attitude data and each initial coordinate;

and the third calculation submodule is connected with the second calculation submodule and used for identifying the first vertex and the second vertex which are vertical to the driving direction of the vehicle and located on the outermost side in the vertexes according to the real-time coordinates and the map positioning data.

Preferably, the second calculation module includes:

the fourth calculation submodule is used for acquiring at least one lane dividing line position of the abnormal parking position of the vehicle according to the map positioning data;

a fifth calculation submodule, configured to process, according to the real-time coordinates of the first vertex and the second vertex and the coordinates of the center point, to obtain a first distance between the first vertex and the center point in a direction perpendicular to a lane, and a second distance between the second vertex and the center point in the direction perpendicular to the lane;

the sixth calculation submodule is connected with the fourth calculation submodule and used for processing according to the coordinates of the central point and the positions of the lane dividing lines to obtain a third distance between the central point and each lane dividing line in the direction vertical to the lane;

and the first comparison submodule is respectively connected with the fifth calculation submodule and the sixth calculation submodule and is used for outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as the occupied lane when the first distance is larger than the third distance, and outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as the occupied lane when the second distance is larger than the third distance.

Preferably, the first processing subunit further includes:

the second storage module is used for storing at least one preset speed interval, and each speed interval corresponds to an alarm coefficient;

and the third calculation module is connected with the second storage module and used for acquiring the current speed limit from the map positioning data, matching the corresponding warning coefficient according to the current speed limit and calculating to obtain the product of the current speed limit and the warning coefficient as the rear warning distance.

Preferably, the status data further comprises a plurality of historical vehicle speeds of the vehicle;

the first processing subunit further comprises:

and the fourth calculation module is respectively connected with the second storage module and the third calculation module and used for processing each historical vehicle speed to obtain an estimated speed limit when the third calculation module does not obtain the current speed limit, matching the corresponding warning coefficient according to the estimated speed limit, and calculating to obtain the product of the estimated speed limit and the warning coefficient as the rear warning distance.

Preferably, the fourth calculation module includes:

the storage submodule is used for storing a first weight and a second weight which are configured in advance;

and the seventh calculation submodule is connected with the storage submodule and used for extracting the maximum value of each historical vehicle speed, calculating the average value of each historical vehicle speed and taking the sum of the product of the maximum value and the first weight and the product of the average value and the second weight as the estimated speed limit.

Preferably, the third sub-module is further configured to identify, according to each of the real-time coordinates and the map positioning data, a third vertex, which is the vertex closest to the vehicle in the direction away from the driving direction of the vehicle, in each of the vertices;

the second processing subunit comprises:

and the fifth calculation module is used for calculating the position coordinates of the boundary point according to the real-time coordinates of the third vertex and the rear warning distance.

Preferably, the fifth calculation module includes:

the eighth calculation submodule is used for taking the third vertex as a starting point, sequentially taking the warning points from the map positioning data along the direction departing from the driving direction of the vehicle, and accumulatively calculating the distance between two adjacent warning points as an accumulated distance;

and the ninth calculation submodule is connected with the eighth calculation submodule and used for calculating a difference value between the accumulated distance and the rear warning distance obtained by taking the warning point each time, and processing the real-time coordinate of the warning point corresponding to the minimum value in the difference value according to the real-time coordinate of the third vertex to obtain the real-time coordinate of the warning point as the position coordinate of the boundary point.

Preferably, the vehicle is equipped with a V2X communication technology, and the data processing unit broadcasts the anti-collision warning data to at least one roadside device and a rear vehicle within the rear warning distance range by using the V2X communication technology.

Preferably, a mobile warning device is arranged on the vehicle, the mobile warning device is connected with the data processing unit, and the data processing unit further comprises a control subunit, which is used for controlling the mobile warning device to move to the warning position represented by the position coordinate of the boundary point.

Preferably, the vehicle is further provided with a camouflage device, the camouflage device is connected with the control subunit, and the control subunit controls the camouflage device to start camouflage so as to warn a coming vehicle behind.

Preferably, the anti-collision warning system further comprises a rescue request unit connected to the data processing unit and used for sending a rescue request containing the anti-collision warning data to the outside.

The application also provides a domain controller which comprises the anti-collision system after the vehicle fault.

The application also provides a vehicle which comprises the anti-collision system after the vehicle is in fault.

The application further provides a vehicle comprising the above domain controller.

The application also provides an anti-collision method after the vehicle fault, which comprises the following steps:

step S1, acquiring fault information of the vehicle in an abnormal parking state in the driving process, and giving an anti-collision reminding message when the fault information indicates that the vehicle cannot move;

step S2, receiving feedback information given by a user according to the anti-collision reminding information, and optionally generating an anti-collision signal according to the feedback information;

and step S3, acquiring the state data of the vehicle according to the anti-collision signal, and processing the state data to obtain anti-collision warning data so as to remind a rear vehicle of coming according to the anti-collision warning data.

the step S2 includes:

and receiving the anti-collision confirmation instruction, and generating the anti-collision signal when the anti-collision confirmation instruction indicates that the user agrees to perform anti-collision warning.

Preferably, the step S2 further includes:

and when the anti-collision confirmation instruction is not received within a preset time period, the anti-collision signal is forcibly generated.

the step S2 further includes:

force generation of the collision avoidance signal when the health data indicates that the user is unable to give the collision avoidance confirmation instruction.

Preferably, the step S3 includes:

step S31, processing according to the state data to obtain an occupied lane and a rear warning distance of the vehicle;

step S32, generating an anti-collision warning area according to the occupied lane and the rear warning distance, and processing to obtain the position coordinates of the boundary point deviating from the vehicle driving direction of the anti-collision warning area;

and step S33, outputting the anti-collision warning area and the position coordinates of the boundary point as the anti-collision warning data.

the step S31 includes:

step S311a, a vehicle model and a vehicle coordinate system of the vehicle are established in advance;

step S312a, calculating a center point coordinate of the vehicle model and real-time coordinates of a first vertex and a second vertex which are perpendicular to the driving direction of the vehicle and located on the outermost sides in the abnormal parking state according to the attitude data and the map positioning data;

step S313a, processing the real-time coordinates of the first vertex and the second vertex and the map positioning data to obtain the occupied lane of the vehicle.

Preferably, the step S312a includes:

step A1, obtaining the coordinates of the central point of the vehicle model according to the map positioning data, and calculating the initial coordinates of each vertex of the vehicle model when the vehicle normally runs according to the coordinates of the central point;

step A2, calculating the real-time coordinates of each vertex in the abnormal parking state according to the attitude data and each initial coordinate;

and A3, identifying the first vertex and the second vertex which are perpendicular to the driving direction of the vehicle and located on the outermost sides in the vertexes according to each real-time coordinate and the map positioning data.

Preferably, the step S313a includes:

step B1, acquiring at least one lane dividing line position of the abnormal parking position of the vehicle according to the map positioning data;

step B2, according to the real-time coordinates of the first vertex and the second vertex and the coordinates of the center point, processing to obtain a first distance between the first vertex and the center point in the vertical lane direction, and a second distance between the second vertex and the center point in the vertical lane direction;

step B3, processing according to the coordinates of the central point and the positions of the lane dividing lines to obtain a third distance between the central point and each lane dividing line in the direction vertical to the lane;

and step B4, when the first distance is greater than the third distance, outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as the occupied lane, and when the second distance is greater than the third distance, outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as the occupied lane.

Preferably, a second storage module is provided for storing at least one preset speed interval, and each speed interval corresponds to an alarm coefficient;

the step S31 further includes:

and acquiring the current speed limit from the map positioning data, matching the corresponding warning coefficient according to the current speed limit, and calculating to obtain the product of the current speed limit and the warning coefficient as the rear warning distance.

step S31 further includes:

and processing each historical vehicle speed to obtain an estimated speed limit when the current speed limit is not obtained, matching the corresponding warning coefficient according to the estimated speed limit, and calculating to obtain the product of the estimated speed limit and the warning coefficient as the rear warning distance.

Preferably, a storage submodule is provided for storing a first weight and a second weight configured in advance;

the step S31 includes:

and extracting the maximum value of the historical vehicle speeds, calculating the average value of the historical vehicle speeds, and taking the sum of the product of the maximum value and the first weight and the product of the average value and the second weight as the estimated speed limit.

Preferably, in the step a3, a third vertex, which is the farthest back from the vehicle driving direction, of the vertices is further identified according to each of the real-time coordinates and the map positioning data;

the step S32 includes:

and calculating to obtain the position coordinates of the boundary point according to the real-time coordinates of the third vertex and the rear warning distance.

Preferably, the step S32 includes:

step S321, taking the third vertex as a starting point, sequentially taking warning points from the map positioning data along a direction departing from the vehicle driving direction, and accumulatively calculating the distance between two adjacent warning points as an accumulated distance;

step S322, calculating a difference between the accumulated distance obtained by taking the warning point each time and the rear warning distance, and processing the real-time coordinates according to the real-time coordinates of the third vertex to obtain real-time coordinates of the warning point corresponding to a minimum value in the difference as the coordinates of the boundary point position.

Preferably, the vehicle is equipped with a V2X communication technology, and the collision avoidance warning data is broadcast to at least one roadside device and a rear vehicle within the rear warning distance range using the V2X communication technology in step S3.

Preferably, a mobile warning device is disposed on the vehicle, and the step S3 further includes controlling the mobile warning device to move to a warning position represented by the boundary point position coordinates.

Preferably, the vehicle is further provided with a disguise device, and the step S3 further includes controlling the disguise device to start disguise to warn a rear vehicle.

Preferably, after the step S3 is executed, the method further includes sending a rescue request including the anti-collision warning data to the outside.

The technical scheme has the following advantages or beneficial effects:

1) when the vehicle fails to move during running, anti-collision warning data can be provided for rear vehicles in time to remind the rear vehicles of coming vehicles, so that the collision probability is reduced, and the property and personal loss of users is further reduced;

2) when the user cannot give feedback operation, the anti-collision processing can be automatically triggered, the collision probability is reduced, and the personnel safety of the user is ensured;

3) further warning is carried out by controlling the mobile warning device and the camouflage device, the probability of being recognized by a rear vehicle is increased while the risk of personnel in operation of leaving the vehicle is reduced, and active anti-collision is further realized.

Drawings

Fig. 1 is a schematic structural diagram of a collision avoidance system after a vehicle failure according to a preferred embodiment of the present application;

FIG. 2 is a schematic diagram of a vehicle model and a vehicle coordinate system according to a preferred embodiment of the present application;

FIG. 3 is a schematic diagram of a vehicle occupying two lanes in a preferred embodiment of the present application;

fig. 4 is a schematic flowchart of a collision avoidance method after a vehicle failure according to a preferred embodiment of the present application;

fig. 5 is a schematic diagram illustrating a generation process of the anti-collision warning data according to the preferred embodiment of the present application;

FIG. 6 is a schematic view of a lane occupation process of a vehicle according to a preferred embodiment of the present application;

FIG. 7 is a schematic diagram illustrating the process of identifying the outermost vertices in the vehicle model according to the preferred embodiment of the present application;

FIG. 8 is a schematic diagram illustrating a process of processing an occupied lane according to outermost vertex coordinates according to a preferred embodiment of the present application;

fig. 9 is a schematic diagram illustrating a processing procedure of the position coordinates of the boundary point according to the preferred embodiment of the present application.

Detailed Description

The invention is described in detail below with reference to the figures and specific embodiments. The present application is not limited to this embodiment, and other embodiments may be included in the scope of the present application as long as they meet the gist of the present application.

The application aims to provide a vehicle fault rear anti-collision system which is applied to a scene that a vehicle is in fault and cannot move in actual running, a rear vehicle is reminded through anti-collision warning data, the probability that the vehicle is collided after the vehicle is in fault is reduced, and further property and personnel loss is reduced. Also, the scope of protection of the present application should not be limited by the examples used to illustrate the feasibility of the present application.

In accordance with the above-mentioned problems in the prior art, there is provided a collision avoidance system for a vehicle after a failure, as shown in fig. 1, including:

the system comprises a fault detection unit 1, a vehicle monitoring unit and a vehicle monitoring unit, wherein the fault detection unit 1 is used for acquiring fault information of a vehicle in an abnormal parking state in the driving process and giving anti-collision reminding information when the fault information indicates that the vehicle cannot move;

the signal generating unit 2 is connected with the fault detecting unit 1 and used for receiving feedback information given by a user according to the anti-collision reminding information and selectively generating an anti-collision signal according to the feedback information;

and the data processing unit 3 is connected with the signal generating unit 2 and used for acquiring the state data of the vehicle according to the anti-collision signal and processing the state data to obtain anti-collision warning data so as to remind the coming vehicle behind according to the anti-collision warning data.

As a preferred embodiment, the present invention may be applied to a driving scene of an expressway, wherein the abnormal parking state may be obtained by obtaining a parking position of a vehicle from an on-vehicle high-precision map, and if the parking position of the vehicle is on a normal driving lane of the expressway, it is indicated that the vehicle is in an abnormal parking state, and subsequent failure information determination may be performed, and if the parking position of the vehicle is on an emergency lane of the expressway, it is indicated that the vehicle is not in an abnormal parking state, and subsequent failure information determination is not performed. The method and the device can also be applied to driving scenes of urban roads, the abnormal parking state can acquire traffic light information of road intersections through the vehicle-mounted camera, and the vehicle does not move within a time period in the green light state, so that the abnormal parking state is indicated, and subsequent fault information can be judged. The above determination of the abnormal parking state is not the point of the invention of the present application, and the detailed process is not described here.

Further, in the abnormal parking state, whether the vehicle is in the state of being incapable of moving is judged by obtaining the fault information of the vehicle, if the vehicle is in the state of being incapable of moving, the rear vehicle possibly can cause rear-end collision due to too late avoidance, and further loss is brought to the vehicle and personnel, so that an anti-collision reminding message is given when the vehicle is incapable of moving, and a user is reminded to start an anti-collision function of the vehicle. The fault information indicating that the vehicle is in an immobile state includes, but is not limited to, a high-pressure failure, an airbag collision, and a Driver health abnormality, wherein the Driver health abnormality is detected by installing a DMS (Driver Monitor System) on the vehicle. The reminding mode of the anti-collision reminding information can be that text reminding information is given through a vehicle display screen arranged on a vehicle, or voice reminding information is given through voice interaction equipment arranged on the vehicle, and the vehicle display screen can be a plurality of screens in the vehicle. In order to further improve the user experience, the anti-collision function of the vehicle can be set to be not automatically started, but can be selectively started by receiving feedback information given by the user according to the anti-collision reminding information, the feedback information indicates that the user does not perform subsequent actions when refusing to start the anti-collision function, and the feedback information indicates that the user agrees to start the anti-collision function, an anti-collision signal is generated, and then subsequent data processing is performed according to the anti-collision signal to obtain anti-collision warning data so as to remind the coming vehicle behind.

As a preferred embodiment, the feedback information may be an anti-collision confirmation command given by a user;

the signal generating unit 2 includes:

and the instruction receiving module 21 is configured to receive the anti-collision confirmation instruction, and generate an anti-collision signal when the anti-collision confirmation instruction indicates that the user agrees to perform the anti-collision warning.

Specifically, in this embodiment, when the anti-collision reminding information gives text prompt information through the vehicle display screen, the user may input an anti-collision confirmation instruction through a human-computer interaction interface provided by the vehicle display screen; when the anti-collision reminding information gives the voice prompt information through the voice interaction equipment, the user can give an anti-collision confirmation instruction in a voice mode, and voice data of the user are collected through the voice interaction equipment. The anti-collision confirmation instruction can be used for agreeing to perform anti-collision warning or refusing to perform anti-collision warning, the user agrees to perform anti-collision warning to generate an anti-collision signal, and the user refuses to quit. Through the further confirmation of the user, the user experience is improved, and meanwhile the false triggering of the anti-collision function is prevented.

As a preferred embodiment, in order to ensure the safety of a failed vehicle, when performing an anti-collision warning according to an anti-collision confirmation command, a forced execution mechanism is provided, and when a forced execution condition of the forced execution mechanism is satisfied, an anti-collision signal is generated by force, in this embodiment, the signal generating unit further includes:

a first forcing signal generating module 22, connected to the command receiving module 21, for forcing the anti-collision signal when the command receiving module 21 does not receive the anti-collision confirmation command within a predetermined time period.

In this embodiment, the above-mentioned mandatory execution condition is that the instruction receiving module 21 does not receive the anti-collision confirmation instruction within a preset time period, and at this time, the anti-collision warning is performed by default, so as to prevent that the user cannot give feedback information in time due to missing the anti-collision reminding information or other reasons.

As a preferred embodiment, the vehicle is provided with a health monitoring device 4 for monitoring health data of the user as feedback information;

the signal generating unit 2 further includes:

a second forcing signal generating module 23, configured to force the anti-collision signal to be generated when the health data indicates that the user cannot give the anti-collision confirmation instruction.

Specifically, in this embodiment, the abnormal parking state of the vehicle may also be caused by an accident or a health reason of the driver, at this time, the driver may be in a coma state or a state with limited action, that is, the driver cannot give the anti-collision confirmation instruction, and at this time, the health monitoring device 4 forcibly generates the anti-collision signal to perform the anti-collision warning when it is found by monitoring the health data of the user that the user is currently in the state in which the user cannot give the anti-collision confirmation instruction, so as to ensure the personal safety of the user. The health monitoring device 4 may be a Driver Monitor System (DMS) installed on the vehicle.

As a preferred embodiment, the data processing unit 3 comprises:

a first processing subunit 31, configured to obtain an occupied lane and a rear warning distance of the vehicle according to the state data;

the second processing subunit 32 is connected with the first processing subunit 31 and is used for generating an anti-collision warning area according to the occupied lane and the rear warning distance and processing the anti-collision warning area to obtain the position coordinates of the boundary point deviating from the vehicle running direction of the anti-collision warning area;

an output subunit 33, connected to the second processing subunit 32, is configured to output the coordinates of the anti-collision warning area and the boundary point as anti-collision warning data.

Specifically, in the embodiment, the occupied lanes and the rear warning distances of the vehicle are obtained by acquiring the state data of the vehicle and processing the state data, when the vehicle is in an abnormal parking state, a rollover or the like may occur to cause occupation of a plurality of lanes, if two lanes are occupied, a rear vehicle coming from the two lanes needs to be warned, and the rear warning distance is a reserved safety distance to remind the rear vehicle coming from the rear to take corresponding evasive measures beyond the rear warning distance, such as lane changing in advance, deceleration in advance and the like.

Furthermore, the anti-collision warning area may be a rectangular area with the width of an occupied lane and the rear warning distance as side lengths, and since the deviation position coordinates alone provide that the anti-collision warning area has no warning significance for a vehicle coming from the rear, and the vehicle coming from the rear cannot acquire a specific position of the anti-collision warning area, that is, avoidance measures cannot be taken in advance, after the anti-collision warning area is acquired, the boundary point position coordinates of the anti-collision warning area deviating from the vehicle traveling direction are further processed to obtain the anti-collision warning area coordinates, the anti-collision warning area containing the boundary point position coordinates is output as anti-collision warning data, and the boundary point position coordinates can be accurately acquired by the vehicle coming from the rear, so that the boundary point position coordinates can be used as a destination to determine the associated anti-collision warning area, and avoidance is performed in advance to achieve the anti-collision warning.

As a preferred embodiment, the state data includes attitude data and map positioning data of the vehicle;

the first processing subunit 31 comprises:

the first storage module 311 is used for storing a vehicle model and a vehicle coordinate system of a vehicle which are established in advance;

the first calculating module 312 is connected to the first storage module 311, and is configured to calculate, according to the attitude data and the map positioning data, a center point coordinate of the vehicle model in the abnormal parking state and real-time coordinates of a first vertex and a second vertex that are perpendicular to a vehicle traveling direction and located on the outermost side;

the second calculating module 313 is connected to the first calculating module 312, and is configured to process the real-time coordinates of the first vertex and the second vertex and the map positioning data to obtain the occupied lane of the vehicle.

Specifically, in this embodiment, the attitude data may be collected by an Inertial Measurement Unit (IMU) provided in the vehicle; the map positioning data may include real-time position coordinates of the vehicle and a high-precision map containing the real-time position coordinates. As shown in fig. 2, the vehicle model may be a simplified model, such as a rectangular model, which has a center point and 8 vertices, the length of the vehicle is taken as the length L of the rectangular model, the width of the vehicle is taken as the width W of the rectangular model, and the height of the vehicle is taken as the height H of the rectangular model. A vehicle coordinate system may be established based on the vehicle model, with an origin of the vehicle coordinate system being a center point of the vehicle model, with a forward direction of the vehicle being a positive direction of the X axis, with the forward direction being a reference, with a left-facing direction of the vehicle being a positive direction of the Y axis, and with a top-facing direction of the vehicle being a positive direction of the Z axis. The inertial measurement unit comprises a three-axis accelerometer, a three-axis gyroscope and a three-axis magnetometer, wherein the three-axis accelerometer and the three-axis gyroscope are capable of measuring the attitude of the vehicle relative to the direction of gravity, and the three-axis magnetometer is capable of providing a complete measurement relative to the direction of gravity and the direction of the earth's magnetic field. Particularly, the triaxial accelerometer is an inertial sensor, is not limited by movement or any specific environment or position during measurement, can accurately measure the pitch angle and the roll angle of the vehicle, and has no accumulated error; the three-axis gyroscope and the three-axis magnetometer can provide data of magnetic fields borne by the vehicle in the X axis, the Y axis and the Z axis so as to provide a magnetic north pole-related yaw angle, namely the attitude data comprises a pitch angle, a roll angle and a yaw angle in an abnormal parking state of the vehicle.

As a preferred embodiment, the first calculation module 312 includes:

the first calculation submodule 3121 is used for obtaining a central point coordinate of the vehicle model according to the map positioning data, and calculating to obtain an initial coordinate of each vertex of the vehicle model when the vehicle normally runs according to the central point coordinate;

the second calculation submodule 3122 is connected with the first calculation submodule 3121 and is used for calculating according to the attitude data and each initial coordinate to obtain the real-time coordinate of each vertex in the abnormal parking state;

and the third calculation submodule 3123 is connected to the second calculation submodule 3122, and is used for identifying the first vertex and the second vertex which are perpendicular to the vehicle driving direction and located on the outermost side in each vertex according to each real-time coordinate and the map positioning data.

Specifically, in the present embodiment, as shown in fig. 2, the coordinates of the center point of the vehicle model may be real-time position coordinates of the vehicle included in the map positioning data, the center point is defined as o point, and the coordinates of the center point are defined as o (x, y, z), so that in the normal parking state, the coordinates of the top four vertices of the vehicle model are sequentially o1(x + L/2, y + W/2, z + H/2), o2(x + L/2, y-W/2, z + H/2), o3(x-L/2, y-W/2, z + H/2), o4(x-L/2, y + W/2, z + H/2), and so on, all of the coordinates of the bottom four vertices of the vehicle model may be represented by the coordinates of the center point and the length, width, height of the vehicle model, the coordinates are initial coordinates of each vertex of the vehicle model when the vehicle normally runs.

In an abnormal parking state, the vehicle may shift or turn over relative to the advancing direction, the pitch angle, the roll angle and the yaw angle of a vehicle model can be obtained through processing by acquiring attitude data of the vehicle, and the ground acceleration output by the inertia measurement unit in a normal parking state of the vehicle is represented as g [0,0,1 [ ]]The component acceleration in the abnormal parking state is (A) _x ,A _y ,A _z ) And calculating to obtain a pitch angle theta of the vehicle model rotating around the X axis clockwise as arcsin (-A) _x ) The roll angle γ of the vehicle model rotating clockwise around the Y axis is arcsin (a) _y ,/cos θ); the magnetometer component in the geographic coordinate system output by the inertia measurement unit in the abnormal parking state of the vehicle is expressed as (M) _x ,M _y ,M _z ) Can beCalculating to obtain a yaw angle psi of the vehicle model rotating clockwise around the Z axis (M ═ arctan ((M) _z sinγ-M _y cosγ)/(M _x cosθ+M _y sinθsinγ+M _y sin θ cos γ)), and the rotation coordinates of each vertex can be calculated as the real-time coordinates of each vertex in the abnormal parking state by the following formula:

R(o1′)＝o1·R _x (θ)·R _y (γ)·R _z (ψ)

wherein,

the above R (o 1') represents the real-time coordinates of the o1 vertex, o1 represents the initial coordinates of the o1 vertex, i.e., o1(x + L/2, y + W/2, z + H/2), taking point o1 as an example, and so on for the real-time coordinates of the remaining vertices.

Further, the map positioning data includes a high-precision map of the current position of the vehicle, and after the real-time coordinates are acquired, a first vertex and a second vertex which are perpendicular to the driving direction of the vehicle and located on the outermost sides among the vertices can be identified by combining the distribution of the vertices on the high-precision map.

As a preferred embodiment, the second calculation module 313 includes:

a fourth calculating sub-module 3131, configured to obtain a position of at least one lane dividing line of the abnormal parking position of the vehicle according to the map positioning data;

a fifth calculating submodule 3132, configured to process, according to the real-time coordinates of the first vertex and the second vertex and the coordinates of the center point, to obtain a first distance between the first vertex and the center point in the vertical lane direction, and a second distance between the second vertex and the center point in the vertical lane direction;

a sixth calculating submodule 3133, connected to the fourth calculating submodule 3131, for processing the center point coordinates and the lane dividing line positions to obtain a third distance between the center point and each lane dividing line in the vertical lane direction;

the first comparing sub-module 3134 is connected to the fifth calculating sub-module 3132 and the sixth calculating sub-module 3133, respectively, and is configured to output, as an occupied lane, two lanes where a lane dividing line corresponding to the third distance is occupied by the vehicle when the first distance is greater than the third distance, and output, as an occupied lane, two lanes where a lane dividing line corresponding to the third distance is occupied by the vehicle when the second distance is greater than the third distance.

Specifically, in the present embodiment, the map positioning data includes a high-precision map of the current position of the vehicle, and the lane dividing line positions can be obtained from the high-precision map, as shown in fig. 3 as dash 0 to dash 3, which represent three lanes at present and have four lane dividing lines. Wherein, O _j Is the outermost first vertex, O _k Calculating a first vertex O for the outermost second vertex _j Taking the distance between the vehicle and the Y-axis coordinate of the central point as a first distance, firstly, calculating the vertical distance between the central point and the Dashed0 along the Y axis as a third distance, and if the first distance is less than the third distance, indicating that the vehicle does not occupy Dashed0 currently; then, the vertical distance from the central point to the dash 1 along the Y axis is calculated as a third distance, and if the first distance is greater than the third distance, the vehicle occupies dash 1 currently, and further the vehicle occupies at least two lanes on two sides of the dash 1; and then, calculating a vertical distance from the central point to the dashboard 2 along the Y axis to serve as a third distance, wherein the first distance is smaller than the third distance, which indicates that the vehicle does not occupy the dashboard 2 currently, obviously, the vehicle does not occupy the dashboard 3 under the condition that the dashboard 2 is not occupied, the vehicle can directly output a first lane formed by the fact that the vehicle occupies the dashboard 0 and the dashboard 1 and a second lane formed by the fact that the vehicle occupies the dashboard 1 and the dashboard 2 without continuously calculating the vertical distance from the central point to the dashboard 3 along the Y axis, and the calculation modes of the vehicle occupying more lanes are analogized and are not repeated here.

As a preferred embodiment, the first processing subunit 31 further includes:

a second storage module 314, configured to store at least one preset speed interval, where each speed interval corresponds to a warning coefficient;

and a third calculating module 315, connected to the second storing module 314, for obtaining the current speed limit from the map positioning data, matching the corresponding warning coefficient according to the current speed limit, and calculating to obtain the product of the current speed limit and the warning coefficient as the rear warning distance.

Specifically, in this embodiment, the warning coefficient may be defined by the user.

As a preferred embodiment, the status data further includes a plurality of historical vehicle speeds of the vehicle;

the first processing subunit 31 further comprises:

and a fourth calculating module 316, which is respectively connected to the second storage module 314 and the third calculating module 315, and is configured to process each historical vehicle speed to obtain an estimated speed limit when the third calculating module does not obtain the current speed limit, match a corresponding warning coefficient according to the estimated speed limit, and calculate to obtain a product of the estimated speed limit and the warning coefficient as a rear warning distance.

As a preferred embodiment, the fourth calculation module 316 includes:

a storage submodule 3161, configured to store a first weight and a second weight configured in advance;

and a seventh calculation submodule 3162 connected to the storage submodule 3161, for extracting the maximum value of each historical vehicle speed, calculating the average value of each historical vehicle speed, and using the product of the maximum value and the first weight and the sum of the products of the average value and the second weight as the estimated speed limit.

In a preferred embodiment, the third sub-module 3123 is further configured to identify a third vertex of the vertices that is farthest rearward from the vehicle driving direction according to the real-time coordinates and the map positioning data;

the second processing subunit 32 comprises:

a fifth calculating module 321, configured to calculate a position coordinate of the boundary point according to the real-time coordinate of the third vertex and the rear warning distance.

As a preferred embodiment, the fifth calculating module 321 includes:

the eighth calculating submodule 3211 is configured to take warning points from the map positioning data in sequence along a direction away from the vehicle driving direction with the third vertex as a starting point, and cumulatively calculate a distance between two adjacent warning points as a cumulative distance;

the ninth calculating submodule 3212 is connected to the eighth calculating submodule 3211, and is configured to calculate a difference between the accumulated distance obtained by taking the warning point each time and the rear warning distance, and process the real-time coordinates of the warning point corresponding to the minimum value in the difference according to the real-time coordinates of the third vertex to obtain real-time coordinates of the warning point serving as coordinates of the boundary point.

Specifically, in the present embodiment, the third vertex is represented by O in the figure _n And defining a straight line by taking the third vertex as a starting point and the driving direction of the vehicle, wherein the straight line has a plurality of points on a high-precision map, sequentially taking the points to the rear of the vehicle along the straight line as warning points, calculating the distance S1 between the first warning point and the third vertex after taking the first warning point, calculating the difference A1 between the distance S1 and the rear warning distance, then taking the second warning point, calculating the distance S2 between the second warning point and the first warning point, calculating the difference A2 between the sum of the S1 and the S2 and the rear warning distance, continuing to take the points if A2 is smaller than A1, if A2 is not smaller than A1, then the difference obtained by subsequent points taking is larger than A1, explaining that A1 is the minimum value in the difference, then taking the real-time coordinate of the first warning point as the coordinate of the position of the boundary point, and the calculation mode of the subsequent points is the same as the above. The real-time coordinates of the first warning point may be obtained by processing the real-time coordinates of the third vertex and the distance S1.

In a preferred embodiment, the vehicle is equipped with V2X communication technology, and the data processing unit broadcasts the anti-collision warning data to at least one roadside device and the rear vehicle within the rear warning distance range using V2X communication technology.

In a preferred embodiment, the vehicle is provided with a mobile warning device 5, the mobile warning device 5 is connected to the data processing unit 3, and the data processing unit 3 further includes a control subunit 34 for controlling the mobile warning device 5 to move to a warning position represented by the position coordinates of the boundary point.

Specifically, in this embodiment, the mobile warning device may move to the warning position represented by the coordinates of the boundary point position through a manner including, but not limited to, an ejection manner, a short-distance remote control manner, or an unmanned aerial vehicle delivery manner.

In a preferred embodiment, the vehicle is further provided with a camouflage device 6, the camouflage device 6 is connected with the control subunit 34, and the control subunit 34 controls the camouflage device 6 to start camouflage to warn a rear vehicle.

Specifically, in this embodiment, the disguising device 6 may be a device for disguising a traffic light or a speed-limiting sign installed outside the vehicle, and preferably, the disguising device may be placed at a predetermined angle or at a predetermined position by a robot arm installed in the vehicle, and the control subunit 34 controls the disguising device 6 to start disguising by controlling the operation of the robot arm. Preferably, the camouflage means 6 may be provided on both the roof and the outer surfaces of both sides of the vehicle, so that at least one of the camouflage means 6 facing upward may be smoothly operated when the vehicle is turned on its side.

As a preferred embodiment, the system further comprises a rescue request unit 7 connected to the data processing unit 3 for sending a rescue request containing the anti-collision warning data to the outside.

Specifically, in the present embodiment, the rescue request may be sent to a vehicle rescue center or an after-market center provided by a vehicle manufacturer.

The application also provides a vehicle comprising the above-mentioned domain controller.

The application also provides a collision prevention method after a vehicle fault, as shown in fig. 4, including:

and step S3, acquiring the state data of the vehicle according to the anti-collision signal, and processing the state data to obtain anti-collision warning data so as to remind the coming vehicle of the rear according to the anti-collision warning data.

As a preferred implementation, the feedback information is an anti-collision confirmation instruction given by the user;

step S2 includes:

and receiving an anti-collision confirmation instruction, and generating an anti-collision signal when the anti-collision confirmation instruction indicates that the user agrees to perform anti-collision warning.

As a preferred embodiment, step S2 further includes:

and forcibly generating an anti-collision signal when the anti-collision confirmation instruction is not received within a preset time period.

As a preferred embodiment, the vehicle is provided with a health monitoring device for monitoring health data of the user as feedback information;

step S2 further includes:

and forcibly generating an anti-collision signal when the health data indicates that the user cannot give an anti-collision confirmation instruction.

As a preferred embodiment, as shown in fig. 5, step S3 includes:

step S32, generating an anti-collision warning area according to the occupied lane and the rear warning distance, and processing to obtain the position coordinates of the boundary point deviating from the driving direction of the vehicle of the anti-collision warning area;

and step S33, outputting the coordinates of the anti-collision warning area and the boundary point position as anti-collision warning data.

as shown in fig. 6, step S31 includes:

step S311a, pre-establishing a vehicle model and a vehicle coordinate system of the vehicle;

step S312a, calculating to obtain the coordinates of the center point of the vehicle model in the abnormal parking state and the real-time coordinates of a first vertex and a second vertex which are perpendicular to the driving direction of the vehicle and located on the outermost sides according to the attitude data and the map positioning data;

and step 313a, processing the real-time coordinates of the first vertex and the second vertex and the map positioning data to obtain the occupied lane of the vehicle.

As a preferred embodiment, as shown in fig. 7, step S312a includes:

a1, acquiring the coordinates of the central point of the vehicle model according to the map positioning data, and calculating the initial coordinates of each vertex of the vehicle model when the vehicle normally runs according to the coordinates of the central point;

step A2, calculating real-time coordinates of each vertex in the abnormal parking state according to the attitude data and each initial coordinate;

and A3, identifying a first vertex and a second vertex which are perpendicular to the driving direction of the vehicle and located on the outermost sides in the vertexes according to the real-time coordinates and the map positioning data.

As a preferred embodiment, as shown in fig. 8, step S313a includes:

step B2, processing to obtain a first distance between the first vertex and the central point in the vertical lane direction and a second distance between the second vertex and the central point in the vertical lane direction according to the real-time coordinates of the first vertex and the second vertex and the coordinates of the central point;

step B3, processing according to the coordinates of the center point and the positions of the lane dividing lines to obtain a third distance between the center point and each lane dividing line in the direction vertical to the lane;

and step B4, when the first distance is larger than the third distance, outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as occupied lanes, and when the second distance is larger than the third distance, outputting two lanes where the lane dividing line corresponding to the third distance is occupied by the vehicle as occupied lanes.

As a preferred embodiment, a second storage module is provided for storing at least one preset speed interval, each speed interval corresponding to an alert coefficient;

step S31 further includes:

and acquiring the current speed limit from the map positioning data, matching the corresponding warning coefficient according to the current speed limit, and calculating to obtain the product of the current speed limit and the warning coefficient as a rear warning distance.

step S31 further includes:

and processing each historical vehicle speed when the current speed limit is not obtained to obtain an estimated speed limit, matching a corresponding warning coefficient according to the estimated speed limit, and calculating to obtain the product of the estimated speed limit and the warning coefficient as a rear warning distance.

As a preferred embodiment, a storage submodule is provided for saving a first weight and a second weight configured in advance;

step S31 includes:

and extracting the maximum value in each historical vehicle speed, calculating the average value of each historical vehicle speed, and taking the sum of the product of the maximum value and the first weight and the product of the average value and the second weight as the estimated speed limit.

In a preferred embodiment, in step a3, a third vertex, which is the farthest back from the vehicle driving direction, of the vertices is further identified according to the real-time coordinates and the map positioning data;

step S32 includes:

As a preferred embodiment, as shown in fig. 9, step S32 includes:

step S321, taking the third vertex as a starting point, sequentially taking the warning points from the map positioning data along the direction departing from the vehicle running direction, and accumulatively calculating the distance between two adjacent warning points as an accumulated distance;

step S322, calculating a difference between the accumulated distance obtained by taking the warning point each time and the rear warning distance, and processing the real-time coordinates according to the real-time coordinates of the third vertex to obtain the real-time coordinates of the warning point corresponding to the minimum value in the difference as the coordinates of the boundary point position.

In a preferred embodiment, the vehicle is equipped with a V2X communication technology, and in step S3, the V2X communication technology is used to broadcast the anti-collision warning data to at least one roadside device and the rear vehicle within the rear warning distance range.

In a preferred embodiment, the vehicle is provided with a mobile warning device, and step S3 further includes controlling the mobile warning device to move to a warning position indicated by the coordinates of the boundary point position.

In a preferred embodiment, the vehicle is further provided with a disguise device, and the step S3 further includes controlling the disguise device to turn on disguise to warn a rear vehicle of an oncoming vehicle.

In a preferred embodiment, after step S3 is executed, the method further includes sending a rescue request containing anti-collision warning data to the outside.

While the invention has been described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made without departing from the spirit and scope of the invention.

Claims

1. A post-fault collision avoidance system for a vehicle, comprising:

the data processing unit is connected with the signal generating unit and used for acquiring the state data of the vehicle according to the anti-collision signal and processing the state data to obtain anti-collision warning data so as to remind a rear vehicle of coming according to the anti-collision warning data;

the vehicle is provided with a health monitoring device which is used for monitoring the health data of the user as the feedback information;

the signal generation unit further comprises:

a second forcing signal generating module, configured to force generation of the anti-collision signal when the health data indicates that the user cannot give the anti-collision confirmation instruction;

the feedback information is an anti-collision confirmation instruction given by the user;

the signal generation unit includes:

2. The vehicle post-fault collision avoidance system of claim 1, wherein the signal generation unit further comprises:

3. The vehicle post-failure collision avoidance system of claim 1, wherein the data processing unit comprises:

and the output subunit is connected with the second processing subunit and is used for outputting the anti-collision warning area and the position coordinates of the boundary point as the anti-collision warning data.

4. The vehicle post-fault collision avoidance system of claim 3, wherein the status data comprises attitude data and map positioning data of the vehicle;

said first processing subunit comprises:

5. The vehicle post-failure collision avoidance system of claim 4, wherein the first calculation module comprises:

6. The vehicle post-fault collision avoidance system of claim 4, wherein the second calculation module comprises:

7. The vehicle post-fault collision avoidance system of claim 4, wherein the first processing subunit further comprises:

8. The vehicle post-failure collision avoidance system of claim 7, wherein the status data further comprises a plurality of historical vehicle speeds for the vehicle;

the first processing subunit further comprises:

9. The vehicle post-fault collision avoidance system of claim 8, wherein the fourth calculation module comprises:

10. The system according to claim 5, wherein the third computing submodule is further configured to identify a third vertex of the vertices that is furthest back from the vehicle traveling direction according to the real-time coordinates and the map positioning data;

the second processing subunit comprises:

11. The vehicle post-fault collision avoidance system of claim 10, wherein the fifth calculation module comprises:

the eighth calculation submodule is used for taking the third vertex as a starting point, sequentially taking the warning points from the map positioning data along the direction deviating from the driving direction of the vehicle, and accumulatively calculating the distance between two adjacent warning points as an accumulated distance;

12. The system of claim 3, wherein the vehicle is equipped with V2X communication technology, and the data processing unit employs the V2X communication technology to broadcast the anti-collision warning data to at least one roadside device and a rear vehicle within the rear warning distance range.

13. The system according to claim 3, wherein a mobile warning device is disposed on the vehicle, the mobile warning device is connected to the data processing unit, and the data processing unit further includes a control subunit configured to control the mobile warning device to move to a warning position indicated by the position coordinates of the boundary point.

14. The system according to claim 13, wherein a disguise device is further disposed on the vehicle, the disguise device is connected to the control subunit, and the control subunit controls the disguise device to start disguise to warn a following vehicle.

15. The system of claim 1, further comprising a rescue request unit, connected to the data processing unit, for sending a rescue request containing the collision avoidance warning data to the outside.

16. A domain controller comprising a vehicle post-failure collision avoidance system according to any of claims 1 to 15.

17. A vehicle comprising the vehicle post-failure collision avoidance system of claim 15.

18. A vehicle comprising a domain controller according to claim 16.

19. A collision prevention method after a vehicle fault is characterized by comprising the following steps:

step S1, acquiring fault information of the vehicle in an abnormal parking state in the driving process, and giving anti-collision reminding information when the fault information indicates that the vehicle cannot move;

step S3, acquiring state data of the vehicle according to the anti-collision signal, and processing the state data to obtain anti-collision warning data so as to remind a rear vehicle of coming according to the anti-collision warning data;

the step S2 further includes:

force generation of the collision avoidance signal when the health data indicates that the user fails to give the collision avoidance confirmation instruction;

the step S2 includes:

20. The method for collision avoidance after a vehicle fault according to claim 19, wherein said step S2 further includes:

21. The vehicle post-failure collision avoidance method according to claim 19, wherein said step S3 includes:

step S32, an anti-collision warning area is generated according to the occupied lane and the rear warning distance, and the position coordinates of the boundary point of the anti-collision warning area, which deviates from the driving direction of the vehicle, are obtained through processing;

22. The method of claim 21, wherein the status data comprises attitude data and map positioning data of the vehicle;

the step S31 includes:

23. The method for preventing collision after vehicle fault according to claim 22, wherein the step S312a comprises:

step A1, obtaining the coordinates of the central point of the vehicle model according to the map positioning data, and calculating to obtain the initial coordinates of each vertex of the vehicle model when the vehicle normally runs according to the coordinates of the central point;

24. The method for collision avoidance after a vehicle fault according to claim 22, wherein said step S313a includes:

25. The method as claimed in claim 22, wherein a second storage module is provided for storing at least one preset speed interval, and each speed interval corresponds to an alert coefficient;

the step S31 further includes:

26. The method of claim 25, wherein the status data further includes a plurality of historical vehicle speeds for the vehicle;

step S31 further includes:

27. The method of claim 26, wherein a storage sub-module is provided for storing a first weight and a second weight configured in advance;

the step S31 includes:

28. The method for preventing collision after vehicle failure according to claim 23, wherein in step a3, a third vertex, which is the farthest back from the vehicle driving direction, of the vertices is further identified according to each of the real-time coordinates and the map positioning data;

the step S32 includes:

29. The method for collision avoidance after a vehicle fault according to claim 28, wherein said step S32 includes:

step S322, calculating a difference between the accumulated distance obtained by taking the warning point each time and the rear warning distance, and processing the real-time coordinate according to the real-time coordinate of the third vertex to obtain a real-time coordinate of the warning point corresponding to a minimum value in the difference, which is used as the coordinate of the boundary point position.

30. The method according to claim 21, wherein the vehicle is equipped with a V2X communication technology, and the step S3 broadcasts the anti-collision warning data to at least one roadside device and a rear vehicle within the rear warning distance range by using the V2X communication technology.

31. The method for preventing collision after vehicle fault as claimed in claim 21, wherein a mobile warning device is installed on the vehicle, and the step S3 further includes controlling the mobile warning device to move to a warning position represented by the position coordinates of the boundary point.

32. The method for preventing collision after a vehicle fault according to claim 31, wherein a disguise device is further provided on the vehicle, and the step S3 further includes controlling the disguise device to start disguise to warn a following vehicle.

33. The method for preventing collision after vehicle fault according to claim 19, wherein after the step S3, the method further comprises sending a rescue request containing the collision-prevention warning data to the outside.