Vehicle turn warning method and system

Abstract

The present application relates to a vehicle turning warning method and system, which is used to solve the problem that the warning of the existing vehicle is not accurate enough when turning. The vehicle turning warning method comprises: calculating a instantaneous turning center of the host vehicle, a first turning radius and a second turning radius by means of an operation control unit; calculating an obstacle position radius of the distance between an obstacle and the instantaneous turning center; determining whether the obstacle position radius is between a warning turning radius and the second turning radius by means of the operation control unit, and issuing a warning signal in the case that the obstacle position radius is not less than the warning turning radius and not greater than the second turning radius.

Description

Technical Field

[0001] This invention relates to a vehicle turning warning method, and more particularly to a warning method and system for large vehicles that can determine whether there is a risk on their turning path when they are turning. Background Technology

[0002] In the existing technology, when a vehicle is turning, as long as the vehicle's sensors detect a signal that the vehicle is turning, or when an obstacle is detected at the same time as the vehicle is turning, the corresponding processor will control the alarm to sound. Therefore, it cannot accurately determine whether the obstacle overlaps with the vehicle's turning path, resulting in too many unnecessary alarms. This causes drivers or other road users to become fatigued by the alarms and ignore them, thus creating a danger to driving safety.

[0003] Therefore, existing vehicle turning warning methods do indeed need improvement. Summary of the Invention

[0004] To address the aforementioned problems, the present invention aims to provide a vehicle turning warning method that calculates the warning zone of the vehicle during turning and calculates the radius of the obstacle's position using the instantaneous turning center, thereby accurately determining whether the obstacle is located within the warning zone.

[0005] A further objective of this invention is to provide a vehicle turning warning method. By calculating the instantaneous turning center, and based on the instantaneous turning center, the radius of the obstacle position and the relevant radius of the vehicle turning are calculated. The magnitudes of these values ​​can be directly and easily compared to determine whether the obstacle is within the defined warning range. This can greatly simplify computer processing time, improve the speed of computer / processor data processing, and achieve more real-time calculation and judgment.

[0006] Another object of the present invention is to provide a vehicle turning warning system for performing the above-described method.

[0007] The directions or their approximate terms used throughout this invention, such as (front), (back), (left), (right), (top), (bottom), (inner), (outer), (side), etc., are mainly for reference to the directions in the accompanying drawings. Each direction or its approximate term is only used to assist in explaining and understanding the various embodiments of this invention, and is not intended to limit this invention.

[0008] The use of the quantifiers (a) or (an) for the elements and components described throughout this invention is for convenience of use and to provide the general meaning of the scope of the invention; in this invention, it should be interpreted as including one or at least one, and a single concept also includes plural cases, unless it clearly means otherwise.

[0009] The term "coupling" as used throughout this invention includes direct or indirect electrical and / or signal ground connections, which can be selected by those skilled in the art based on their usage requirements.

[0010] The term "computer" as used throughout this invention refers to various data processing devices that have specific functions and are implemented in hardware or hardware and software, particularly those with a processor to process and analyze information and / or generate corresponding control information, such as electronic controllers, servers, virtual machines, desktop computers, notebook computers, tablet computers, or smartphones, which is understood by those skilled in the art to which this invention pertains.

[0011] The vehicle turning warning method of the present invention is executed when a vehicle is turning, including: detecting an obstacle from a turning side of a main body of the vehicle to obtain a relative position of the obstacle relative to a reference point of the main body of the vehicle; wherein, the relative position is defined as obstacle position information; acquiring first turning information and receiving vehicle body information, wherein the first turning information is a turning angle of the main body of the vehicle, and the vehicle body information is the dimensions between multiple preset positions of the main body of the vehicle; and calculating a second turning information of the main body of the vehicle based on the vehicle body information and the first turning information by means of a calculation control unit. The turning information includes an instantaneous turning center, a first turning radius, and a second turning radius. Based on the vehicle information, the obstacle position information, and the second turning information, the calculation control unit calculates an obstacle position radius, which is the distance between the obstacle and the instantaneous turning center. The calculation control unit determines whether the obstacle position radius is between a warning turning radius and the second turning radius. If the obstacle position radius is not less than the warning turning radius and not greater than the second turning radius, a warning signal is issued. The warning turning radius is related to the first turning radius, and the first turning radius is smaller than the second turning radius.

[0012] The vehicle turning warning system of the present invention includes: a vehicle having a main body; an obstacle detection module, at least mounted on the main body, for detecting an obstacle and obtaining a relative position of the obstacle relative to a reference point of the main body; a turning information module for obtaining first turning information when the vehicle is turning; a pre-established database having vehicle information; a warning unit for generating a predetermined warning signal in a specific state; and a computing control unit coupled to the obstacle detection module, the turning information module, the pre-established database and the warning unit, and executing the vehicle turning warning method as described above.

[0013] Accordingly, the vehicle turning warning method and system of the present invention can, when a vehicle is turning, convert the vehicle body information and the first turning information to calculate the first turning radius and the second turning radius, define the instantaneous turning center, and then calculate the radius of the obstacle position based on the instantaneous turning center. The magnitudes of these radius values ​​can be directly and easily compared to determine whether the obstacle is within a defined warning range. This significantly simplifies computer processing time, improves data processing speed, and achieves more real-time calculation and judgment. Thus, by determining the warning range, collisions between the vehicle and obstacles during turning can be avoided, improving driving safety; and by directly and easily comparing the magnitudes of these radius values, the computer's data processing speed can be improved, simplifying and accelerating computer operations.

[0014] Specifically, the obstacle's position information can be used to calculate the first obstacle's lateral and longitudinal distances relative to the obstacle detection module. A compensation information from the obstacle's position information can be used for coordinate transformation to convert the first obstacle's lateral and longitudinal distances into second obstacle lateral and longitudinal distances relative to the instantaneous turning center, respectively. Based on these second obstacle lateral and longitudinal distances, the obstacle's position radius relative to the instantaneous turning center can be calculated. Thus, by utilizing coordinate transformation and compensation information, the distance of the obstacle relative to the instantaneous turning center can be obtained, enabling accurate and rapid determination of whether the obstacle is located within a warning area.

[0015] The vehicle information may include a rear wheel track, a rear wheel width, a first longitudinal wheelbase, and a first length; wherein, when the first turning information includes a steering wheel angle and a steering reduction ratio, the first turning radius is calculated using the following formula:

[0016]

[0017] Wherein, R1 represents the first turning radius, which is used to define the distance between the rear wheel on the turning side of the main vehicle body and the instantaneous turning center; L represents the first longitudinal wheelbase, which is used to define the vertical distance between the front wheel axle and the first rear wheel axle of the main vehicle body; φ represents the steering angle of the steering wheel; N represents the steering reduction ratio; Dt represents the rear wheel spacing; and Wt represents the rear wheel width.

[0018] The first turning information includes the rotational speed of a rear wheel closer to one turning side and the rotational speed of another rear wheel farther from that turning side. The first turning radius is calculated using the following formula:

[0019]

[0020] Where Vi represents the rotational speed of the rear wheel closer to the turning side; Vo represents the rotational speed of the other rear wheel farther away from the turning side.

[0021] The second turning radius is calculated using the following formula:

[0022]

[0023] Wherein, Lc represents the first length, which is used to define a vertical distance from one front end of the main body to the first rear axle.

[0024] The instantaneous turning center is defined as a position extending outward from the turning side along a direction of the first rear wheel axle, extending outward from the turning side by the first turning radius.

[0025] Thus, by using the above formula, the first turning radius, the second turning radius, and the instantaneous turning center can be obtained, thereby calculating the warning area and determining whether the obstacle is located within the warning area, which has the effect of improving driving safety.

[0026] The vehicle also has an accessory vehicle body, which is pivotally connected to the main vehicle body via a pivot. The accessory vehicle body information further includes a second longitudinal wheelbase, a first width, a second width, and a third longitudinal wheelbase. The second turning information also includes a pivot point turning radius and a third turning radius. The pivot point turning radius is calculated using the following formula:

[0027]

[0028] Among them, R CP W1 represents the turning radius of the pivot point, used to define a distance between the pivot and the instantaneous turning center; W1 represents the first width, used to define a maximum profile width of the main body; m represents a vertical length from the pivot to the first rear axle.

[0029] The third turning radius is calculated using the following formula:

[0030]

[0031] Wherein, R3 represents the third turning radius, used to define the shortest distance between the accompanying vehicle and the instantaneous turning center Oc; L T W1 represents a vertical length from the pivot point to a second rear axle; W2 represents the second width, used to define a maximum profile width of the attached vehicle body.

[0032] Thus, by using the above formula, the third turning radius of the attached vehicle body can be obtained, which can be used to more accurately define the warning turning radius of the vehicle with the attached vehicle body, and can more accurately determine whether the obstacle is located in the warning zone, so as to avoid the vehicle from colliding with the obstacle when turning, thus improving driving safety.

[0033] In the case where the obstacle detection module is a radar sensor, the radar sensor defines a first vector direction and a second vector direction perpendicular to the first vector direction. The radius of the obstacle's position can be calculated using the following formula:

[0034] h = dr·sin(γ+β);

[0035] g = R1 - (h - Cv1);

[0036] e = -dr·cos(γ+β);

[0037] f = (Lc - Cv2) - e;

[0038]

[0039] Where h represents the lateral distance of the first obstacle; dr represents the distance between the obstacle and the radar sensor; γ represents an installation angle, which is the angle between the first vector direction and the rotating side; β represents the angle between the obstacle and the first vector direction; g represents the lateral distance of the second obstacle; Cv1 represents a first compensation value in the compensation information; e represents the longitudinal distance of the first obstacle; f represents the longitudinal distance of the second obstacle; Cv2 represents a second compensation value in the compensation information; R OBJ This represents the radius of the obstacle's location. Thus, using the formula above, the radius of the obstacle's location, defined by the shortest distance between the obstacle sensed by the radar sensor and the instantaneous turning center, can be quickly and accurately obtained. This allows for the determination of whether the obstacle is within the warning zone, preventing the vehicle from colliding with the obstacle while turning and improving driving safety.

[0040] In the case where the obstacle detection module consists of two ultrasonic sensors, the radius of the obstacle's location can be calculated using the following formula:

[0041]

[0042] g = R1 - (h - Cv1);

[0043]

[0044]

[0045]

[0046] Where h represents the lateral distance of the first obstacle; G represents an installation spacing between the two ultrasonic sensors; d1 represents a distance between the obstacle and one of the two ultrasonic sensors; d2 represents another distance between the obstacle and the other of the two ultrasonic sensors; S represents the sum of the first distance, the second distance, and the installation spacing divided by two; g represents the lateral distance of the second obstacle; Cv1 represents a first compensation value in the compensation information; e represents the longitudinal distance of the first obstacle; f represents the longitudinal distance of the second obstacle; Lc represents the first length, used to define a vertical distance from one front end of the main vehicle body to the first rear wheel axle; Cv2 represents a second compensation value in the compensation information; α represents the angle between a line segment formed by the distance from the obstacle to one of the two ultrasonic sensors and a line segment formed by the longitudinal distance of the first obstacle; R OBJ This represents the radius of the obstacle's location. Thus, using the formula above, the radius of the obstacle's location, defined by the shortest distance between the obstacle sensed by the two ultrasonic sensors and the instantaneous turning center, can be quickly and accurately obtained. This allows for the determination of whether the obstacle is within the warning zone, preventing the vehicle from colliding with the obstacle during turning and improving driving safety.

[0047] The warning turning radius is equal to the first turning radius. Thus, the warning turning radius is defined as the shortest distance between the instantaneous turning center and the main vehicle body, and is used to determine whether the obstacle is located in the warning zone, thereby preventing the vehicle from colliding with the obstacle when turning and improving driving safety.

[0048] Specifically, when the third radius is not less than the first turning radius, the warning turning radius is equal to the first turning radius; when the third radius is less than the first turning radius, the warning turning radius is equal to the third turning radius. This allows for a more precise definition of the warning turning radius of a vehicle with the attached body, and a more accurate determination of whether an obstacle is located within the warning zone, thus preventing the vehicle from colliding with obstacles during turning and improving driving safety.

[0049] Specifically, the warning turning radius can be reduced by a first adjustment value and / or the second turning radius can be increased by a second adjustment value, where both the first and second adjustment values ​​are positive zero. Thus, the first and / or second adjustment values ​​can be added as needed to appropriately adjust the warning area, more effectively preventing the vehicle from colliding with obstacles while turning, thereby improving driving safety. Attached Figure Description

[0050] Figure 1 This is a schematic diagram of the system architecture of a preferred embodiment of the present invention.

[0051] Figure 2 This is a top view schematic diagram of a vehicle having a main body shape in a preferred embodiment of the present invention.

[0052] Figure 3 For example Figure 2 A top-down view of radar sensors used in China.

[0053] Figure 4 For example Figure 3 The diagram shown is a partial enlargement.

[0054] Figure 5 For example Figure 2 A top-view diagram illustrating the use of ultrasonic sensors in China.

[0055] Figure 6 For example Figure 2 The vehicle shown also has a top-view diagram of its accompanying vehicle body.

[0056] Figure 7 This is a schematic diagram of the warning area of ​​the present invention.

[0057] [Explanation of Labels in the Attached Image]

[0058] 1: Vehicle

[0059] 10: Main vehicle body

[0060] 10': Accompanying vehicle body

[0061] 10a: Turning side

[0062] 10b: The other side

[0063] 10f: Front

[0064] 10r: Rear side

[0065] 11: Front wheel

[0066] 11a: Front wheel on the turning side

[0067] 11b: The other front wheel

[0068] 12: Rear wheel

[0069] 12a: Rear wheel on the turning side

[0070] 12b: The other rear wheel

[0071] 2: Obstacle Detection Module

[0072] 21: Radar Sensor

[0073] 22: Ultrasonic sensor

[0074] 3: Turning Information Module

[0075] 4: Pre-built database

[0076] 5: Warning Unit

[0077] 6: Computation and Control Unit

[0078] A10: First longitudinal axis

[0079] A10': Second longitudinal axis

[0080] A10a: Auxiliary longitudinal axis

[0081] A11: Front axle

[0082] A12: First rear wheel axle

[0083] A12': Second rear axle

[0084] Aw: Warning Turning Area

[0085] ad1: First adjustment value

[0086] ad2: Second adjustment value

[0087] Dt: Rear wheel track

[0088] D H Horizontal distance

[0089] D V Longitudinal distance

[0090] d1, d2, dr: Distance

[0091] e: Longitudinal distance of the first obstacle

[0092] f: Longitudinal distance of the second obstacle

[0093] G: Installation spacing

[0094] g: Lateral distance to the second obstacle

[0095] h: Lateral distance from the first obstacle

[0096] L: First longitudinal wheelbase

[0097] Lc: First length

[0098] L T Third longitudinal wheelbase

[0099] m: Second longitudinal wheelbase

[0100] O: Obstacle

[0101] Oc: Instantaneous turning center

[0102] Wt: Rear wheel width

[0103] Pr: Reference point

[0104] R1: First turning radius

[0105] R2: Second turning radius

[0106] R3: Third turning radius

[0107] R CP Pivot point turning radius

[0108] R OBJ obstacle location radius

[0109] RW: Warning Turning Radius

[0110] First vector direction

[0111] Second vector direction

[0112] W1: First width

[0113] W2: Second width

[0114] α,β: included angle

[0115] γ: Installation angle

[0116] λ: Steering angle Detailed Implementation

[0117] To make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments of the present invention are described below in conjunction with the accompanying drawings; in addition, those symbols that are used in different drawings are considered to be the same and their descriptions will be omitted.

[0118] Please refer to Figure 1 The diagram shown is a system architecture schematic of a preferred embodiment of the vehicle turning warning system of the present invention. It includes a vehicle 1, which comprises an obstacle detection module 2, a turning information module 3, a pre-established database 4, a warning unit 5, and a calculation and control unit 6. The calculation and control unit 6 is coupled to the obstacle detection module 2, the turning information module 3, the pre-established database 4, and the warning unit 5, thereby calculating and determining whether an obstacle O is within a warning range A based on relevant information in the obstacle detection module 2, the turning information module 3, and the pre-established database 4. W Chinese (e.g.) Figure 7 (As shown).

[0119] Please refer to Figure 2As shown, this is a first embodiment of the vehicle 1 of the present invention. The vehicle 1 has a main body 10 with a front end 10f, a turning side 10a, another side 10b opposite to the turning side 10a, a set of front wheels 11, and a set of rear wheels 12. The main body 10 has a first longitudinal axis A10. Specifically, the main body 10 also has a rear end 10r opposite to the front end 10f. The ends of the turning side 10a and the other side 10b are respectively connected to the front end 10f and the rear end 10r to form an outline of the main body. This outline is preferably a rectangle used to indicate the maximum size boundary of the main body 10, rather than to limit various changes in the shape of the vehicle 1 of the present invention. Preferably, the set of front wheels 11 is associated with a steering wheel (not shown) so that when the steering wheel is turned, a corresponding steering / turning angle is generated, enabling the main body 10 to turn in the direction of the turning side 10a while in motion. Preferably, the first longitudinal axis A10 passes through the geometric center of the main body 10, and the set of front wheels 11 and the set of rear wheels 12 are symmetrically arranged with an even number of wheels along the first longitudinal axis A10. In one embodiment, there are two front wheels 11, each with a turning-side front wheel 11a and a turning-side front wheel 11b; and there are two rear wheels 12, each with a turning-side rear wheel 12a and a turning-side rear wheel 12b. It should be noted that the number of wheels described above is only used to illustrate and understand the embodiments of the present invention and is not intended to limit the present invention.

[0120] Specifically, the main body 10 includes the following configuration: a front axle A11 is defined between the front wheels 11, particularly between the centers of the two front wheels 11a and 11b. A first rear axle A12 is defined between the rear wheels 12, particularly between the centers of the two rear wheels 12a and 12b; a length between the rear wheels 12, particularly between the centers of the two rear wheels 12a and 12b, defines a rear wheel spacing Dt; each rear wheel 12, such as each rear wheel 12a and 12b, has a rear wheel width Wt. The vertical distance from the front end 10f of the main body 10, particularly at the connection between the turning side 10a and the front end 10f, to the first rear axle A12 defines a first length Lc; preferably, the first length Lc can be a maximum vertical distance from the first rear axle A12 to the front end 10f. The vertical distance between the front axle A11 and the first rear axle A12 is defined as a first longitudinal wheelbase L. Wherein, the direction of the (maximum vertical distance) and (vertical distance) is parallel to the direction of the first longitudinal axis A10.

[0121] like Figure 2As shown, the obstacle detection module 2 is installed on the main vehicle body 10, particularly at least on the turning side 10a, to detect at least one obstacle O (the obstacle O can be a moving or stationary object), and to obtain the relative position of the obstacle O relative to a reference point Pr of the main vehicle body 10. This relative position is defined as obstacle position information. Preferably, the obstacle detection module 2 is installed on at least both sides 10a and 10b of the main vehicle body 10 to detect the obstacle O when the vehicle 1 makes any side turn. In this invention, for ease of explanation, only one side (the turning side 10a) is used as an example, and it is not intended to limit the invention.

[0122] Better, such as Figure 3 As shown, the obstacle detection module 2 can be composed of at least one radar sensor 21, which defines a first vector direction. With a second vector direction Perpendicular to the direction of the first vector The radar sensor 21 extends its sensing range by one direction towards the second vector direction. With the radar sensor 21 installed on the turning side 10a, the second vector direction... It is positioned in a direction away from the other side 10b, and the first vector direction The first longitudinal axis A10 is positioned away from the rear end 10r and defined at an angle γ with an auxiliary longitudinal axis A10a, which is parallel to the first longitudinal axis A10. In other words, the mounting angle γ can be the first vector direction. An angle between the obstacle O and the rotating side 10a; the mounting angle γ is preferably an acute angle; therefore, the radar sensor 21 can detect a distance dr between the obstacle O and the radar sensor 21 and the obstacle O and the first vector direction. An included angle β between them. Additionally, the radar sensor 21 is mounted at a relative position on the main vehicle body 10 and recorded. This relative position information may include a reference point Pr with a position on the main vehicle body 10 as a reference, and compensation information is established based on the positional difference between the radar sensor 21 and the reference point Pr. This compensation information may be a combination of a length and an angle, or it may be two compensation values ​​with mutually perpendicular directions. Preferably, the compensation information is a first compensation value Cv1 and a second compensation value Cv2, wherein... Figure 4 For example, the first compensation value Cv1 and the second compensation value Cv2 can be a longitudinal distance D between the radar sensor 21 and the reference point Pr. V With a lateral distance D H The obstacle location information includes the distance dr and the included angle β, and preferably also includes the reference point Pr and the first compensation value Cv1 (e.g., the longitudinal distance D).V ) and the first compensation value Cv1 (e.g., the lateral distance D) H This allows for a more precise determination of the position of the obstacle O relative to the vehicle body.

[0123] Better, such as Figure 5 As shown, the obstacle detection module 2 can be composed of at least two ultrasonic sensors 22, with a mounting gap G between them. Therefore, it can detect the distances d1 and d2 between the obstacle O and one of the at least two ultrasonic sensors 22. Specifically, distance d1 can be the distance between the obstacle O and the sensor closer to the front end 10f, and distance d2 can be the distance between the obstacle O and the sensor farther from the front end 10f. If the obstacle detection module 2 has three or more ultrasonic sensors 22, the mounting gap G between adjacent sensors can be different. Furthermore, the relative position of at least one of the at least two ultrasonic sensors 22 mounted on the main vehicle body 10 is recorded, for example, using the reference point Pr of the aforementioned radar sensor 21 and the first compensation value Cv1 (e.g., the longitudinal distance D). V ) and the first compensation value Cv1 (e.g., the lateral distance D) H The method of recording is used to more accurately obtain the position of the obstacle O relative to the vehicle body; among which, using Figure 5 For example, due to the lateral distance D H The value is zero, so it is not displayed.

[0124] It should be noted that the sensor of the obstacle detection module 2 may also be composed of the radar sensor 21 and the ultrasonic sensor 22, or is not limited to the radar sensor 21 or the ultrasonic sensor 22. Furthermore, the sensor of the obstacle detection module 2 is installed at a relative position on the main vehicle body 10 and recorded, so that the position of the sensed obstacle O relative to the sensor can be converted into a relative position of the main vehicle body 10 or a momentary turning center Oc using the aforementioned compensation information (e.g., the first compensation value Cv1 and the second compensation value Cv2); wherein the obstacle position information includes the compensation information.

[0125] The turning information module 3 is installed on the main body 10 and is used to acquire a first turning information when the vehicle 1 is turning. The first turning information is a turning angle information of the main body 10, including the steering wheel angle or the wheel speed between the rear wheels. The first turning information can be a steering wheel angle or a wheel speed of the rear wheels 12 of the vehicle 1. In an example where the first turning information is a steering wheel angle, the turning information module 3 may have a steering wheel angle sensor (not shown) to sense a steering wheel angle φ; therefore, the first turning information may include the steering wheel angle φ and the angle reduction ratio N, where the ratio of the steering angle φ to the angle reduction ratio N is a steering angle λ of the front wheel 11a on the turning side (as shown in Figure 2, the steering angle λ is the angle between a direction from the center of the front wheel 11a on the turning side to the instantaneous turning center Oc and a direction extending from the center of the front wheel 11a on the turning side parallel to the first longitudinal axis A10). In one example where the first turning information is a wheel speed of the group of rear wheels 12, each of the two rear wheels in the group of rear wheels 12 has a wheel speed sensor (not shown) to obtain a rotational speed Vi of the rear wheel closer to the turning side 10a and another rotational speed Vo of the other rear wheel farther away from the turning side 10a; in this embodiment, the turning side rear wheel 12a has the rotational speed Vi, and the other side rear wheel 12b has the rotational speed Vo.

[0126] The pre-established database 4 can be a component with functions such as data reception, storage, and transmission, and includes vehicle body information. This vehicle body information comprises dimensions (including, for example, length, angle, etc.) between multiple preset positions (e.g., specific positions, specific components, or specific structural features) of the main vehicle body 10, used to calculate an instantaneous turning center Oc, a first turning radius R1, and a second turning radius R2 of the main vehicle body 10 in conjunction with the first turning information. The vehicle body information includes the rear wheel track Dt, the rear wheel width Wt, the first longitudinal wheelbase L, and the first length Lc. Optionally, the relevant information detected or recorded by the sensor module 2 and the turning information module 3 can also be integrated and stored in the pre-established database 4.

[0127] The warning unit 5 is used to generate a predetermined warning signal that can be perceived in a specific state to alert the driver. The predetermined warning signal may be at least one of a predetermined sound, a predetermined light, or a predetermined vibration, or it may display a message and / or an image, for example, via a display screen. Furthermore, the warning unit 5 may be installed on the main body 10, worn by a user (e.g., the driver), or be a portable device; in the form of a portable device, the warning unit 5 may be, for example, a wireless headset that can emit a predetermined sound, or it may be, for example, a smartphone that can emit at least one of a predetermined sound, a predetermined light, or a predetermined vibration.

[0128] The computing control unit 6 can be a component with functions such as data processing, signal generation, drive control, and data storage. The computing control unit 6 can also be a microcontroller (MCU); preferably, it can be considered a computer or a processor within a computer. The computing control unit 6 is coupled to the obstacle detection module 2, the turning information module 3, the pre-established database 4, and the warning unit 5. Therefore, the computing control unit 6 performs the following steps.

[0129] Step S1: As Figure 1 , 2 As shown, when the vehicle 1 is turning, the calculation control unit 6 calculates a second turning information of the main vehicle 10 based on the vehicle body information in the pre-established database 4 and the first turning information of the turning information module 3. The second turning information has a first turning radius R1 and a second turning radius R2, and defines an instantaneous turning center Oc.

[0130] like Figure 2 As shown, based on the pattern of the first turning information, the formula for calculating the first turning radius R1 is the following formula (1-1A) or (1-1B):

[0131]

[0132]

[0133] Formula (1-1A) corresponds to the case where the first turning information is the steering angle of the steering wheel, and formula (1-1B) corresponds to the case where the first turning information is the wheel speed of the rear wheels 12 of the vehicle 1. The first turning radius R1 is used to define a minimum distance between a profile of the main body 10 and the instantaneous turning center Oc; preferably, in this example, the first turning radius R1 defines a distance between the turning-side rear wheel 12a of the main body 10 and the instantaneous turning center Oc.

[0134] like Figure 2 As shown, the formula for calculating the second turning radius R2 is as follows (1-2):

[0135]

[0136] The second turning radius R2 is used to define the maximum distance between the profile of the main vehicle body 10 on the turning side 10a and the instantaneous turning center Oc.

[0137] like Figure 2 As shown, the instantaneous turning center Oc is defined as a position extending outward from the turning side 10a along a direction of the first rear wheel axle A12 from the turning side 10a to the first turning radius R1.

[0138] Step S2: The calculation control unit 6 calculates a distance between the obstacle O and the instantaneous turning center Oc based on the vehicle information, the obstacle position information, and the second turning information, and defines it as an obstacle position radius R. OBJ Based on the state of the sensors in obstacle detection module 2, the radius R of the obstacle's location is determined. OBJ The calculation formulas are explained below.

[0139] like Figures 3-4 As shown, in the case where the obstacle detection module 2 is a radar sensor 21, the obstacle's position radius R OBJ The calculation formula can be obtained from the following formulas (2-1A) to (2-5A):

[0140] h=dr·sin(γ+β), (2-1A)

[0141] g = R1 - (h - Cv1), (2-2A)

[0142] e = -dr·cos(γ+β), (2-3A)

[0143] f = (Lc - Cv²) - e, (2-4A)

[0144]

[0145] Where h represents the lateral distance between obstacle O and radar sensor 21 as a first obstacle; when the first vector direction is set away from the other side 10b, the mounting angle γ is positive; when the first vector direction is set towards the other side 10b, the mounting angle γ is negative; g represents the lateral distance between obstacle O and instantaneous turning center Oc obtained by means of the first compensation value Cv1, wherein the first compensation value Cv1 in this example is the lateral distance D.H e represents the longitudinal distance between obstacle O and radar sensor 21 as a first obstacle; f represents the longitudinal distance between obstacle O and instantaneous turning center Oc obtained by using the second compensation value Cv2, wherein the second compensation value Cv2 is the longitudinal distance D in this example. V In detail, the aforementioned (longitudinal distance) is parallel to the direction of the first longitudinal axis A10, and the aforementioned (lateral distance) is perpendicular to the direction of the first longitudinal axis A10.

[0146] like Figure 5 As shown, in the case where the obstacle detection module 2 is an ultrasonic sensor 22, the obstacle's position radius R OBJ The calculation formula can be obtained from the following formulas (2-1B) to (2-5B):

[0147]

[0148] g = R1 - (h - Cv1), (2-2B)

[0149]

[0150]

[0151]

[0152] Where h represents the first lateral distance between obstacle O and ultrasonic sensor 22; g represents the second lateral distance between obstacle O and instantaneous turning center Oc obtained with the aid of the first compensation value Cv1, wherein the first compensation value Cv1 in this example is the lateral distance D. H e represents the longitudinal distance between obstacle O and the ultrasonic sensor 22 as a first obstacle; f represents the longitudinal distance between obstacle O and the instantaneous turning center Oc obtained by means of the second compensation value Cv2, wherein the second compensation value Cv2 in this example is the longitudinal distance D. V α represents the angle between a line segment formed by the distance d1 from the obstacle O to one of the two ultrasonic sensors 22 and a line segment formed by the longitudinal distance e from the first obstacle. Specifically, the aforementioned (longitudinal distance) is parallel to the direction of the first longitudinal axis A10, and the aforementioned (lateral distance) is perpendicular to the direction of the first longitudinal axis A10.

[0153] Step S3: As shown in Figure 2, the calculation and control unit 6 determines the radius R of the obstacle's position. OBJ Whether the turning radius is between a warning turning radius RW and a second turning radius R2 can be determined by the following criteria:

[0154] Determine if R OBJ ≥RW and R OBJ ≤R2 (3-1)

[0155] Where RW=R1 (3-2)

[0156] Wherein, the radius R at the location of the obstacle OBJ When the warning turning radius RW is between the second turning radius R2, the calculation control unit 6 controls the warning unit 5 to issue the preset warning signal.

[0157] It should be noted that the pre-established database 4, the warning unit 5, and the operation control unit 6 can be separate or integrated software or hardware components. For example, they can be integrated into one computer hardware or separately established in different computer hardware. Preferably, for example, when integrated into one computer, the computer can be a vehicle computer located in the main vehicle body 10, or the computer can be remotely set and coupled.

[0158] Please refer to Figure 6 As shown, this is a second embodiment of the vehicle 1 of the present invention. The main difference between this embodiment and the first embodiment described above is that in this embodiment, the vehicle 1 further includes an accessory body 10', for example, a body driven by the main body 10. The accessory body 10' has a second longitudinal axis A10' and a second rear axle A12', and the accessory body 10' is pivotally connected to the main body 10 by a pivot 13. Preferably, the second longitudinal axis A10' passes through the geometric center of the accessory body 10', and the pivot 13 is located at an intersection of the first longitudinal axis A10 and the second longitudinal axis A10'. The body information further includes a second longitudinal wheelbase m, a first width W1, a second width W2, and a third longitudinal wheelbase L. T The second longitudinal wheelbase m is a vertical length between the pivot 13 and the first rear axle A12; the first width W1 is a profile width of the main body 10 in the direction perpendicular to the first longitudinal axis A10, preferably a maximum profile width; the second width W2 is a profile width of the auxiliary body 10' in the direction perpendicular to the second longitudinal axis A10', preferably a maximum profile width; the third longitudinal wheelbase L T The vertical length from the pivot point 13 to a second rear wheel axle A12'.

[0159] According to the second state of the vehicle 1 of the present invention, the second turning information of the calculation control unit 6 in step S1, in addition to having the first turning radius R1, the second turning radius R2, and the instantaneous turning center Oc, also has a pivot turning radius R. CPWith a third turning radius R3.

[0160] The turning radius of the pivot point is R. CP Define a distance between the pivot and the instantaneous turning center, and define the turning radius R of the pivot point. CP The calculation formula is as follows (1-3):

[0161]

[0162] The third turning radius R3 defines the shortest distance between the accompanying vehicle body 10' and the instantaneous turning center Oc. The formula for calculating the third turning radius R3 is as follows (1-4):

[0163]

[0164] In the calculation formula of the operation control unit 6 in step S2, the second state of the vehicle 1 of the present invention is the same as the first state.

[0165] In the judgment condition of the operation control unit 6 in step S3, the second state of the vehicle 1 of the present invention also determines the obstacle position radius R. OBJ Whether the turning radius is between a warning turning radius RW and a second turning radius R2 can be determined by the following criteria:

[0166] Determine if R OBJ ≥RW and R OBJ ≤R2 (3-1)

[0167] Where RW=R3 (3-2')

[0168] Wherein, the radius R at the location of the obstacle OBJ When the warning turning radius RW is between the second turning radius R2, the calculation control unit 6 controls the warning unit 5 to issue the preset warning signal.

[0169] Please refer to Figure 7 Therefore, whether in the first state of the vehicle 1 of the present invention (having the main body 10) or in the second state of the vehicle 1 of the present invention (having the main body 10 and the auxiliary body 10'), the radius R of the obstacle position can be determined in step S3 by means of the calculation control unit 6. OBJIf the obstacle O is located between the warning turning radius RW and the second turning radius R2, and the result is yes, the calculation control unit 6 controls the warning unit 5 to issue the preset warning signal, thereby reminding the driver to pay attention to the detection of an obstacle O in a warning area Aw, so as to improve driving safety. The warning area Aw is the range defined by the warning turning radius RW and the second turning radius R2. Preferably, the range of the warning area Aw can be appropriately expanded to improve safety; for example, the warning turning radius RW can be reduced by a first adjustment value ad1 and / or the second turning radius R2 can be increased by a second adjustment value ad2, where the first adjustment value ad1 and the second adjustment value ad2 are positive values.

[0170] According to the aforementioned system, when vehicle 1 is turning, the present invention can implement a vehicle 1 turning warning method, including the following process:

[0171] Process P1: such as Figure 2 As shown, an obstacle O is detected from the turning side 10a of the main body 10 of the vehicle 1, and a relative position of the obstacle O relative to the reference point Pr of the main body 10 is obtained; wherein, the relative position is defined as obstacle position information. Specifically, the obstacle position information is detected by the obstacle detection module 2; preferably, the obstacle detection module 2 can be at least one radar sensor 21 (such as...). Figure 3 (as shown) or the at least two ultrasonic sensors 22 (such as Figure 4 (As shown).

[0172] Process P2: Acquire the first turning information and receive the vehicle body information. The first turning information is a turning angle of the main vehicle body 10; the vehicle body information is the dimensions between multiple preset positions of the main vehicle body 10, used to calculate the instantaneous turning center Oc, the first turning radius R1, and the second turning radius R2 of the main vehicle body 10 with the first turning information. Specifically, the first turning information is acquired by the turning information module 3; preferably, the turning information module 3 can be a steering wheel angle sensor for detecting a steering angle of a steering wheel, or a wheel speed sensor for detecting the rotational speed of two rear wheels or each rear wheel individually in the set of rear wheels 12. The vehicle body information is pre-established or input and stored in the pre-established database 4.

[0173] Process P3: Perform the following steps using a computation control unit 6:

[0174] Step S1: Based on the vehicle body information and the first turning information, calculate the second turning information of the main vehicle body. The second turning information includes the instantaneous turning center Oc, the first turning radius R1, and the second turning radius R2; wherein the first turning radius R1 is smaller than the second turning radius R2. Specifically, depending on the state of the turning information module 3, the first turning radius R1 can be calculated according to the above formula (1-1A) or (1-1B); the second turning radius R2 can be calculated according to the above formula (1-2); the instantaneous turning center Oc can be defined by extending the first turning radius R1 outward from the turning side 10a along one direction of the first rear wheel axle A12. When the vehicle 1 has a main vehicle body 10 and an auxiliary vehicle body 10', the pivot turning radius R can be calculated according to the above formula (1-3). CP The third turning radius R3 can be calculated using the formula (1-4) above.

[0175] Step S2: Based on the vehicle information, the obstacle position information, and the second turning information, calculate the obstacle position radius R, which is the distance between the obstacle O and the instantaneous turning center Oc. OBJ In detail, when the obstacle detection module 2 is a radar sensor 21, the radius R of the obstacle's position can be calculated using the formulas (2-1A) to (2-5A) above. OBJ When the obstacle detection module 2 is an ultrasonic sensor 22, the radius R of the obstacle's position can be calculated using the formulas (2-1B) to (2-5B) above. OBJ .

[0176] In detail, step S2 includes the following sub-steps S21 to S23.

[0177] In this sub-step S21, the obstacle position information is used to calculate the first obstacle lateral distance h and the first obstacle longitudinal distance e relative to the obstacle detection module 2, for example, corresponding to formulas (2-1A), (2-1B), (2-3A), and (2-3B).

[0178] In this sub-step S22, coordinate transformation is performed. Using the compensation information in the obstacle position information, such as the first compensation value Cv1 and the second compensation value Cv2, the first obstacle lateral distance h and the first obstacle longitudinal distance e are respectively converted into the second obstacle lateral distance g and the second obstacle longitudinal distance f of obstacle O to the instantaneous turning center Oc, for example, corresponding to formulas (2-2A), (2-2B), (2-4A), and (2-4B).

[0179] In sub-step S23, the obstacle position radius R between the obstacle O and the instantaneous turning center Oc can be calculated based on the lateral distance g and the longitudinal distance f of the second obstacle. OBJ For example, the corresponding formulas (2-5A) and (2-5B).

[0180] Step S3: Determine the radius R of the obstacle's position. OBJ Is it between the warning turning radius RW and the second turning radius R2, at the obstacle location radius R OBJ A warning signal is issued when the turning radius is not less than the warning turning radius RW and not greater than the second turning radius R2; wherein the warning turning radius is related to the first turning radius (as in formula (3-2) or (3-2') above). Specifically, the judgment conditions used are defined as a combination of formulas (3-1) and (3-2) or a combination of formulas (3-1) and (3-2') above; wherein, when the vehicle 1 has only a single body (e.g., main body 10), it is preferable to use formula (3-2) above to define the warning turning radius RW; when the vehicle 1 has a main body 10 and an auxiliary body 10', it is preferable to use formula (3-2') above to define the warning turning radius RW, but this does not preclude the use of formula (3-2) above to define the warning turning radius RW. Preferably, as... Figure 7 As shown, the warning turning radius RW can be reduced by a first adjustment value ad1 and / or the second turning radius R2 can be increased by a second adjustment value ad2.

[0181] In summary, the vehicle turning warning system and method of the present invention can detect obstacles on the turning side in real time and dynamically when the vehicle is turning. Using a computational control module, it converts vehicle information and first turning information to calculate a first turning radius and a second turning radius, and defines an instantaneous turning center. Then, it converts the detected obstacle position information into an imaginary obstacle position radius based on the instantaneous turning center. By directly and easily comparing the obstacle position radius with the defined warning turning radius and second turning radius, it can determine whether the obstacle is within the defined warning area. This significantly simplifies computer computation time, improves the speed of data processing by the computer / processor, and achieves more real-time computation and judgment. Therefore, the vehicle turning warning system and method of the present invention not only improves driving safety but also enhances the speed of computer data processing.

Claims

1. A vehicle turning warning method, executed when a vehicle is turning, characterized in that, include: An obstacle is detected from a turning side of one of the main bodies of the vehicle to obtain a relative position of the obstacle relative to a reference point of the main body of the vehicle; wherein, the relative position is defined as obstacle position information; Acquire a first turning information and receive a vehicle body information, wherein the first turning information is a turning angle information of the main vehicle body, and the vehicle body information is the dimensions between multiple preset positions of the main vehicle body; Based on the vehicle information and the first turning information, a second turning information of the main vehicle is calculated by an arithmetic control unit. The second turning information includes an instantaneous turning center, a first turning radius, and a second turning radius. Based on the vehicle information, the obstacle location information, and the second turning information, the calculation control unit calculates an obstacle position radius relative to the instantaneous turning center; and The calculation and control unit determines whether the radius of the obstacle's position is between a warning turning radius and a second turning radius. If the radius of the obstacle's position is not less than the warning turning radius and not greater than the second turning radius, a warning signal is issued. Wherein, the warning turning radius is related to the first turning radius, the first turning radius being smaller than the second turning radius; and, the first turning information includes a steering wheel angle and a turning angle reduction ratio relationship, and / or the first turning information includes a rotational speed of a rear wheel closer to one turning side and another rotational speed of another rear wheel farther from the turning side; Using the obstacle position information, a first obstacle lateral distance and a first obstacle longitudinal distance relative to the obstacle detection module are calculated; using compensation information from the obstacle position information, coordinate transformation is performed to convert the first obstacle lateral distance and the first obstacle longitudinal distance into a second obstacle lateral distance and a second obstacle longitudinal distance relative to the instantaneous turning center, respectively; based on the second obstacle lateral distance and the second obstacle longitudinal distance, the obstacle position radius relative to the instantaneous turning center is calculated.

2. The vehicle turning warning method as described in claim 1, characterized in that, in, The vehicle information includes a rear wheel track, a rear wheel width, a first longitudinal wheelbase, and a first length; wherein, when the first turning information includes the relationship between the steering angle of the steering wheel and the steering angle reduction ratio, the first turning radius is calculated using the following formula: ， Wherein, R1 represents the first turning radius, used to define the distance between the rear wheel on the turning side of the main vehicle body and the instantaneous turning center; L represents the first longitudinal wheelbase, used to define the vertical distance between the front axle and the first rear axle of the main vehicle body; φ represents the steering angle of the steering wheel; N represents the steering reduction ratio; Dt represents the rear wheel spacing; Wt represents the rear wheel width; The first turning information includes the rotational speed of the rear wheel closer to the turning side and the rotational speed of the other rear wheel farther from the turning side. The first turning radius is calculated using the following formula: ， Where Vi represents the rotational speed of the rear wheel closer to the turning side; Vo represents the rotational speed of the other rear wheel farther away from the turning side; The second turning radius is calculated using the following formula: ， Wherein, Lc represents the first length, which is used to define a vertical distance from one front end of the main body to the first rear axle; The instantaneous turning center is defined as a position extending outward from the turning side along a direction of the first rear wheel axle, extending outward from the turning side by the first turning radius.

3. The vehicle turning warning method as described in claim 2, characterized in that, in, The vehicle also has an accessory body, which is pivotally connected to the main body via a pivot. This accessory body information further includes a second longitudinal wheelbase, a first width, a second width, and a third longitudinal wheelbase. The second turning information also includes a pivot point turning radius and a third turning radius. The pivot point turning radius is calculated using the following formula: ， Among them, R CP W1 represents the turning radius of the pivot point, used to define a distance between the pivot and the instantaneous turning center; W1 represents the first width, used to define a maximum profile width of the main body; m represents a vertical length from the pivot to the first rear axle. The third turning radius is calculated using the following formula: ， Wherein, R3 represents the third turning radius, used to define the shortest distance between the accompanying vehicle and the instantaneous turning center Oc; L T W1 represents a vertical length from the pivot point to a second rear axle; W2 represents the second width, used to define a maximum profile width of the attached vehicle body.

4. The vehicle turning warning method as described in claim 1, characterized in that, in, In the case where the obstacle detection module is a radar sensor, the radar sensor defines a first vector direction and a second vector direction perpendicular to the first vector direction. The radius of the obstacle's position can be calculated using the following formula: ； ； ； ； ； Where h represents the lateral distance of the first obstacle; dr represents a distance between the obstacle and the radar sensor; γ represents an installation angle, which is the angle between the first vector direction and the turning side; β represents the angle between the obstacle and the first vector direction; g represents the lateral distance of the second obstacle; Cv1 represents a first compensation value in the compensation information; e represents the longitudinal distance of the first obstacle; f represents the longitudinal distance of the second obstacle; Cv2 represents a second compensation value in the compensation information; R OBJ This indicates the radius of the obstacle's location.

5. The vehicle turning warning method as described in claim 1, wherein, In the case where the obstacle detection module consists of two ultrasonic sensors, the radius of the obstacle's location can be calculated using the following formula: ,where ; ； ； ， ； ； Where h represents the lateral distance of the first obstacle; G represents an installation spacing between the two ultrasonic sensors; d1 represents a distance between the obstacle and one of the two ultrasonic sensors; d2 represents another distance between the obstacle and the other of the two ultrasonic sensors; S represents the sum of the first distance, the second distance, and the installation spacing divided by two; g represents the lateral distance of the second obstacle; Cv1 represents a first compensation value in the compensation information; e represents the longitudinal distance of the first obstacle; f represents the longitudinal distance of the second obstacle; Lc represents the first length, used to define a vertical distance from one front end of the main body to a first rear wheel axle; Cv2 represents a second compensation value in the compensation information; α represents an angle between a line segment formed by the distance from the obstacle to one of the two ultrasonic sensors and a line segment formed by the longitudinal distance of the first obstacle; R OBJ This indicates the radius of the obstacle's location.

6. The vehicle turning warning method as described in any one of claims 1, 4, and 5, wherein, The warning turning radius is equal to the first turning radius.

7. The vehicle turning warning method as described in claim 3, wherein, The warning turning radius is equal to the third turning radius.

8. The vehicle turning warning method as described in any one of claims 1, 4, and 5, wherein, The warning turning radius can be reduced by a first adjustment value and / or the second turning radius can be increased by a second adjustment value, wherein the first adjustment value and the second adjustment value are values ​​greater than zero.

9. A vehicle turning warning system, characterized in that, include: A vehicle having a main body; An obstacle detection module is installed on the main body of the vehicle to detect an obstacle and obtain the relative position of the obstacle with respect to a reference point of the main body of the vehicle. A turning information module is used to obtain first turning information when the vehicle is turning; A pre-built database containing vehicle body information; An alert unit is used to generate a predetermined alert signal under a specific state; and An arithmetic control unit is coupled to the obstacle detection module, the turning information module, the pre-established database and the warning unit, and performs the vehicle turning warning method as described in any one of claims 1 to 8.

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