WO2018054268A1

WO2018054268A1 - Vehicle curve driving assisting method and system

Info

Publication number: WO2018054268A1
Application number: PCT/CN2017/102004
Authority: WO
Inventors: 齐磊
Original assignee: 蔚来汽车有限公司
Priority date: 2016-09-26
Filing date: 2017-09-18
Publication date: 2018-03-29
Also published as: CN106976448A

Abstract

A vehicle curve driving assisting method and system. The method comprises: when a vehicle runs, obtaining curve data of a curve where the vehicle is about to pass from an electronic map, the curve data at least comprising position data and the curvature of the curve; determining, on the basis of the obtained curve data and a standard safe vehicle speed preloaded on the vehicle, a standard turn-in vehicle speed V_x of the vehicle passing through the curve; correcting the obtained standard turn-in vehicle speed V_x to determine a safe turn-in vehicle speed V_j; obtaining a real-time vehicle speed of the vehicle; determining a latest brake point P₁ on the basis of the real-time vehicle speed of the vehicle and the curve data; and sending an alarm signal according to a distance S between the vehicle real-time position P₀ and the latest brake point P₁.

Description

Vehicle curve driving assistance method and system

Technical field

This invention relates to vehicle technology and, more particularly, to techniques related to vehicle cornering.

Background technique

In recent years, with the increase in the number of cars, the traffic volume has gradually increased, and the traffic accidents and road congestion caused by this have become more and more serious. The problem of improving the safety of automobiles has been widely concerned by the public. This is also the problem that intelligent transportation intends to solve in recent years.

As part of intelligent transportation, advanced driver assistance ADAS functions have evolved considerably and provide significant assistance during vehicle driving. However, the current functions related to intelligent transportation have shortcomings in the cornering of vehicles. For the time being, car accidents at corners still occur from time to time.

Therefore, improving the driving safety of vehicles at corners is a consideration and research direction.

Summary of the invention

In view of this, the present invention provides a vehicle curve driving assistance method, comprising: step a: obtaining, from an electronic map, curve data of a curve through which a vehicle is to pass when the vehicle is traveling, the curve data including at least a bend Position data and curvature of the track; step b: determining the reference in-vehicle speed of the vehicle through the curve based on the obtained curve data and based on the reference safety vehicle speed of the preloaded vehicle; Step c: correcting the obtained reference curve The vehicle speed determines the safe cornering speed; step d: obtains the real-time vehicle speed of the vehicle; step f: determines the latest braking point based on the real-time vehicle speed and curve data of the vehicle; step g: according to the real-time position of the vehicle and the latest braking point The distance between them is used to signal a warning.

According to the vehicle curve driving assistance method of the present invention, optionally, the step g further includes: issuing a warning signal having different warning degrees according to a change in the distance between the real-time position of the vehicle and the latest braking point.

According to the vehicle curve driving assistance method of the present invention, optionally, the correction parameter includes one or more of weather-related parameters, field-related parameters, temperature-related parameters, and road-related parameters. One.

According to the vehicle cornering driving assistance method of the present invention, optionally, the weather-related parameters are obtained from the rain sensor, the parameters related to the field of view are obtained from the illumination sensor, and the temperature-related parameters are obtained from the room. The external temperature sensor obtains that the parameters related to the road surface are obtained from the front and rear wheel speed sensors.

The vehicle curve travel assist method according to the present invention, optionally, further includes generating a brake signal to cause the vehicle brake system to brake when the vehicle reaches the latest braking point and the vehicle has not braked.

According to still another aspect of the present invention, a vehicle curve driving assistance system is further provided, which is electrically connected to an electronic map used when the vehicle is navigating, the system comprising: a map data acquiring unit for driving the vehicle, Obtaining curve data of a curve to be passed by the vehicle from the electronic map, the curve data including at least position data and curvature of the curve; a vehicle speed determining unit for estimating the curve data and preloading the vehicle The reference safety vehicle speed determines the reference in-vehicle speed of the vehicle through the curve; the vehicle speed correction unit is configured to determine a safe cornering vehicle speed based on the corrected baseline in-vehicle speed; and a real-time vehicle speed acquisition unit for obtaining the vehicle Real-time vehicle speed; the latest braking point determining unit for determining the latest braking point based on the real-time vehicle speed and curve data of the vehicle; the warning unit for using the vehicle between the real-time position and the latest braking point The distance generates and sends a warning signal.

The vehicle curve driving assistance system, optionally, the warning unit is further configured to issue warning signals having different warning degrees according to changes in the distance between the real-time position of the vehicle and the latest braking point.

The vehicle curve driving assistance system, optionally, the correction parameter includes one or more of a weather-related parameter, a field-related parameter, a temperature-related parameter, and a road-related parameter, The vehicle speed correction unit obtains weather-related parameters from the rain sensor, obtains field-related parameters from the illumination sensor, obtains temperature-related parameters from the outdoor temperature sensor, and obtains road-related parameters from the front and rear wheel speed sensors.

The vehicle curve driving assistance system, optionally, further comprising: a brake signal generating unit, configured to generate a braking signal to promote the vehicle system when the vehicle reaches the latest braking point and the vehicle has not braked yet The system is braked.

DRAWINGS

1 is a flow chart showing a method of assisting a vehicle curve driving according to an example of the present invention.

Figure 2 illustrates the relative relationship of the actual position of the vehicle, the latest braking point, and the in-bending position (i.e., the vehicle entering the corner position).

3 is a schematic structural view of a vehicle curve travel assisting system according to an example of the present invention.

Detailed ways

BRIEF DESCRIPTION OF THE DRAWINGS Exemplary embodiments of the present invention will now be described with reference to the drawings, wherein like reference numerals refer to the like. The examples described below are intended to provide a thorough understanding of the present invention, which is intended to be illustrative and not limiting. The illustrations of the various components, components, modules, devices, and device bodies are not drawn to scale and are merely illustrative of the relative relationship between the components, components, modules, devices, and device bodies.

1 is a flow chart showing a method of assisting a vehicle curve driving according to an example of the present invention. The vehicle curve driving assistance method according to an example of the present invention may be performed while the vehicle is running. The vehicle can perform the vehicle curve driving assistance method according to an example of the present invention with the own navigation system turned on. Alternatively, the vehicle may also perform a vehicle curve travel assistance method according to an example of the present invention using an external navigation system, in which case the external navigation system may be in communication with the vehicle's electronic system. The external navigation system is, for example, a navigation system of a smartphone, and the electronic system of the vehicle mentioned herein.

At step 10, the curve data of the curve through which the vehicle is to pass is obtained from the electronic map, and the curve data includes the curved position and the curvature of the curve. For example, the road speed limit data may also be acquired to determine the safe cornering speed. In the case where it is greater than the speed limit (described below), the safe cornering speed is adjusted to the speed limit.

At step 12, based on the curve data obtained in step 10 and the reference safety speedometer preloaded into the vehicle electronic system, the reference safe vehicle speed through the curve is determined, that is, the reference bend through the curve is determined. Speed. It can be understood that the curves are not all the same, and different curves have different curvatures. Therefore, the correspondence between the curves having different curvatures and the reference safety vehicle speed is given in the reference safety speedometer loaded into the vehicle electronic system. Table 1 below is an example. In Table 1, the curvature is characterized as the radius of the curve.

In this paper, the benchmark safety speed is determined by the actual vehicle field test, which will vary depending on the model. In addition, the reference safety speed is also related to the tires of the model, that is, in the case of the same model, if the tire of the vehicle Different, the benchmark safe speed may vary.

Table 1 shows the reference safety speeds for corner radii, SUV models and cars corresponding to different corner radii. Among them, if the third column in Table 1 is removed, it is the reference safety speedometer for the SUV model. If the second column in Table 1 is removed, it is the reference safety speedometer for the car model.

Table 1

At step 14, the reference safe vehicle speed obtained at step 12 is corrected with the correction parameters to obtain a safe cornering vehicle speed. The correction parameters include, for example, weather-related parameters, field-related parameters, temperature-related parameters, and road-related parameters. Among them, the weather-related parameters are obtained from the rain sensor, the parameters related to the field of view are obtained from the illumination sensor, the temperature-related parameters are obtained by the outdoor temperature sensor, and the parameters related to the road surface are obtained from the front and rear wheel speed sensors. More specifically, the reference in-vehicle speed V _x can be corrected by the equation (1) to obtain a safe cornering vehicle speed V _j . It should be noted that if the corrected safe cornering speed is greater than the road speed limit here (if the speed is limited here), the safe cornering speed is adjusted to be consistent with the speed limit.

V _j =e×V _x -(S×4.6+t×7.54+r×3.86) (1)

Where e is a weather-related parameter. e has different values according to the rain sensor signal, for example, 0.8, 0.85, 0.9, and 1. Among these four values, 1 is the coefficient when there is no rain, and the other three values. It is the value when it rains. The larger the rain is, the smaller the value of e is. The s indicates the parameter related to the field of view. If the sensing signal of the illumination sensor represents daytime, s is 0, otherwise it is 1; t indicates temperature-related Parameters when the temperature is below 0 When it is c, t is 1, otherwise it is 0; r is the parameter related to the road surface. When the speed of the wheel speed sensed by the current rear wheel speed sensor has a speed difference, r is 1, otherwise it is 0.

At step 16, the real-time vehicle speed of the vehicle is obtained. The real-time vehicle speed of the vehicle may be calculated based on the sensed data of the vehicle wheel speed sensor and/or the sensed data of the acceleration sensor. In some instances, the real-time speed of the vehicle is also available from the vehicle's ESP system.

At step 18, the latest braking point is calculated based on the real-time vehicle speed of the vehicle and the data related to the curve. The latest braking point here refers to the latest point at which the braking is performed when the vehicle passes the curve according to the route of travel. Calculate the distance to the curve from the electronic map data, the curvature of the curve, and/or the slope, etc., at the latest braking point.

Figure 2 illustrates the relative relationship of the actual position of the vehicle, the latest braking point, and the in-bending position (i.e., the vehicle entering the corner position). As shown, the position P ₀ (x ₀ , y ₀ ) is the current position of the vehicle, the position P ₁ (x ₁ , y ₁ ) is the latest braking point position, and the position P ₂ (x ₂ , y ₂ ) is the input. Bend position. According to the present invention, at the latest vehicle position P ₁ for an embodiment of a brake. Obtain the actual in-bending position P ₂ (x ₂ , y ₂ ) from the electronic map, and determine the latest braking point position P ₁ based on the vehicle safety in-vehicle speed, the real-time speed of the vehicle, and the braking deceleration a of the vehicle. (x ₁ , y ₁ ). Among them, the brake deceleration a is also determined in the actual vehicle field test. This brake deceleration a provides a reasonable and comfortable braking strength. As an example, the brake deceleration a has a medium braking intensity. In the illustration of Fig. 2, the distance between the latest braking point position P ₁ (x ₁ , y ₁ ) and the actual bending position P ₂ (x ₂ , y ₂ ) is D. Herein, all positional parameters are represented by their coordinate values, for example, position P _{0 is} represented by P ₀ (x ₀ , y ₀ ), where x ₀ and y ₀ are P ₀ coordinate values.

At step 20, the distance S between the current position P ₀ and the latest braking point position P ₁ is determined, and the distance S is compared with a preset warning distance S _th . During the running of the vehicle, the real-time position of the vehicle, that is, the current position P ₀ (x ₀ , y ₀ ) of the vehicle is obtained, thereby calculating the current position P ₀ (x ₀ , y ₀ ) and the latest braking point position P ₁ ( The distance S between x ₁ , y ₁ ). The warning distance S _th is preset to the vehicle electronic system.

At step 22, corresponding processing is performed in accordance with the comparison result in step 20. Illustratively, when the distance S is equal to and smaller than S _th , at least an alert signal is generated to mention the action of alerting the driver, for example, by displaying a warning signal by setting the head up display function HDU of the vehicle, or alerting the driver by means of buzzing or the like.

According to a different example, after the distance S is equal to and less than _Sth , a grading alert can be performed. In some examples, after the distance S is less than _Sth , the alertness of the warning signal is enhanced as S is further reduced. For example, when the distance S of the current position of the vehicle from the latest braking point is S1, S2, S3, and S4 (where S1>S2>S3>S3), the warning degrees provided are A1, A2, A3, and The relationship of A4 is A1 < A2 < A3 < A4. Here, if the manner of the warning signal is the same, the warning degree may be the strength of the warning signal, for example, the buzzer signal, and the buzzer becomes more as the distance between the current position of the vehicle and the latest braking point becomes smaller. In order to be rushed and/or louder; for example, a flashing signal, the frequency of flicker increases as the distance between the current position of the vehicle and the latest braking point becomes smaller. If the warning signal is provided in various ways, the warning degree may be the eye-catching degree of the warning signal, for example, changing from the LED light indication to the buzzer and then changing to a voice prompt, such as providing an LED display signal at S1, at S2. Both LED display and buzzer are provided, the buzzer signal strength is imposed at S3, and a voice alert signal is issued at S4.

According to some examples of the invention, it is further included that in the event that the vehicle reaches the latest braking point and the vehicle has not braked, a braking signal is generated to cause the vehicle braking system to act to brake, as shown in step 24. For example, the generated brake signal is transmitted to the brake controller of the vehicle to cause the brake component to brake. Whether or not the vehicle is braked can be determined in different ways, such as by sensing signals of sensors disposed near the pedals, and the like. According to the present invention, a brake deceleration can be braked during braking to make the passenger feel comfortable during braking. During this braking process, if the vehicle speed is lower than the safe cornering speed after braking, the braking is stopped.

In each of the examples presented above, not every step of the steps in Figure 1 is required. In practical applications, you can choose according to your needs. For example, step 24 is not required. The method shown in Figure 1 can be implemented as software incorporated into the existing electronic system of the vehicle. Alternatively, the method shown in FIG. 1 can also be implemented as a combination of software and hardware or directly by hardware.

3 is a schematic structural view of a vehicle curve travel assisting system according to an example of the present invention. The vehicle curve travel assistance system is implemented within the vehicle and is electrically coupled to associated electronic components, devices or modules already present in the vehicle. Here, an associated electronic component, device or module generally refers to an electronic component, device or module that provides a desired signal to the vehicle during the operation of the curve-turning assistance system.

The vehicle curve travel assistance system includes a map data acquisition unit 30, a vehicle speed determination unit 32, a vehicle speed correction unit 34, a real-time vehicle speed acquisition unit 36, a latest brake point determination unit 38, an alarm unit 40, a brake signal generation unit 42, and Storage unit (not shown).

The map data acquisition unit 30 acquires required data from an electronic map used when the vehicle navigates, for example, obtains curve data of a curve through which the vehicle is to pass, coordinate data of a current position of the vehicle, and the like from an electronic map. The acquired curve data includes at least coordinate data of the curve, and may also include curvature, slope, and/or road speed limit data of the curve.

The vehicle speed determining unit 32 determines the reference in-vehicle speed passing through the curve based on the curve data acquired by the map data acquiring unit 30 and the reference safety speedometer previously stored in the storage unit obtained from the storage unit. As mentioned above, the benchmark safe speed is determined by actual vehicle field testing and will vary from vehicle to model. For a specific vehicle, the reference safety speedometer pre-stored in the storage unit is for that particular vehicle. An example of a reference safety speedometer stored in a storage unit has been described above in connection with Table 1, and will not be described again.

The vehicle speed correcting unit 34 corrects the reference in-vehicle speed determined by the vehicle speed determining unit 32 based on the correction parameter. The correction parameters include, for example, weather-related parameters, field-related parameters, temperature-related parameters, and road-related parameters. Among them, the weather-related parameters are obtained from the rain sensor, the parameters related to the field of view are obtained from the illumination sensor, the temperature-related parameters are obtained by the outdoor temperature sensor, and the parameters related to the road surface are obtained from the front and rear wheel speed sensors. That is to say, the vehicle speed correcting unit 34 can be electrically connected to the existing rainfall sensor, the illumination sensor, the outdoor temperature sensor, and the front and rear wheel speed sensors of the vehicle. Alternatively, if the signals of the rain sensor, the illumination sensor, the outdoor temperature sensor, and the front and rear wheel speed sensors are transmitted to an existing electronic system or an electronic control unit in the vehicle, the vehicle speed correction unit 34 may only be associated with the electronic system or electronic control. The unit is electrically connected, wherein the electronic system is, for example, an ESP, and the electronic control unit is, for example, a vehicle unit. The example in which the reference in-vehicle speed is corrected according to the equation (1) to obtain a safe in-vehicle speed is illustrated above with reference to FIG.

The real-time vehicle speed acquisition unit 36 is used to obtain the real-time vehicle speed of the vehicle. The real-time vehicle speed of the vehicle may be calculated according to the sensing data of the vehicle wheel speed sensor and/or the sensing data of the acceleration sensor. In this case, the real-time vehicle speed acquiring unit 36 may be electrically connected to the vehicle wheel speed sensor and/or the acceleration sensor. . In some examples, the real-time speed of the vehicle may also be obtained from the ESP of the vehicle, in which case the real-time vehicle speed acquisition unit 36 may be electrically coupled to the ESP of the vehicle.

The latest braking point determination unit 38 is configured to calculate the latest braking point based on the real-time vehicle speed of the vehicle and the data related to the curve. The latest braking point here refers to the latest point at which the braking is performed when the vehicle passes the curve according to the route of travel. To calculate the latest braking point, the distance from the curve to the curve, the curvature of the curve, and/or the slope should be obtained from the electronic map data.

The alert unit 40 is configured to issue a warning based on the distance S between the current position P ₀ and the latest brake point position P ₁ . The warning unit 40 first determines the distance S between the current position P ₀ and the latest braking point position P ₁ and compares the distance S with a preset warning distance S _th . During the running of the vehicle, the warning unit 40 acquires the real-time position of the vehicle, that is, the current position P _{0 of the} vehicle (see FIG. 2), thereby calculating between the current position P ₀ and the latest braking point position P ₁ (see FIG. 2 ). The distance S. The warning distance S _th is preset. Based on the comparison result, the alert unit 40 performs a corresponding process to alert the driver. Illustratively, when the distance S is equal to and smaller than S _th , at least an alert signal is generated to mention the action of alerting the driver, for example, by displaying a warning signal by setting the head up display function HDU of the vehicle, or alerting the driver by means of buzzing or the like. In some examples, the alert unit 40 can also perform a grading alert. The principle of the grading alert has been explained above in connection with FIG. 1. It should be noted that, according to the same example, the alert unit 40 can include a display and a buzzer. , voice output, or any combination of them.

The brake signal generating unit 42 is configured to generate a brake signal to brake the vehicle when the vehicle reaches the latest braking point and the vehicle has not braked. Whether or not the vehicle is braked can be determined in different ways, such as by sensing signals of sensors disposed near the pedals, and the like. According to the present invention, a brake deceleration can be braked during braking to make the passenger feel comfortable during braking. During this braking process, if the vehicle speed is lower than the safe cornering speed after braking, the braking is stopped. In this example, the brake signal generating unit 42 is electrically connected to the component that can acquire the braking condition, and is electrically connected to the brake controller of the vehicle to transmit the generated braking signal to the brake controller. Let it issue a brake indication.

It should be noted that the units of the vehicle curve travel assist system shown in FIG. 3 are not all necessary, and for example, the brake signal generating unit 42 is not necessary.

The vehicle curve travel assistance system shown in FIG. 3 can be implemented by software, hardware, or a combination thereof.

A vehicle corner driving assistance method according to an example of the present invention or a vehicle using the vehicle curve driving assistance system according to an example of the present invention, depending on the distance between the actual position of the vehicle and the latest braking point when the vehicle is to enter the curve The driver of the vehicle can get a reminder to help him with the deceleration and other treatments. Further, in a vehicle employing the vehicle curve driving assistance method or the vehicle curve driving assistance system according to some examples of the present invention, the vehicle driver may also reduce the distance between the actual position of the vehicle and the latest braking point. Small and get different warnings. Further, in a vehicle employing the vehicle curve driving assistance method or the vehicle curve driving assistance system according to still another example of the present invention, if the vehicle does not brake at the latest braking point, braking measures may be forced, Effectively protect the driving safety of vehicles.

According to the present invention, there is also provided a vehicle body electronic stability system comprising the vehicle described in the above example The curve driving assistance system may perform the curve driving assistance method as described above.

Although a plurality of examples or embodiments in accordance with the principles of the present invention are described by way of example, one or more of these examples may be used in combination with one another without departing from the principles and spirit of the invention.

Claims

A vehicle corner driving assistance method includes:

Step a: obtaining, when the vehicle is traveling, the curve data of the curve that the vehicle is to pass through from the electronic map, the curve data including at least the position data and the curvature of the curve;

Step b: determining a reference in-vehicle speed of the vehicle passing the curve based on the obtained curve data and based on the reference safety vehicle speed of the preloaded vehicle;

Step c: correct the obtained benchmark in-vehicle speed to determine the safe cornering speed;

Step d: obtaining the real-time vehicle speed of the vehicle;

Step f: determining the latest braking point based on the real-time vehicle speed and curve data of the vehicle;

Step g: The warning signal is issued according to the distance between the real-time position of the vehicle and the latest braking point.
The vehicle curve driving assistance method according to claim 1, wherein the step g further comprises: issuing an alert signal having a different warning degree according to a change in a distance between the real-time position of the vehicle and the latest braking point.
The vehicle curve driving assistance method according to claim 1 or 2, wherein the correction parameter includes one of a weather-related parameter, a field-related parameter, a temperature-related parameter, and a road-related parameter or Multiple.
A vehicle cornering driving assisting method according to claim 3, wherein the weather-related parameters are obtained from the rain sensor, the field-related parameters are obtained from the illumination sensor, and the temperature-related parameters are obtained by the outdoor temperature sensor, which are related to the road surface. The parameters are obtained from the front and rear wheel speed sensors.
The vehicle curve travel assisting method according to any one of claims 1 to 4, further comprising generating a brake signal to cause the vehicle to brake when the vehicle reaches the latest braking point and the vehicle has not braked yet The system brakes.
A vehicle curve driving assistance system electrically connected to an electronic map used when the vehicle is navigating, the system comprising:

a map data acquisition unit, configured to obtain, from the electronic map, curve data of a curve that the vehicle is to pass when the vehicle is traveling, the curve data including at least a position data and a curvature of the curve;

a vehicle speed determining unit for based on the obtained curve data and a reference safety vehicle preloaded into the vehicle Speed determining the vehicle entering the bending speed through the curve;

a vehicle speed correction unit for determining a safe cornering vehicle speed based on the corrected baseline in-vehicle speed obtained; and a real-time vehicle speed acquiring unit for obtaining a real-time vehicle speed of the vehicle;

a latest braking point determining unit for determining a latest braking point based on real-time vehicle speed and curve data of the vehicle;

The warning unit is configured to generate and issue an alert signal according to the distance between the real-time position of the vehicle and the latest braking point.
The vehicle curve driving assistance system according to claim 6, wherein the warning unit is further configured to issue a warning with different warning degrees according to a change in a distance between a real-time position of the vehicle and a latest braking point. signal.
The vehicle curve travel assistance system according to claim 6 or 7, wherein the correction parameters include weather-related parameters, field-related parameters, temperature-related parameters, and road-related parameters. One or more, the vehicle speed correction unit obtains weather-related parameters from the rain sensor, obtains field-related parameters from the illumination sensor, obtains temperature-related parameters from the outdoor temperature sensor, and obtains road-related information from the front and rear wheel speed sensors. Parameters.
The vehicle curve driving assistance system according to any one of claims 6 to 8, further comprising:

The brake signal generating unit is configured to generate a brake signal to cause the vehicle brake system to brake when the vehicle reaches the latest braking point and the vehicle has not braked.
A vehicle body electronic stability system comprising the vehicle curve travel assistance system according to any one of claims 6 to 9 or the vehicle curve travel assistance method according to any one of claims 1 to 5.