Active collision avoidance method, terminal device and system when a vehicle turns around

Abstract

The application discloses an active collision avoidance method, a terminal device and a system when a vehicle is turning around, and the method comprises the following steps: when a host vehicle needs to turn around, the estimated driving path of a target vehicle driving in an opposite lane is monitored in real time to determine whether the estimated driving path will interfere with the estimated turning driving path of the host vehicle; if so, the time when the target vehicle reaches the driving track of the host vehicle and the time when the host vehicle reaches the driving track of the target vehicle are determined to determine whether there is a collision risk between the host vehicle and the target vehicle; and when there is a collision risk between the host vehicle and the target vehicle, an alarm is triggered. The technical scheme of the application can effectively avoid the collision of the vehicle during the turning process.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to an active collision avoidance method, terminal equipment and system for a vehicle making a U-turn. Background Technology

[0002] When a vehicle makes a U-turn, due to the significant change in its position, there are numerous blind spots, making it easy for the vehicle to collide with oncoming vehicles or other road users, posing a significant safety hazard. Therefore, knowing how to avoid collisions during a U-turn is of paramount importance. Summary of the Invention

[0003] The purpose of this invention is to provide an active collision avoidance method, terminal device, and system for vehicles making U-turns, which can effectively prevent collisions during the U-turn process.

[0004] To achieve the above objectives, embodiments of the present invention provide an active collision avoidance method for vehicles making U-turns, comprising:

[0005] When this vehicle needs to make a U-turn, it monitors in real time whether the estimated driving path of the target vehicle traveling in the oncoming lane will interfere with the estimated turning path of this vehicle.

[0006] If so, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, it is determined whether there is a risk of collision between this vehicle and the target vehicle.

[0007] An alarm is triggered when there is a risk of collision between this vehicle and the target vehicle.

[0008] Furthermore, the real-time monitoring of whether the estimated travel path of a target vehicle traveling in the oncoming lane will interfere with the estimated turning path of this vehicle when the vehicle needs to make a U-turn specifically includes:

[0009] When this vehicle needs to make a U-turn, before this vehicle begins to make a U-turn and enters the oncoming lane, it monitors in real time whether the estimated driving path of the target vehicle in the oncoming lane will interfere with the estimated turning driving path of this vehicle.

[0010] If so, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, it is determined whether there is a risk of collision between this vehicle and the target vehicle, specifically including:

[0011] If so, the first time when the target vehicle travels to the first trajectory line and the second time when it leaves the second trajectory line are estimated, and the third time when the vehicle travels to the third trajectory line is estimated; wherein, the first trajectory line is the outer travel trajectory line of the vehicle, the second trajectory line is the inner travel trajectory line of the vehicle, and the third trajectory line is the same-side travel trajectory line of the target vehicle on the same side as the vehicle.

[0012] Based on the first time, the second time, and the third time, determine whether there is a collision risk between the vehicle and the target vehicle.

[0013] Furthermore, determining whether there is a collision risk between the vehicle and the target vehicle based on the first time, the second time, and the third time specifically includes:

[0014] Compare the third time with the first time and the second time;

[0015] When the conditions t1-Δt1<t3<t2+Δt2 are met, it is determined that there is a collision risk between this vehicle and the target vehicle;

[0016] When t3≤t1-Δt1 or t3≥t2+Δt2, it is determined that there is no risk of collision between this vehicle and the target vehicle;

[0017] Where t1 represents the first time, t2 represents the second time, t3 represents the third time, Δt1 and Δt2 represent preset time calibration values, and Δt1 > 0, Δt2 > 0.

[0018] Furthermore, the alarm being triggered when there is a risk of collision between the vehicle and the target vehicle specifically includes:

[0019] When there is a risk of collision between this vehicle and the target vehicle, determine whether the front of this vehicle has left the third trajectory line;

[0020] When the front of the vehicle has not left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time.

[0021] If t3 > t1 - T1, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0022] If t3 > t1 - T2, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision.

[0023] Where T1 represents the preset first alarm time threshold, T2 represents the preset second alarm time threshold, and T1 < T2 < Δt1.

[0024] Furthermore, the step of triggering an alarm when there is a risk of collision between the vehicle and the target vehicle also includes:

[0025] When the front of the vehicle has left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time.

[0026] If t1 < t3 < t2 + Δt2 is satisfied, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0027] Furthermore, the method also includes:

[0028] After the vehicle has made a U-turn and entered the oncoming lane, the collision time between the vehicle and the target vehicle approaching from the side and rear of the vehicle in the oncoming lane is estimated in real time.

[0029] Determine whether the vehicle has entered the lane occupied by the target vehicle;

[0030] When the vehicle does not enter the lane where the target vehicle is located, the alarm level is determined based on the collision time;

[0031] If TTC < T3, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0032] If TTC < T4, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision.

[0033] Where TTC represents the collision time, T3 represents the preset third alarm time threshold, T4 represents the preset fourth alarm time threshold, and T3 > T4.

[0034] Furthermore, the method also includes:

[0035] When the vehicle is not in the lane occupied by the target vehicle, the collision distance between the target vehicle and the vehicle is estimated in real time. If the collision distance is less than a preset distance threshold, a level one alarm is triggered to alert the driver of a potential collision risk; or / and,

[0036] When the vehicle is not in the lane where the target vehicle is located, the vehicle's heading angle is acquired in real time. If the deviation between the heading angle and the lane line is greater than a preset angle threshold, a level one alarm is triggered to remind the driver of the risk of collision.

[0037] Furthermore, the method also includes:

[0038] When this vehicle enters the lane where the target vehicle is located, a Level 1 alarm is triggered to alert the driver of the potential collision risk.

[0039] This invention also provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor, when executing the computer program, implements the active collision avoidance method for vehicle U-turns as described above.

[0040] This invention also provides an active collision avoidance system for vehicles making U-turns, the system comprising an information acquisition device and an active collision avoidance device; wherein,

[0041] The information acquisition device is used to collect the location and motion information of the vehicle itself, as well as the location and motion information of the target vehicle, and send them to the active collision avoidance device; wherein, the target vehicle is a vehicle traveling in the opposite lane during the U-turn of the vehicle itself.

[0042] The active collision avoidance device is used to implement the active collision avoidance method for vehicle turning around described above by utilizing the received position and motion information of the vehicle itself and the target vehicle.

[0043] Compared with the prior art, the embodiments of the present invention provide an active collision avoidance method, terminal device and system for vehicles making U-turns. When the vehicle needs to make a U-turn, it monitors in real time whether the estimated travel path of a target vehicle traveling in the oncoming lane will interfere with the estimated turning travel path of the vehicle. If so, it determines whether there is a collision risk between the vehicle and the target vehicle based on the time it takes for the target vehicle to reach the trajectory of the vehicle and the time it takes for the vehicle to reach the trajectory of the target vehicle. When there is a collision risk between the vehicle and the target vehicle, an alarm is triggered, thereby effectively avoiding collisions during the U-turn process. Attached Figure Description

[0044] Figure 1 This is a flowchart of a preferred embodiment of an active collision avoidance method for vehicles making U-turns provided by the present invention;

[0045] Figures 2A-2B This is a schematic diagram illustrating an application scenario of an active collision avoidance method for a vehicle making a U-turn, as provided in an embodiment of the present invention.

[0046] Figure 3 This is a schematic diagram illustrating a second application scenario of an active collision avoidance method for a vehicle making a U-turn, as provided in an embodiment of the present invention.

[0047] Figure 4 This is a structural block diagram of a preferred embodiment of a terminal device provided by the present invention. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] This invention provides an active collision avoidance method for vehicles making U-turns, see [link / reference]. Figure 1 The diagram shown is a flowchart of a preferred embodiment of an active collision avoidance method for vehicles making U-turns provided by the present invention. The method includes steps S11 to S13:

[0050] Step S11: When the vehicle needs to make a U-turn, monitor in real time whether the estimated driving path of the target vehicle traveling in the oncoming lane will interfere with the estimated turning driving path of the vehicle.

[0051] Step S12: If yes, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, determine whether there is a risk of collision between this vehicle and the target vehicle.

[0052] Step S13: When there is a risk of collision between this vehicle and the target vehicle, trigger an alarm.

[0053] Specifically, during normal driving, when the vehicle needs to make a U-turn, it monitors in real time whether the estimated travel path of a target vehicle in the oncoming lane will interfere with the vehicle's estimated turning path. This helps determine whether the target vehicle will pass through the vehicle's estimated turning path. If it is determined that the target vehicle's estimated travel path will interfere with the vehicle's estimated turning path (i.e., the target vehicle will pass through the vehicle's turning path), the system estimates the time it takes for the target vehicle to reach the vehicle's trajectory and the time it takes for the vehicle to reach the target vehicle's trajectory. Based on the relationship between these two times, it determines whether there is a collision risk between the vehicle and the target vehicle. If a collision risk is determined, an alarm is triggered to alert the driver.

[0054] Correspondingly, when it is determined that the estimated driving path of the target vehicle traveling in the oncoming lane will not interfere with the estimated turning driving path of this vehicle (i.e., the target vehicle traveling in the oncoming lane will not pass through the turning driving path of this vehicle), there is no need to trigger an alarm; when it is determined that there is no risk of collision between this vehicle and the target vehicle, there is also no need to trigger an alarm.

[0055] It should be noted that the target vehicle can be a car traveling in the opposite lane, or it can be a bicycle or electric vehicle traveling in the opposite lane, or it can be a pedestrian or other road user traveling at high speed. This embodiment of the invention does not make specific limitations.

[0056] It should be noted that the embodiments of the present invention can be implemented using the vehicle's driver assistance functions (such as ADAS). Although known similar technologies also utilize driver assistance functions, they focus on describing the path planning and steering strategies when the vehicle makes a U-turn, rather than solutions to the collision risks posed by vehicles in the oncoming lane. The embodiments of the present invention can solve this problem.

[0057] The present invention provides an active collision avoidance method for vehicles making U-turns. When a vehicle needs to make a U-turn, it monitors in real time whether the estimated travel path of a target vehicle traveling in the oncoming lane will interfere with the estimated turning path of the vehicle. If so, it determines whether there is a collision risk between the vehicle and the target vehicle based on the time it takes for the target vehicle to reach the vehicle's trajectory and the time it takes for the vehicle to reach the target vehicle's trajectory. When there is a collision risk between the vehicle and the target vehicle, an alarm is triggered. By assessing whether the estimated turning path of the vehicle and the estimated travel path of the target vehicle in the oncoming lane interfere with each other, the potential for future collisions can be predicted. Furthermore, when it is determined that the target vehicle in the oncoming lane poses a collision risk to the vehicle's automatic U-turn, a warning is issued to the driver, thereby effectively preventing a collision between the vehicle and the target vehicle during the U-turn.

[0058] In another preferred embodiment, the step of monitoring in real time whether the estimated travel path of a target vehicle traveling in the oncoming lane will interfere with the estimated turning path of the vehicle when the vehicle needs to make a U-turn specifically includes:

[0059] When this vehicle needs to make a U-turn, before this vehicle begins to make a U-turn and enters the oncoming lane, it monitors in real time whether the estimated driving path of the target vehicle in the oncoming lane will interfere with the estimated turning driving path of this vehicle.

[0060] If so, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, it is determined whether there is a risk of collision between this vehicle and the target vehicle, specifically including:

[0061] If so, the first time when the target vehicle travels to the first trajectory line and the second time when it leaves the second trajectory line are estimated, and the third time when the vehicle travels to the third trajectory line is estimated; wherein, the first trajectory line is the outer travel trajectory line of the vehicle, the second trajectory line is the inner travel trajectory line of the vehicle, and the third trajectory line is the same-side travel trajectory line of the target vehicle on the same side as the vehicle.

[0062] Based on the first time, the second time, and the third time, determine whether there is a collision risk between the vehicle and the target vehicle.

[0063] Specifically, when the vehicle needs to make a U-turn, before the vehicle begins to make the U-turn and enters the oncoming lane, it monitors in real time whether the estimated travel path of the target vehicle in the oncoming lane will interfere with the estimated turning path of the vehicle. When it is determined that the estimated travel path of the target vehicle in the oncoming lane will interfere with the estimated turning path of the vehicle, it estimates in real time the first time t1 when the front of the target vehicle reaches the first trajectory line of the vehicle, the second time t2 when the rear of the target vehicle leaves (passes) the second trajectory line of the vehicle, and the third time t3 when the front of the vehicle reaches the third trajectory line of the target vehicle. Based on the relationship between the first time t1, the second time t2, and the third time t3, it determines whether there is a risk of collision between the vehicle and the target vehicle.

[0064] As the vehicle travels along the turning path, it will generate a corresponding trajectory line. Among these trajectories, the outermost trajectory line corresponding to the outermost side of the vehicle is designated as the first trajectory line, and the innermost trajectory line corresponding to the innermost side of the vehicle is designated as the second trajectory line. Similarly, as the target vehicle travels in the oncoming lane, it will also generate a corresponding trajectory line. Among these trajectories, the same-side trajectory line corresponding to the side of the target vehicle closest to the vehicle (i.e., the same side as the vehicle) is designated as the third trajectory line.

[0065] For example, see Figures 2A-2B The diagram shown is a schematic representation of an application scenario one of the active collision avoidance methods for vehicles making U-turns provided in this embodiment of the invention. Figure 2A This is a diagram of the actual scenario corresponding to application scenario one. Figure 2B This is a vehicle trajectory map corresponding to application scenario one; such as... Figure 2A As shown, during this U-turn, an oncoming vehicle may cross the turning path of this vehicle, posing a collision risk; Figure 2B As shown, the first trajectory line is Figure 2B The second trajectory line is line a in the diagram. Figure 2BThe third trajectory line is line b in the diagram. Figure 2B In the case of line c, the determination of the outer and inner sides of the vehicle is related to the vehicle's turning angle. Lines a and b can be determined based on the vehicle's turning angle using the trajectory planning of the vehicle's ADAS (Advanced Driver Assistance System). Line c can be determined by predicting the trajectory of the target vehicle.

[0066] It should be noted that for the first time t1, the second time t2, and the third time t3, the location and motion information of the vehicle can be collected first using the information collection equipment installed in the vehicle, and the location and motion information of the target vehicle can also be collected. Then, the results can be calculated based on the location and motion information of the vehicle and the target vehicle.

[0067] For example, the information acquisition device includes a forward-facing millimeter-wave radar, a camera, and related sensors. By fusing the camera (forward-facing camera) and the forward-facing millimeter-wave radar, the lateral and longitudinal positions and dynamic parameters of the target vehicle can be obtained. By using the related sensors on the vehicle, the dynamic parameters of the vehicle can be obtained. Then, based on the lateral and longitudinal positions and dynamic parameters of the target vehicle, a first time t1 and a second time t2 can be calculated. For example, t1 and t2 can be calculated using the instantaneous speed of the target vehicle and the distance between the target vehicle and lines a and b. Based on the dynamic parameters of the vehicle, a third time t3 can be calculated. For example, based on the predicted trajectory of the vehicle, t3 can be calculated using the distance traveled by the vehicle (not necessarily in a straight line) and the vehicle speed.

[0068] Understandably, the embodiments of the present invention focus on solving the collision risk problem caused by target vehicles in the oncoming lane when a vehicle makes a U-turn. The collision warning scheme involved has a clear definition of the application scenario, so the requirements for the perception sensor system (i.e., information collection equipment) are relatively low, and the scheme is easy to implement.

[0069] In yet another preferred embodiment, determining whether there is a collision risk between the vehicle and the target vehicle based on the first time, the second time, and the third time specifically includes:

[0070] Compare the third time with the first time and the second time;

[0071] When the conditions t1-Δt1<t3<t2+Δt2 are met, it is determined that there is a collision risk between this vehicle and the target vehicle;

[0072] When t3≤t1-Δt1 or t3≥t2+Δt2, it is determined that there is no risk of collision between this vehicle and the target vehicle;

[0073] Where t1 represents the first time, t2 represents the second time, t3 represents the third time, Δt1 and Δt2 represent preset time calibration values, and Δt1 > 0, Δt2 > 0.

[0074] Specifically, in conjunction with the above embodiments, when determining whether there is a collision risk between the vehicle and the target vehicle based on the first time t1, the second time t2, and the third time t3, the third time t3 can be compared with the first time t1 and the second time t2 respectively. When it is determined that t1-Δt1<t3<t2+Δt2, it is considered that there is a collision risk between the vehicle and the target vehicle; when it is determined that t3≤t1-Δt1 or t3≥t2+Δt2, it is considered that there is no collision risk between the vehicle and the target vehicle; Δt1 and Δt2 are preset time calibration values, and Δt1>0 and Δt2>0.

[0075] In yet another preferred embodiment, triggering an alarm when there is a risk of collision between the vehicle and the target vehicle specifically includes:

[0076] When there is a risk of collision between this vehicle and the target vehicle, determine whether the front of this vehicle has left the third trajectory line;

[0077] When the front of the vehicle has not left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time.

[0078] If t3 > t1 - T1, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0079] If t3 > t1 - T2, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision.

[0080] Where T1 represents the preset first alarm time threshold, T2 represents the preset second alarm time threshold, and T1 < T2 < Δt1.

[0081] Specifically, in conjunction with the above embodiments, after determining that t1-Δt1<t3<t2+Δt2, indicating a collision risk between the vehicle and the target vehicle, before triggering an alarm, it can first determine whether the front of the vehicle has left (passed) the third trajectory line; when it is determined that the front of the vehicle has not left the third trajectory line, the alarm level is further determined based on the first time t1, the second time t2, and the third time t3; the third time t3 is compared with the first time t1 and the second time t2 respectively. When it is determined that t3>t1-T1, a first-level alarm is triggered to remind the driver of the collision risk; when it is determined that t3>t1-T2, a second-level alarm is triggered to remind the driver of the collision risk and control the vehicle to brake to avoid a collision; T1 is a pre-set first alarm time threshold (i.e., the first-level alarm threshold set in application scenario one), T2 is a pre-set second alarm time threshold (i.e., the second-level alarm threshold set in application scenario one), and T1<T2<Δt1.

[0082] It is understood that in the embodiments of the present invention, the alarm levels mainly include Level 1 alarm and Level 2 alarm. Level 1 alarm only provides a collision warning and does not brake the vehicle, while Level 2 alarm provides both a collision warning and brakes the vehicle to avoid a collision.

[0083] It should be noted that determining whether the front of the vehicle has left the third trajectory line can also be achieved using ADAS. The ADAS perception system can determine the positional relationship between the target vehicle and the vehicle itself. By using parameters such as lateral and longitudinal distances and heading angles, along with the dimensions of the vehicle and the target vehicle, it can be determined whether the front of the vehicle has crossed the third trajectory line.

[0084] In yet another preferred embodiment, triggering the alarm when there is a risk of collision between the vehicle and the target vehicle further includes:

[0085] When the front of the vehicle has left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time.

[0086] If t1 < t3 < t2 + Δt2 is satisfied, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0087] Specifically, in conjunction with the above embodiments, after determining whether the front of the vehicle has left the third trajectory line, when it is determined that the front of the vehicle has left the third trajectory line, the alarm level can also be further determined based on the first time t1, the second time t2, and the third time t3; the third time t3 is compared with the first time t1 and the second time t2 respectively, and when it is determined that t1 < t3 < t2 + Δt2, a first-level alarm is triggered to remind the driver of the risk of collision and not to brake the vehicle.

[0088] It should be noted that when the vehicle is already on the trajectory of the target vehicle, the braking or acceleration will not be activated. Instead, a collision warning will be issued to the driver, allowing the driver to choose whether to accelerate away from the risk based on the actual situation. This can avoid additional collision risks caused by the system's vehicle control.

[0089] In yet another preferred embodiment, the method further includes:

[0090] After the vehicle has made a U-turn and entered the oncoming lane, the collision time between the vehicle and the target vehicle approaching from the side and rear of the vehicle in the oncoming lane is estimated in real time.

[0091] Determine whether the vehicle has entered the lane occupied by the target vehicle;

[0092] When the vehicle does not enter the lane where the target vehicle is located, the alarm level is determined based on the collision time;

[0093] If TTC < T3, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

[0094] If TTC < T4, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision.

[0095] Where TTC represents the collision time, T3 represents the preset third alarm time threshold, T4 represents the preset fourth alarm time threshold, and T3 > T4.

[0096] Specifically, in conjunction with the above embodiments, when the vehicle needs to make a U-turn, after the vehicle has already made the U-turn and entered the oncoming lane (the vehicle is already partially located in the oncoming lane), the collision time TTC between the target vehicle (the target vehicle is a vehicle approaching from the side and rear of the vehicle and relatively close to it) and the vehicle is estimated in real time, and it is determined whether the vehicle has entered the lane of the target vehicle; if it is determined that the vehicle has not entered the lane of the target vehicle, the alarm level is determined based on the obtained collision time TTC between the target vehicle and the vehicle; the collision time TTC is compared with the preset third alarm time threshold T3 and the preset fourth alarm time threshold T4 respectively. When it is determined that TTC < T3, a first-level alarm is triggered to remind the driver of the collision risk; when it is determined that TTC < T4, a second-level alarm is triggered to remind the driver of the collision risk and control the vehicle to brake to avoid a collision; where T3 is the first-level alarm threshold set in application scenario two, T4 is the second-level alarm threshold set in application scenario two, and T3 > T4.

[0097] SeeFigure 3 The diagram shown is a schematic representation of a second application scenario of an active collision avoidance method for vehicles making U-turns, as provided in an embodiment of the present invention. Figure 3 As shown, during the U-turn, the vehicle has entered the oncoming lane. A target vehicle in the oncoming lane is rapidly approaching the vehicle from its side and rear (the vehicle and the target vehicle may not be in the same lane at the same time), which poses a collision risk. If the vehicle has not yet entered the lane where the target vehicle is located, the Time-of-Collision (TTC) can be used to issue a collision warning.

[0098] It should be noted that by determining whether the outer side of the front wheels of the vehicle has crossed the inner side of the lane line of the oncoming lane, it can be determined whether the vehicle is partially located in the oncoming lane. If the vehicle is partially located in the oncoming lane, and a target vehicle in the oncoming lane is rapidly approaching the vehicle from the side and rear of the adjacent lane (i.e., the lane adjacent to the lane where the vehicle is located), there is a risk of collision because the target vehicle is traveling faster than the vehicle.

[0099] It should be noted that for the Time of Collision (TTC), the vehicle's position and motion information can be collected first using the information collection equipment installed in the vehicle, and the position and motion information of the target vehicle can also be collected. The TTC is then calculated based on the position and motion information of the vehicle and the target vehicle.

[0100] For example, the information acquisition device also includes a rear-angle millimeter-wave radar. By fusing the cameras (rear and side rear cameras) and the rear-angle millimeter-wave radar, the lateral and longitudinal positions and dynamic parameters of the target vehicle can be obtained. By using the sensors on the vehicle itself, the position information and dynamic parameters of the vehicle itself can be obtained. Then, based on the lateral and longitudinal positions and dynamic parameters of the target vehicle and the position information and dynamic parameters of the vehicle itself, the collision time (TTC) between the target vehicle and the vehicle itself can be calculated.

[0101] In yet another preferred embodiment, the method further includes:

[0102] When the vehicle is not in the lane occupied by the target vehicle, the collision distance between the target vehicle and the vehicle is estimated in real time. If the collision distance is less than a preset distance threshold, a level one alarm is triggered to alert the driver of a potential collision risk; or / and,

[0103] When the vehicle is not in the lane where the target vehicle is located, the vehicle's heading angle is acquired in real time. If the deviation between the heading angle and the lane line is greater than a preset angle threshold, a level one alarm is triggered to remind the driver of the risk of collision.

[0104] Specifically, in conjunction with the above embodiments, when it is determined that the vehicle has not entered the lane where the target vehicle is located, since the target vehicle is a vehicle approaching from the side and rear of the vehicle at a relatively close distance, in addition to providing a collision warning based on the Time to Collision (TTC), the collision distance between the target vehicle and the vehicle can be estimated in real time, and a collision warning can be provided based on the collision distance: the obtained collision distance between the target vehicle and the vehicle is compared with a preset distance threshold. When it is determined that the collision distance is less than the preset distance threshold, only a level one alarm is activated to remind the driver of the collision risk, and a level two alarm is not activated; or / and, the heading angle of the vehicle is obtained in real time, and a collision warning is provided based on the heading angle: the obtained heading angle of the vehicle is compared with the lane line of the oncoming lane. When it is determined that the deviation between the heading angle of the vehicle and the lane line of the oncoming lane is greater than a preset angle threshold, only a level one alarm is activated to remind the driver of the collision risk, and a level two alarm is not activated.

[0105] In yet another preferred embodiment, the method further includes:

[0106] When this vehicle enters the lane where the target vehicle is located, a Level 1 alarm is triggered to alert the driver of the potential collision risk.

[0107] Specifically, in conjunction with the above embodiments, after determining whether the vehicle has entered the lane of the target vehicle, when it is determined that the vehicle has entered the lane of the target vehicle (the vehicle has partially or completely entered the lane of the target vehicle), a level one alarm is directly triggered to remind the driver of the risk of collision.

[0108] It should be noted that when the vehicle has entered the lane where the target vehicle is located, there is a certain risk in braking the vehicle. For example, the driver could have avoided the collision by accelerating, but braking the vehicle may have prevented the collision. Therefore, in this embodiment, only the first-level alarm is activated and the second-level alarm is not activated. That is, only the collision warning is issued to the driver, so that the driver can choose whether to accelerate away from the risk according to the actual situation, thereby avoiding additional collision risks caused by the system's vehicle control.

[0109] Understandably, when this vehicle reverses due to insufficient space while making a U-turn, the target vehicle and lane monitored by the system are converted to the adjacent lane in the direction of reversal of this vehicle. The specific collision warning logic and calculation method are the same as when this vehicle is moving forward, so they will not be repeated here.

[0110] This invention also provides a terminal device, see [link to relevant documentation]. Figure 4The diagram shown is a structural block diagram of a preferred embodiment of a terminal device provided by the present invention. The terminal device includes a processor 10, a memory 20, and a computer program stored in the memory 20 and configured to be executed by the processor 10. When the processor 10 executes the computer program, it implements the active collision avoidance method for vehicle U-turns as described in any of the above embodiments.

[0111] Preferably, the computer program can be divided into one or more modules / units (such as computer program 1, computer program 2, ...), and the one or more modules / units are stored in the memory 20 and executed by the processor 10 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the computer program in the terminal device.

[0112] The processor 10 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor, or the processor 10 may be any conventional processor. The processor 10 is the control center of the terminal device, connecting various parts of the terminal device through various interfaces and lines.

[0113] The memory 20 mainly includes a program storage area and a data storage area. The program storage area can store the operating system, applications required for at least one function, etc., while the data storage area can store related data, etc. Furthermore, the memory 20 can be a high-speed random access memory, or a non-volatile memory, such as a plug-in hard disk, a smart media card (SMC), a secure digital card (SD), and a flash card, or other volatile solid-state storage devices.

[0114] It should be noted that the aforementioned terminal devices may include, but are not limited to, processors and memory, as will be understood by those skilled in the art. Figure 4The structural block diagram is merely an example of the terminal device described above and does not constitute a limitation on the terminal device. It may include more or fewer components than shown in the diagram, or combine certain components, or use different components.

[0115] This invention also provides an active collision avoidance system for vehicles making U-turns, the system comprising an information acquisition device and an active collision avoidance device; wherein,

[0116] The information acquisition device is used to collect the location and motion information of the vehicle itself, as well as the location and motion information of the target vehicle, and send them to the active collision avoidance device; wherein, the target vehicle is a vehicle traveling in the opposite lane during the U-turn of the vehicle itself.

[0117] The active collision avoidance device is used to implement the active collision avoidance method for vehicle turning around as described in any of the above embodiments by utilizing the received position and motion information of the vehicle itself and the target vehicle.

[0118] It should be noted that the active collision avoidance system for vehicle U-turns provided in this embodiment of the invention can realize all the processes of the active collision avoidance method for vehicle U-turns described in any of the above embodiments. The function and technical effect of the information acquisition device in the system correspond to the same function and technical effect of the information acquisition device involved in the active collision avoidance method for vehicle U-turns described in the above embodiments. The working process and technical effect of the active collision avoidance device in the system correspond to the same execution process and technical effect of the active collision avoidance method for vehicle U-turns described in the above embodiments. These will not be repeated here.

[0119] In summary, the active collision avoidance method, terminal device, and system for vehicle U-turns provided by this invention can effectively prevent collisions between the vehicle and the target vehicle during the U-turn process by real-time monitoring of whether the estimated travel path of the target vehicle in the oncoming lane will interfere with the vehicle's estimated turning path. If so, the system determines whether there is a collision risk between the vehicle and the target vehicle based on the time it takes for the target vehicle to reach the vehicle's trajectory and the time it takes for the vehicle to reach the target vehicle's trajectory. When a collision risk exists between the vehicle and the target vehicle, an alarm is triggered. By assessing whether the vehicle's estimated turning path and the target vehicle's estimated travel path in the oncoming lane interfere with each other, the system can predict whether a collision risk will occur in the future. Furthermore, when it is determined that the target vehicle in the oncoming lane poses a collision risk to the vehicle's automatic U-turn, the system provides a warning to the driver.

[0120] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for active collision avoidance when a vehicle makes a U-turn, characterized in that, include: When this vehicle needs to make a U-turn, it monitors in real time whether the estimated driving path of the target vehicle traveling in the oncoming lane will interfere with the estimated turning path of this vehicle. If so, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, it is determined whether there is a risk of collision between this vehicle and the target vehicle. An alarm is triggered when there is a risk of collision between the vehicle and the target vehicle; when the vehicle needs to make a U-turn, the system monitors in real time whether the estimated travel path of the target vehicle traveling in the oncoming lane will interfere with the estimated turning path of the vehicle, specifically including: When this vehicle needs to make a U-turn, before this vehicle begins to make a U-turn and enters the oncoming lane, it monitors in real time whether the estimated driving path of the target vehicle in the oncoming lane will interfere with the estimated turning driving path of this vehicle. If so, then based on the time it takes for the target vehicle to reach the trajectory of this vehicle and the time it takes for this vehicle to reach the trajectory of the target vehicle, it is determined whether there is a risk of collision between this vehicle and the target vehicle, specifically including: If so, the first time when the target vehicle travels to the first trajectory line and the second time when it leaves the second trajectory line are estimated, and the third time when the vehicle travels to the third trajectory line is estimated; wherein, the first trajectory line is the outer travel trajectory line of the vehicle, the second trajectory line is the inner travel trajectory line of the vehicle, and the third trajectory line is the same-side travel trajectory line of the target vehicle on the same side as the vehicle. Based on the first time, the second time, and the third time, determine whether there is a risk of collision between this vehicle and the target vehicle; The step of determining whether there is a collision risk between the vehicle and the target vehicle based on the first time, the second time, and the third time specifically includes: Compare the third time with the first time and the second time; When the conditions t1-Δt1<t3<t2+Δt2 are met, it is determined that there is a collision risk between this vehicle and the target vehicle; When t3≤t1-Δt1 or t3≥t2+Δt2, it is determined that there is no risk of collision between this vehicle and the target vehicle; Where t1 represents the first time, t2 represents the second time, t3 represents the third time, Δt1 and Δt2 represent preset time calibration values, and Δt1 > 0, Δt2 > 0; When there is a risk of collision between the vehicle and the target vehicle, an alarm is triggered, specifically including: When there is a risk of collision between this vehicle and the target vehicle, determine whether the front of this vehicle has left the third trajectory line; When the front of the vehicle has not left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time. If t3 > t1 - T1, a Level 1 alarm is triggered to alert the driver of a potential collision risk. If t3 > t1 - T2, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision. Where T1 represents the preset first alarm time threshold, T2 represents the preset second alarm time threshold, and T1 < T2 < Δt1.

2. The active collision avoidance method for a vehicle making a U-turn as described in claim 1, characterized in that, The alarm triggering when there is a collision risk between the vehicle and the target vehicle also includes: When the front of the vehicle has left the third trajectory line, the alarm level is determined based on the first time, the second time, and the third time. If t1 < t3 < t2 + Δt2 is satisfied, a Level 1 alarm is triggered to alert the driver of a potential collision risk.

3. The active collision avoidance method for a vehicle making a U-turn as described in any one of claims 1 to 2, characterized in that, The method further includes: After the vehicle has made a U-turn and entered the oncoming lane, the collision time between the vehicle and the target vehicle approaching from the side and rear of the vehicle in the oncoming lane is estimated in real time. Determine whether the vehicle has entered the lane occupied by the target vehicle; When the vehicle does not enter the lane where the target vehicle is located, the alarm level is determined based on the collision time; If TTC < T3, a Level 1 alarm is triggered to alert the driver of a potential collision risk. If TTC < T4, a level 2 alarm is triggered to alert the driver of a collision risk and to control the vehicle to brake in order to avoid a collision. Where TTC represents the collision time, T3 represents the preset third alarm time threshold, T4 represents the preset fourth alarm time threshold, and T3 > T4.

4. The active collision avoidance method for a vehicle making a U-turn as described in claim 3, characterized in that, The method further includes: When the vehicle is not in the lane occupied by the target vehicle, the collision distance between the target vehicle and the vehicle is estimated in real time. If the collision distance is less than a preset distance threshold, a level one alarm is triggered to alert the driver of a potential collision risk; or / and, When the vehicle is not in the lane where the target vehicle is located, the vehicle's heading angle is acquired in real time. If the deviation between the heading angle and the lane line is greater than a preset angle threshold, a level one alarm is triggered to remind the driver of the risk of collision.

5. The active collision avoidance method for a vehicle making a U-turn as described in claim 3, characterized in that, The method further includes: When this vehicle enters the lane where the target vehicle is located, a Level 1 alarm is triggered to alert the driver of the potential collision risk.

6. A terminal device, characterized in that, The system includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor, when executing the computer program, implements the active collision avoidance method for a vehicle making a U-turn as described in any one of claims 1 to 5.

7. An active collision avoidance system for vehicles making U-turns, characterized in that, The system includes information acquisition equipment and active collision avoidance equipment; wherein... The information acquisition device is used to collect the location and motion information of the vehicle itself, as well as the location and motion information of the target vehicle, and send them to the active collision avoidance device; wherein, the target vehicle is a vehicle traveling in the opposite lane during the U-turn of the vehicle itself. The active collision avoidance device is used to utilize the received position and motion information of the vehicle itself and the position and motion information of the target vehicle to implement the active collision avoidance method for a vehicle making a U-turn as described in any one of claims 1 to 5.

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