CN114834382B - Vehicle collision safety protection system and method - Google Patents
Vehicle collision safety protection system and method Download PDFInfo
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- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
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- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
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- B60—VEHICLES IN GENERAL
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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Abstract
The invention discloses a vehicle collision safety protection system and method, comprising a central processing module, a safety auxiliary module, an air bag control module, an auxiliary air bag module, a driving control module and a chassis control module. By utilizing the system and the method provided by the invention, the collision occurrence probability and the direction can be accurately judged; the method has the advantages that the recognition blind area in the process that the contact sensor acquires the collision parameters is avoided, and the accident occurrence that the passive safety system cannot work due to serious collision of the vehicle is reduced; the chassis control module can be used for adjusting the chassis of the vehicle when the collision happens, changing the collision posture of the vehicle body and reducing the capability of transmitting the collision to a driver; by fusing the main vehicle track and the moving obstacle track, the rapidity, the accuracy and the robustness of calculating the likelihood intersection point are improved; by estimating the intersection probability, the calculation amount about the moving obstacle is optimized; the coping measure of collision of different grades is thinned, and the acceleration comfort and safety are compatible.
Description
Technical Field
The invention belongs to the technical field of auxiliary driving, and particularly relates to a vehicle collision safety protection system and method.
Background
Along with the evolution of intelligent automobile technology, the equipment rate of intelligent products on automobiles is also continuously increased, and the convenience, reliability and safety of automobile driving are improved while the intelligent level of the automobiles is improved. The airbag module plays an important role in driving safety as a main passive safety system of a vehicle, detects and confirms a collision event by means of a high-precision acceleration sensor and a sensitive contact judgment element around the vehicle body, and ignites a corresponding loop according to the collision azimuth and energy level. However, because the arrangement of the sensors has a dead zone and is influenced by the structure of the vehicle body, the airbag restraint device cannot be ignited under the collision of certain special directions, and the danger is brought to the life safety of drivers and passengers. In addition, the airbag module belongs to a passive safety system, and can not pre-judge the collision trend and make emergency response, so that the loss of a vehicle owner caused by a collision event can not be avoided or reduced.
Disclosure of Invention
The assembly rate of the ADAS system on the whole vehicle is gradually increased, and a solid foundation is laid for the establishment of a fusion safety protection system by using a large amount of millimeter wave radar and high-definition cameras. Therefore, the invention designs a vehicle collision safety protection system and method based on the system, which not only enriches the functions and performances of the existing auxiliary driving system, but also improves the safety performance of the existing air bag control module and enhances the safety of the vehicle.
The vehicle collision safety protection method for realizing one of the purposes of the invention comprises the following steps:
s1, calculating a likelihood intersection point of a main vehicle and a target object according to a main vehicle running track function curve and a target object movement track function curve;
the method for acquiring the main vehicle running track function curve and the target object movement track function curve comprises the following steps:
according to the coordinates of the target object collected by the vehicle sensor, a motion track function curve of the target object under a relative coordinate system is formed through fitting calculation, and the motion track function curve of the target object is subjected to coordinate conversion to form a motion track function curve y under a vehicle body coordinate system t ；
Confirming the effectiveness of the motion trail of the target object collected in the steps according to the target object category information collected by the vehicle sensor, wherein the target object category information comprises, but is not limited to, a motor vehicle target, a pedestrian target, a two-wheel vehicle target and a large target animal, and the effectiveness is that the motion trail of the target object is judged to be effective by judging that the motion trail of the target object can threaten the running safety of the vehicle according to the motion trail of the target object; the prior art can judge the effectiveness, for example, the track type is pedestrian, the algorithm judges that the track is effective track, or the track type is bird, and the algorithm judges that the track is ineffective track.
According to the running information of the main vehicle and the vehicle body size parameters acquired in real time, a main vehicle running track function curve y under a vehicle body coordinate system is generated through fitting calculation h The driving information of the main vehicle includes, but is not limited to, vehicle speed, steering angle, yaw angle;
mirror-image the preset vehicle body area information to the running track of the host vehicle; and carrying out time domain signal synchronization on the main vehicle running track function curve and the target object movement track function curve to ensure that the fitted track line is obtained based on a relatively time error range, and avoiding that the coordinate accuracy obtained when the intersection area of the target track and the main vehicle track is calculated is too low to generate errors for the later calculated collision probability. The preset vehicle body area information is stored in a nonvolatile memory area (FLASH area), and the vehicle body area information includes, but is not limited to, 10 areas of front and rear fender, front fender, a column, B column area and C column, as shown in fig. 7, and the divided vehicle body areas are mirrored on the running track.
Further, the calculation method for calculating the likelihood intersection point of the main vehicle and the target object according to the main vehicle running track function curve and the target object movement track function curve comprises the following steps:
and respectively fitting a main vehicle running track function curve and a target object movement track function curve according to the coordinates of the main vehicle and the target object under a plurality of acquisition periods, obtaining a junction region formed by the main vehicle running track and the target object movement track junction through an interpolation approximation algorithm, and calculating a likelihood junction of the main vehicle track and the target object track through a convergence fitting algorithm.
S2, calculating the probability P that the main vehicle meets the target object at the likelihood intersection point according to the calculated likelihood intersection point;
and when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the main vehicle collides with the target object according to the relative azimuth angle delta alpha of the main vehicle and the target object.
The relative azimuth information Δα is calculated by a sensor, including but not limited to millimeter wave radar; the sensor obtains the azimuth angle delta alpha of the target object relative to the main vehicle according to the array antenna. The area where the vehicle collides can be calculated from the azimuth angle information Δα. In order to improve the computing capability, the sensor end performs coordinate processing on the measured azimuth angle, and the obtained relative azimuth angle delta alpha is the geometric center relative to the XY plane of the vehicle body.
S3, obtaining a collision energy level index according to a time difference TTC of arrival of the main vehicle and the target object at a likelihood intersection point, relative acceleration delta a of the main vehicle and the target object and a vehicle body collision area, wherein the collision energy level index is used for representing possibility of collision and hazard degree brought by collision;
the smaller the value of the collision energy level index is, the greater the possibility of collision and the risk of collision may be, or the greater the value is, the greater the possibility of collision and the risk of collision may be. It is assumed that a larger value of the collision energy level index represents a greater possibility of collision occurrence and a greater risk of collision; the greater the relative acceleration, the higher the collision energy level index when the TTCs are the same; when the addition pair speed is the same, the smaller the TTC is, the higher the collision energy level index is; the impact energy level indicators corresponding to different impact regions may be different. Such as: based on the C-NACAP crash test results, 25% of the front impact at 40KPH is more damaging to the driver than 50% of the rear impact; since the forward side collision at 40KPH is more harmful than 25% of the front collision, the impact energy level index for collision in different vehicle body regions is set differently depending on the magnitude of the generated damage in the same TTC and relative acceleration.
S4, giving different signal instructions to the host vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustment on the vehicle so that the state of the vehicle can maximally protect the safety of the vehicle and drivers.
Further, when the possibility of collision and the hazard shown by the collision energy level index are maximum, the airbag at the position of the collision region of the vehicle body is ignited.
The second purpose of the invention is achieved by a vehicle collision safety protection system, which comprises a central processing module, a safety auxiliary module, an air bag control module, a man-machine interaction module, a driving control module and a chassis control module;
the central processing module is used for judging the probability of collision and the collision area of the vehicle body according to the vehicle body motion trail and the power performance parameters acquired by the driving control module, and changing the vehicle mode when the collision is about to happen; the chassis control module can be used for adjusting the chassis of the vehicle to change the collision posture of the vehicle body when the collision happens;
the safety auxiliary module is used for acquiring the motion trail of obstacles around the vehicle;
the air bag control module is used for detonating air bag restraint devices from different directions according to the collision energy level index and the car body collision area obtained from the central processing module;
the air bag control module can pertinently detonate air bag restraint devices from different directions according to the acquired information of the collision directions, and effectively covers collision detection judgment dead zones generated by limited arrangement positions of the sensors; the vehicle airbag restraining device ignition time sequence is optimized, driving safety accidents caused by large collision energy level and non-ignition of the airbag restraining device are effectively avoided, and the safety protection level of the airbag control module is greatly improved.
The man-machine interaction module is used for transmitting the obstacle information obtained from the central processing module to the central control screen unit and the combination instrument unit in real time to warn a driver of possible collision danger;
the driving control module is used for planning and controlling the vehicle posture according to the collision energy level index and the collision area of the vehicle body so as to avoid and/or cope with collision actions, so that the damage of collision to drivers and passengers is reduced as much as possible;
the chassis control module is used for starting a chassis adjustment program according to the collision energy level index obtained from the central processing module, the collision area of the vehicle body and the vehicle body posture information obtained from the driving control module so as to optimize the gravity center posture of the vehicle body during collision.
The chassis adjusting program belongs to a proprietary control decision in the field of chassis adjustment, and external appearance comprises the dynamic adjustment of the heights of 4 suspensions, so that the timely adjustment of the posture of a vehicle body is realized, and the damage caused by collision to the vehicle is reduced to the greatest extent. For example, if collision occurs on the right side, the height of the right side suspension is reduced, and the secondary damage to personnel caused by vehicle rollover is avoided.
Further, the auxiliary air bag module is used for performing ignition work, the occurrence of dangerous safety events of a driver caused by the fact that the air bag restraint device under a special working condition does not work is avoided, and the detonation performance of the air bag control module is improved.
Further, the safety auxiliary module comprises an image unit and a radar unit which are uniformly distributed and connected around the vehicle body;
the image unit is used for identifying information which affects driving safety barriers around the main vehicle body and transmitting the acquired information to the central processing module; the information affecting driving safety barrier includes, but is not limited to, motor vehicles, bicycles, pedestrians, livestock, guardrails, trees, falling rocks, roadblocks, and isolation belts;
the image unit can improve the accuracy and the effectiveness of the central processing module on influencing the recognition of the driving safety barrier.
The radar unit is used for acquiring information between the driving safety barrier around the main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information of the driving safety barrier; the information affecting the driving safety barrier and the host vehicle includes relative acceleration, speed, azimuth and distance.
Further, the image unit comprises a looking-around camera, the radar unit comprises a millimeter wave radar, and the central processing module fuses and calculates the moving obstacle information around the vehicle body by the image unit and the radar unit to obtain effective moving obstacle tracks around the vehicle body, likelihood points of collision, relative acceleration, TTC and azimuth information of a host vehicle and the moving obstacle. The effective moving obstacle track is judged according to the moving track of the moving obstacle, and the moving safety of the vehicle is threatened.
The scheme combines the radar and the looking-around camera to judge the moving obstacle around the vehicle body, so that the obtained information of the surrounding environment of the vehicle is more accurate, and the motion parameters of the obstacle around the vehicle are more accurate
Further, the central processing module further comprises a fault detection module, wherein the fault detection module is used for transmitting the fault generated by the safety auxiliary module to a driver and passengers through the man-machine module, and meanwhile, the fault detection module is also used for storing fault information.
The beneficial effects are that:
(1) According to the invention, the safety auxiliary module is arranged, the night high-definition VP camera is adopted to effectively identify the state information of the surrounding environment of the vehicle, and the millimeter wave radar is used for calculating the information such as the relative acceleration, the speed, the azimuth angle, the distance and the like of the obstacle near the vehicle body, so that the information of the surrounding environment of the vehicle is more accurate, the motion parameters of the obstacle near the vehicle are more accurate, the vehicle can be effectively prevented from being scratched in the using process, the collision energy level can be predicted, the collision mechanism of the vehicle can be executed earlier, and the airbag detonation logic is optimized to improve the safety performance of the vehicle;
(2) By setting the detonation logic of the air bag module, the judgment information of the central processing module on the vehicle environment is blended on the basis of meeting the traditional ignition logic, so that the recognition blind area in the process of acquiring the collision parameters by the contact sensor can be avoided, and the accident occurrence that the passive safety system cannot function due to serious collision of the vehicle is reduced;
(3) The central processing module is arranged to collect parameters of the motion trail and the power performance of the vehicle body from the aspect of the driving control module, so that the collision probability and the direction can be accurately judged, the vehicle mode is changed when the collision is about to happen, the collision avoidance operation of a driver is more aggressively responded, the chassis of the vehicle can be adjusted through the chassis control module when the collision happens, the collision gesture of the vehicle body is changed, the capability of transmitting the collision to the driver is reduced, and the collision damage is reduced;
(4) Through setting up central processing module with respect to man-machine interaction module's demand, can be when collision risk produces, the consciousness that the driver initiatively avoids the collision through the earlier awakening of "sound + vision + feeling" mode to reduce collision risk level, when unavoidable collision takes place, also can trigger the emergent consciousness of avoiding of driver's personnel in advance, reduce the influence that the collision produced personnel's personal safety.
(5) The central processing module synthesizes and processes the main vehicle track and the target object track, so that the rapidity, the accuracy and the robustness of calculating the likelihood intersection point are improved; the calculation amount of the target object is optimized through estimating the intersection probability, and the calculation force of the central processing module is released; through the division of the collision area and the determination of the collision energy level index, the coping measure of different collision forms is thinned, the acceleration comfort and the safety are effectively compatible, and the intelligent driving experience is improved.
Drawings
FIG. 1 is a schematic diagram of an overall schematic framework of an embodiment of the present invention;
FIG. 2 is a schematic diagram of a schematic frame of a man-machine interaction module according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a security assistance module according to an embodiment of the present invention;
FIG. 4 is a schematic view of a cabin sensory unit frame in accordance with an embodiment of the present invention;
FIG. 5 is a schematic representation of the calculation of the intersection longitudinal length in the method of the present invention;
FIG. 6 is a schematic view of the body area division according to the present invention;
FIG. 7 is a schematic diagram of a host vehicle and target motion trajectory intersection;
fig. 8 is a schematic diagram of processing a set of points in a region where a host vehicle intersects with a target object motion trajectory.
Detailed Description
The following detailed description is presented to explain the claimed invention and to enable those skilled in the art to understand the claimed invention. The scope of the invention is not limited to the following specific embodiments. It is also within the scope of the invention to include the claims of the present invention as made by those skilled in the art, rather than the following detailed description.
An embodiment of the method of the present invention is described below in conjunction with fig. 5-8. The method comprises the following steps:
s1, calculating a likelihood intersection point of a main vehicle and a target object according to a main vehicle running track function curve and a target object movement track function curve;
s101, acquiring a main vehicle running track function curve and a target object movement track function curve; the method comprises the following steps:
forming a motion track function curve of the target object under a relative coordinate system according to the coordinates of the target object acquired by the vehicle sensor, and converting the motion track function curve of the target object into a motion track function curve y under a vehicle body coordinate system t The method comprises the steps of carrying out a first treatment on the surface of the The motion trail function curve y of the target object t The method can be obtained by fitting the acquired data points by a least square method to form a third-order track equation:
y t ＝k 0 +k 1 x+k 2 x 2 +k 3 x 3
confirming the effectiveness of the motion trail of the target object collected in the steps according to the target object category information collected by the vehicle sensor, wherein the target object category information comprises, but is not limited to, a motor vehicle target, a pedestrian target, a two-wheel vehicle target and a large target animal, and the effectiveness is that the motion trail of the target object is judged to be effective by judging that the motion trail of the target object can threaten the running safety of the vehicle according to the motion trail of the target object; validation of validity may be achieved using prior art techniques.
Generating a main vehicle driving track function curve y under a vehicle body coordinate system according to driving information and vehicle body size parameters of the main vehicle acquired in real time h The driving information of the main vehicle includes, but is not limited to, vehicle speed, steering angle, yaw angle; the main vehicle driving track function curve y h The method can be obtained by fitting the acquired data points by a least square method to form a third-order track equation:
y h ＝m 0 +m 1 x+m 2 x 2 +m 3 x 3
mirror-image the preset vehicle body area information to the running track of the host vehicle; and carrying out time domain signal synchronization on the main vehicle running track function curve and the target object movement track function curve to ensure that the fitted track line is obtained based on a relatively time error range, and avoiding that the coordinate accuracy obtained when the intersection area of the target track and the main vehicle track is calculated is too low to generate errors for the later calculated collision probability. The preset vehicle body area information is stored in a nonvolatile storage area (FLASH area), and the vehicle body area information includes, but is not limited to, 10 areas of front and rear fender, front fender, a column, B column area and C column, as shown in fig. 5, and the divided vehicle body areas are mirrored on the running track.
S102, calculating a likelihood intersection point of the main vehicle and the target object according to the main vehicle running track function curve and the target object movement track function curve; the calculation method comprises the following steps:
combined target motion trail curve y t And a main vehicle driving track curve y h Equation calculation to find coordinate information (x) j ,y j ) As shown in fig. 7, the calculation method includes, but is not limited to, solving for an approximate solution by using an interpolation approximation method:
as shown in fig. 8, which is a schematic diagram illustrating the processing of the curve intersection region point set, by setting the convergence condition of the curve intersection point set, the intersection points calculated in 3S of the curve are fitted into one intersection point under the convergence condition, and the convergence condition set in this embodiment is a convergence circle with a diameter equal to 0.1m, and the diameter can be adjusted according to the actual effect.
S2, calculating the probability P that the host vehicle meets the target object at the likelihood intersection point according to the calculated likelihood intersection point, wherein the calculation method of the probability P comprises the following steps:
P＝T r /ΔT
wherein: t (T) r The calculation method for the time that the host vehicle passes over the own vehicle length at the current speed comprises the following steps:
L h the length dimension of the main car body;
V h : the running speed of the host vehicle;
Δt: time T of target object and host vehicle to likelihood intersection t 、T h The calculation method of the difference value of (2) comprises the following steps:
ΔT＝|T h -T t |
(x j ，y j ): coordinate information of the likelihood intersection points;
(x t ，y t ): coordinate information of the target;
(x h ，y h ): coordinate information of the host vehicle;
V h 、V t : the running speeds of the main vehicle and the target vehicle are respectively set in sequence;
T h 、T t : sequentially respectively taking time required by a host vehicle and a target vehicle when the host vehicle and the target vehicle travel to a likelihood intersection according to the current speed;
when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the main vehicle collides with the target object according to the relative azimuth angle delta alpha of the main vehicle and the target object; the method comprises the following steps:
as shown in fig. 6, a main vehicle width B is set; setting the collision junction as (x) j ，y j ) The relative azimuth angle before intersection is delta alpha; the calculation method of the intersection longitudinal length Lz is as follows:
the length of the intersection longitudinal direction is the length of the intersection region along the longitudinal direction (Y axis) of the vehicle body; the front, back, left and right of the collision at the geometric center of the XY plane of the vehicle can be obtained through the relative azimuth angle delta alpha, the intersection longitudinal length can be calculated through 1/2 x Btan delta alpha, and the corresponding vehicle body area, namely the vehicle body collision area, when the collision occurs is calculated according to the intersection longitudinal length; the body region is defined according to a body structure.
S3, obtaining a collision energy level index according to a time difference TTC of arrival of the main vehicle and the target object at a likelihood intersection point, relative acceleration delta a of the main vehicle and the target object and a vehicle body collision area, wherein the collision energy level index is used for representing possibility of collision and hazard degree brought by collision;
further, the calculating of the collision energy level index includes:
different collision capacity indexes are obtained according to the TTC value, the relative acceleration delta a and the collision area;
TABLE 1 matrix examples of collision energy level indicators for intersection regions occurring in the forward region
The following table 1 shows a collision energy level index matrix table in which the collision energy level index is divided into 5 levels in the following table, and the collision energy level index is expressed in order from small to large: the collision is possible, the collision energy level is light, the collision energy level is neutral and the collision energy level is 5 levels larger; in the table, Δa >0 belongs to acceleration collision, and no braking trend exists; Δa < -0.5 belongs to large deceleration collision, and the braking trend is obvious; -0.5< Δa <0 pertains to a deceleration collision, with less tendency to braking; the present embodiment is merely an example, and can be adjusted according to the collision area of the vehicle body;
s4, giving different signal instructions to the host vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustment on the vehicle so that the state of the vehicle can maximally protect the safety of the vehicle and drivers.
The central controller sends a collision energy level signal to the whole vehicle CAN network according to the calculated collision energy level index, and each module sends a signal instruction under the corresponding collision energy level after receiving the collision energy level, wherein the signal instruction is used for carrying out different adjustment on the vehicle so as to ensure that the state of the vehicle CAN maximally protect the safety of the vehicle and drivers; the modules comprise, but are not limited to, a safety auxiliary module, an air bag control module, a man-machine interaction module, a service brake module, a service control module and a chassis control module; the adjustment includes, but is not limited to, chassis adjustment, restraint operation including pretensioning of the seat belt, service braking, airbag spotting.
TABLE 2 example matrix for vehicle response at different crash energy levels
As shown in table 2, the example matrix of the response of the whole vehicle at different collision energy levels is shown, in this example, the higher the collision energy level index is, the greater the possibility of collision and the risk of collision are, and the greater the hazard to the driver and passengers is.
The chassis adjustment includes active adjustment of the suspension height of the vehicle and switching of the power take off mode of the vehicle. The output of the corresponding suspension height control signals is used for the combined adjustment of the 4 active suspensions of the vehicle; for example, when a left side collides, the left front and rear suspensions are lowered, and the right front and rear suspensions are raised, so that rollover in the process of collision testing is avoided; the output of the corresponding vehicle power mode signal is used for a rapid switching of the vehicle power output mode.
The restraining means comprises a tensioning action of the pretensioning belt and an actuation action of the associated safety device.
The airbag ignition comprises an airbag in a general sense, and an airbag ignition, and also comprises an airbag limiter and an explosion of an airbag cover.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic of each process, and should not limit the implementation process of the embodiment of the present application in any way.
One embodiment of the system of the present invention is described below in conjunction with fig. 1-4.
The system comprises a central processing module, a safety auxiliary module, an air bag control module and a driving control module;
the central processing module is used for calculating the probability of collision and a vehicle body collision area according to the running track of the main vehicle and the target object and the dynamic performance parameters, wherein the dynamic performance parameters comprise the time difference TTC of the main vehicle and the target object reaching a likelihood junction, the relative acceleration of the main vehicle and the target object and the relative azimuth angle of the main vehicle and the target object;
the central processing module can be positioned in a vehicle driving domain controller or a parking integrated domain controller; the central processing module performs fusion operation on the information of the image unit and the radar unit to obtain effective moving obstacle tracks around the vehicle body, collision occurrence likelihood points, relative acceleration of the main vehicle and the moving obstacle, time difference TTC and azimuth angle information of the main vehicle and a target object reaching the likelihood intersection point, and then the information is transmitted to the air bag control module; the central processing module is also used for judging the motion track and collision risk level of a moving target around the vehicle, assisting the air bag module to perform ignition work, improving the detonation performance of the air bag control module and avoiding the occurrence of safety incidents of a driver endangered due to the fact that the air bag restraint device under the special working condition does not work; the system is also used for transmitting the external collision risk level information of the vehicle to the central control screen unit, the combination instrument unit and the cabin sensing unit to warn the driver, so that the dangerous handling reaction time of the driver is shortened, and the safety protection performance of the vehicle is improved; the method is also used for judging the possibility of collision between the moving obstacle nearby the vehicle and the vehicle, the possible azimuth of unavoidable collision and the energy level generated by collision by acquiring the information of the vehicle speed, the vehicle mode, the steering wheel, the accelerator and the like in the driving control module and combining the motion parameters of the obstacle around the vehicle obtained in the safety auxiliary module; and meanwhile, the control command of the central control module can be executed to modify the power output parameters so as to help the vehicle to break away from danger as much as possible.
The safety auxiliary module is used for acquiring the motion trail parameters of obstacles around the vehicle;
as shown in fig. 3, the safety auxiliary module comprises an image unit and a radar unit which are uniformly distributed and connected around the vehicle body;
the image unit is used for identifying category information of the moving barriers around the main vehicle body and transmitting the acquired information to the central processing module;
the radar unit is used for acquiring information between the moving barriers around the main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information of the moving barriers; the information between the moving obstacle and the host vehicle includes relative acceleration, speed, azimuth, and distance.
The image unit may be a night high definition VP camera, but is not limited thereto; the radar unit may be a millimeter wave radar, but is not limited thereto.
The night high-definition VP camera is adopted to effectively identify the state information of the surrounding environment of the vehicle, and the relative acceleration, speed, azimuth angle, distance and other information of the millimeter wave radar to the obstacle near the vehicle body are fused, so that the information of the surrounding environment of the vehicle is more accurate, the motion parameters of the obstacle near the vehicle are more accurate, the vehicle can be effectively prevented from being scratched in the using process, the collision energy level can be predicted, the collision mechanism of the vehicle can be executed earlier, and the airbag detonation logic is optimized to improve the safety performance of the vehicle;
the air bag control module is used for detonating air bag restraint devices from different directions according to the collision energy level index and the car body collision area obtained from the central processing module; the device comprises an air bag control ECU, an air bag, an air curtain, a pretensioner and a hood protection device.
The driving control module is used for controlling the vehicle posture according to the collision energy level index and the vehicle body collision area plan so as to avoid and/or cope with collision actions, and the damage of collision to drivers and passengers is reduced as much as possible. The driving control module may be located in an engine control unit of the vehicle;
in another embodiment, the system further comprises an auxiliary air bag module for performing ignition operation, so that the occurrence of a driver safety accident endangered caused by the fact that the air bag restraint device under a special working condition is not operated is avoided, and the detonation performance of the air bag control module is improved. The auxiliary airbag module is located in an airbag control unit of the vehicle.
In another embodiment, the vehicle body control system further comprises a chassis control module, wherein the chassis control module is used for starting a chassis adjustment program according to the collision energy level index, the vehicle body collision area and the vehicle body posture information obtained from the driving control module so as to optimize the gravity center posture of the vehicle body during collision, reduce the influence on the vehicle body in the collision process of moving obstacles, reduce the possibility of occurrence of vehicle body rolling and weaken the energy transferred to drivers and passengers. The chassis control module may be located in a suspension control unit of the vehicle.
In another embodiment, the system further comprises a man-machine interaction module, as shown in fig. 4, wherein the man-machine interaction module comprises a central control screen unit, a combination instrument unit and a cabin sensing unit, and the cabin sensing unit comprises an active safety belt, a sensing steering wheel, a sensing seat and an sensing atmosphere lamp.
The man-machine interaction module can transmit the moving obstacle information in the central processing module to the central control screen unit and the combination instrument unit in real time, is used for warning the possible collision danger of a driver in an image and sound mode, and meanwhile, the cabin sensing unit can transmit the collision risk information to the driver through an advanced sensing medium such as an active safety belt, a sensing steering wheel, a sensing seat and a sensing atmosphere lamp in a sensing mode, so that the driver is awakened to actively avoid collision consciousness earlier, the response time of the driver to collision crisis processing is shortened, and the collision risk and the safety threat brought to the passengers by collision are reduced.
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (9)
1. A vehicle crash safety method, comprising the steps of:
s1, calculating a likelihood intersection point of a main vehicle and a target object according to a main vehicle running track function curve and a target object movement track function curve;
s2, calculating the probability P that the main vehicle meets the target object at the likelihood intersection point according to the calculated likelihood intersection point; when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the main vehicle collides with the target object according to the relative azimuth angle delta alpha of the main vehicle and the target object;
s3, obtaining a collision energy level index according to a time difference TTC of arrival of the main vehicle and the target object at a likelihood intersection point, relative acceleration delta a of the main vehicle and the target object and a vehicle body collision area, wherein the collision energy level index is used for representing possibility of collision and hazard degree brought by collision;
s4, giving different signal instructions to the host vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustment on the vehicle so that the state of the vehicle can maximally protect the safety of the vehicle and drivers;
in the step S2, the calculation method for obtaining the corresponding vehicle body area when the collision occurs according to the relative azimuth angle Δα of the host vehicle and the target object includes:
wherein B represents the width of the main vehicle; lz represents the length of the intersection region of the host vehicle and the target object in the longitudinal direction of the vehicle body, i.e., the vehicle running direction;
and obtaining a corresponding vehicle body area when collision occurs according to the length of the intersection area of the main vehicle and the target object along the longitudinal direction of the vehicle body and the relative azimuth angle delta alpha of the main vehicle and the target object.
2. The method for protecting collision safety of a vehicle according to claim 1, wherein the method for calculating the likelihood intersection of the host vehicle and the target object in step S1 comprises: and respectively fitting a main vehicle running track function curve and a target object movement track function curve according to the coordinates of the main vehicle and the target object under a plurality of acquisition periods, obtaining a junction region formed by the main vehicle running track and the target object movement track junction through an interpolation approximation algorithm, and calculating a likelihood junction of the main vehicle track and the target object track through a convergence fitting algorithm.
3. The method for protecting collision safety of vehicles according to claim 1, wherein in the step S2, the method for calculating the probability P that the host vehicle and the target meet at the likelihood intersection comprises:
P＝T r /ΔT
wherein:
T r the time for the host vehicle to cross the length of the host vehicle at the current speed;
Δt: the difference between the shortest time for the target object and the host vehicle to reach the likelihood intersection.
4. The vehicle collision safety protection method according to claim 1, wherein in the step S4, when the possibility of collision and the hazard indicated by the collision energy level index are maximum, the airbag at the position of the collision area of the vehicle body is exploded.
5. The vehicle collision safety protection system based on the method of claim 1, comprising a central processing module, a safety auxiliary module, an air bag control module and a driving control module;
the central processing module is used for calculating the probability of collision and a vehicle body collision area according to the running track of the main vehicle and the target object and the dynamic performance parameters, wherein the dynamic performance parameters comprise the time difference TTC of the main vehicle and the target object reaching a likelihood junction, the relative acceleration of the main vehicle and the target object and the relative azimuth angle of the main vehicle and the target object;
the safety auxiliary module is used for acquiring the motion trail parameters of obstacles around the vehicle;
the air bag control module is used for detonating air bag restraint devices from different directions according to the collision energy level index and the car body collision area obtained from the central processing module;
the driving control module is used for controlling the vehicle posture according to the collision energy level index and the vehicle body collision area plan so as to avoid and/or cope with collision actions.
6. The vehicle crash safety system as recited in claim 5 further comprising an auxiliary airbag module for performing an airbag firing operation to avoid driver safety endangerment due to an airbag restraint device not operating under specific conditions, and to enhance the firing performance of the airbag control module.
7. The vehicle crash safety system as set forth in claim 5, further comprising a chassis control module for initiating a chassis adjustment routine based on the crash level index obtained from the central processing module, the vehicle body crash area, and the vehicle body attitude information obtained from the drive control module to optimize the center of gravity attitude of the vehicle body at the time of the crash.
8. The vehicle crash safety system as set forth in claim 5, wherein said safety assistance module comprises an imaging unit and a radar unit, all distributed around the vehicle body;
the image unit is used for identifying category information of driving safety barriers around the main vehicle body and transmitting the acquired information to the central processing module;
the radar unit is used for acquiring information between the driving safety barrier around the main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information of the driving safety barrier; the information affecting the driving safety barrier and the host vehicle includes relative acceleration, speed, azimuth and distance.
9. The vehicle collision safety protection system according to claim 8, wherein the image unit comprises a look-around camera, the radar unit comprises a millimeter wave radar, and the central processing module performs fusion calculation on driving safety obstacle information around the vehicle body by the image unit and the radar unit to obtain effective obstacle tracks around the vehicle body, collision occurrence likelihood points, relative acceleration of a host vehicle and an obstacle, time difference TTC between arrival of the host vehicle and a target object at the likelihood intersection points and azimuth angle information.
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