An anti-collision control method and a ground handling vehicle

Abstract

The present invention discloses an anti-collision control method and a ground handling vehicle. The anti-collision control method includes: traversing the first obstacle detection position information and the second obstacle detection position information; determining the second obstacle detection position information that matches the first obstacle detection position information, denoted as the third obstacle detection position information; respectively determining the straight-line distance between each third obstacle detection position information and the coordinate origin, and denoting the shortest straight-line distance as the obstacle distance; determining the target vehicle speed according to the obstacle distance, and determining the target braking force based on the target vehicle speed; obtaining the brake pipeline pressure measurement value, and determining the feedforward flow control quantity based on the target braking force and the brake pipeline pressure measurement value; determining the target deceleration according to the actual vehicle speed and the target vehicle speed, obtaining the actual deceleration, and determining the feedback flow control quantity according to the target deceleration and the actual deceleration; generating a brake solenoid valve control quantity according to the feedforward flow control quantity and the feedback flow control quantity.

Description

Technical Field

[0001] The embodiments of the present invention relate to automation technologies, and in particular, to an anti-collision control method and a ground handling vehicle. Background Art

[0002] According to the "China Aviation Oil Aircraft Refueling Standardized Operation Instruction Manual", the operation environment of airport refueling vehicles has the following risks: when a refueling vehicle is driving on the apron, there may be a risk of preempting with an aircraft; when the vehicle breaks down while crossing a taxiway, it may block the aircraft from taxiing; the refueling vehicle may collide with an aircraft; due to the narrow operation surface, there may be vehicle scratching events; the aircraft refueling connector or the refueling vehicle connector may be damaged; there may be personal injury collisions.

[0003] In the prior art, the advanced emergency braking (AEB) function for commercial vehicles applicable to structured roads has been compulsorily installed and implemented since May 1, 2021. When a vehicle is about to collide, the AEB system can avoid or reduce the collision by alarming and braking for traffic participants such as vehicles and pedestrians. However, this system cannot provide active safety protection for the airport operation environment (especially for passenger aircraft).

[0004] Different from commercial vehicles operating on structured roads, airport ground handling vehicles have their unique product forms and vehicle model update cycles, and generally do not meet the requirements for the anti-collision system to perform wire-controlled chassis braking through the CAN bus.

[0005] In the prior art, anti-collision warnings can be achieved by installing lidar or wireless ultraviolet devices on ground handling vehicles, but neither of the solutions intervenes in the longitudinal driving behavior of the vehicle, which depends on the driver's operation of the vehicle after receiving the warning prompt and cannot further ensure safety;

[0006] By installing lidar or wireless ultraviolet devices on ground handling vehicles, aircraft and other vehicles in the site can be identified, but it is not possible to identify the staff in the site well, and unnecessary false alarms may be caused by foreign objects (such as metal rods). Summary of the Invention

[0007] The present invention provides an anti-collision control method and a ground handling vehicle to automatically and stably achieve the anti-collision control of the vehicle.

[0008] In a first aspect, an embodiment of the present invention provides an anti-collision control method, including:

[0009] Traverse the first obstacle detection position information and the second obstacle detection position information;

[0010] Determine second obstacle detection position information matching the first obstacle detection position information, recorded as third obstacle detection position information;

[0011] Determine the straight-line distance between each of the third obstacle detection position information and the coordinate origin, and record the shortest straight-line distance as the obstacle distance;

[0012] determining a target vehicle speed according to the obstacle distance, and determining a target braking force based on the target vehicle speed;

[0013] Obtaining a brake line pressure measurement value, and determining a feedforward flow control amount based on the target braking force and the brake line pressure measurement value;

[0014] Determine a target deceleration according to the actual vehicle speed and the target vehicle speed, obtain the actual deceleration, and determine a feedback flow control amount according to the target deceleration and the actual deceleration;

[0015] A brake solenoid valve control quantity is generated according to the feedforward flow control quantity and the feedback flow control quantity.

[0016] Optionally, determining the target braking force based on the target vehicle speed includes:

[0017] Determine the rolling resistance of the vehicle based on the vehicle load, determine the acceleration resistance based on the target vehicle speed, and determine the feedforward braking force control amount according to the rolling resistance and the acceleration resistance of the vehicle;

[0018] determining a feedback braking force control amount based on the target vehicle speed and the actual vehicle speed;

[0019] The target braking force is determined according to the feedforward braking force control amount and the feedback braking force control amount.

[0020] Optionally, traversing the first obstacle detection position information includes:

[0021] If the target height confidence contained in the first obstacle detection position information is greater than the first confidence, the target existence confidence is greater than the second confidence, the target width is greater than the first width, the target longitudinal distance is less than the first longitudinal distance, and the target lateral distance is less than the first lateral distance, then the first obstacle detection position information is retained; otherwise, the first obstacle detection position information is discarded.

[0022] Optionally, traversing the second obstacle detection position information includes:

[0023] If the target existence confidence contained in the second obstacle detection position information is greater than the second confidence, the target longitudinal distance is less than the second longitudinal distance, and the target lateral distance is less than the second lateral distance, the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is discarded.

[0024] Optionally, determining the second obstacle detection position information that matches the first obstacle detection position information includes:

[0025] Determine the first obstacle plane area included in the first obstacle detection position information, and determine the matching area according to the first obstacle plane area;

[0026] Determine the second obstacle plane area included in the second obstacle position information;

[0027] Within the matching area, if there is an overlap between the first obstacle plane area and the second obstacle plane area, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

[0028] Optionally, it further includes classifying the image information included in the second obstacle detection position information;

[0029] If the classification result is one of vehicle or pedestrian, the confidence of the target included in the second obstacle detection position information is greater than the second confidence level, the target longitudinal distance is less than the second longitudinal distance, and the target lateral distance is less than the second lateral distance, then retain the second obstacle detection position information, otherwise eliminate the second obstacle detection position information.

[0030] Optionally, it further includes:

[0031] Determine the obstacle longitudinal distance and obstacle lateral distance corresponding to the obstacle distance;

[0032] Obtain the lane line lateral distance, lane line slope, lane line curvature, and lane line curvature change rate;

[0033] Determine the lane to which the vehicle belongs according to the obstacle longitudinal distance, obstacle lateral distance, lane line lateral distance, lane line slope, lane line curvature, and lane line curvature change rate.

[0034] Optionally, it further includes obtaining regional obstacle detection information, and determining the spatial obstacle distance according to the regional obstacle detection information;

[0035] Determine the target vehicle speed according to the spatial obstacle distance and / or the obstacle distance.

[0036] Optionally, after obtaining the regional obstacle detection information, it further includes:

[0037] Generate a numerical code according to the distance information included in the regional obstacle detection information.

[0038] Second aspect, an embodiment of the present invention further provides a ground handling vehicle, including a first obstacle detection device, a second obstacle detection device, a brake control valve, a brake line pressure sensor, and a controller;

[0039] The controller is respectively communicatively connected to the first obstacle detection device, the second obstacle detection device, the brake control valve, and the brake line pressure sensor;

[0040] The first obstacle detection device is used to provide first obstacle detection position information, the second obstacle detection device is used to provide second obstacle detection position information, and the brake line pressure sensor is used to provide a brake line pressure measurement value;

[0041] The controller is used to generate a brake solenoid valve control quantity, and the brake solenoid valve control quantity is used to control the brake control valve;

[0042] The controller is configured to generate the brake solenoid valve control quantity according to any one of the anti-collision control methods described in the embodiments of the present invention.

[0043] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention proposes an anti-collision control method. In this method, by the first obstacle detection position information and the second obstacle detection position information, various obstacle targets can be accurately identified in a complex environment (such as an airport environment) by determining obstacles through two types of obstacle detection position information. After identifying the obstacle target, a brake solenoid valve control quantity is generated in combination with the driving condition information of the vehicle, and the automatic control of the brake control valve is realized through the brake solenoid valve control quantity. Furthermore, when an obstacle target is detected, the vehicle is automatically controlled to brake at a certain deceleration according to the distance between the obstacle and the vehicle and the driving condition of the vehicle, so that the vehicle can actively achieve anti-collision. In addition, when generating the brake solenoid valve control quantity, the brake solenoid valve control quantity is generated by combining feedforward control and feedback control, which can ensure the stability and accuracy of the brake solenoid valve control quantity, and further improve the stability of anti-collision control. Description of the Drawings

[0044] Figure 1 is the flowchart of the anti-collision control method in the embodiment;

[0045] Figure 2 is the flowchart of another anti-collision control method in the embodiment;

[0046] Figure 3 is the schematic diagram of the detection area in the embodiment;

[0047] Figure 4 is the structural block diagram of the ground handling vehicle in the embodiment;

[0048] Figure 5 is the schematic diagram of the brake system structure in the embodiment;

[0049] Figure 6 It is another structural block diagram of the ground handling vehicle in the embodiment. Specific embodiments

[0050] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the sake of description, only the parts related to the present invention are shown in the accompanying drawings, rather than all the structures.

[0051] Embodiment 1

[0052] Figure 1 It is a flowchart of the anti-collision control method in the embodiment. Refer to Figure 1 , the anti-collision control method includes:

[0053] S101. Traverse the first obstacle detection position information and the second obstacle detection position information.

[0054] In this embodiment, it is set that the first obstacle detection position information and the second obstacle detection position information are respectively generated based on the measurement data of an obstacle detection sensor. The two obstacle detection sensors are respectively denoted as the first obstacle detection sensor and the second obstacle detection sensor, and it is set that the detection principles of the two obstacle detection sensors are different.

[0055] Exemplarily, in this embodiment, the detection ranges of the first obstacle detection sensor and the second obstacle detection sensor are not limited, and they can be a planar area or a spherical area.

[0056] In this embodiment, it is set that the adopted obstacle detection sensor can simultaneously measure multiple obstacles existing in the detection area.

[0057] In this embodiment, it is set that one first obstacle detection position information corresponds to one detected obstacle, and it is set that one first obstacle detection position information includes at least the spatial coordinates of the above-mentioned obstacle;

[0058] It is set that one second obstacle detection position signal corresponds to one detected obstacle, and it is set that one second obstacle detection position information includes at least the spatial coordinates of the obstacle;

[0059] Among them, the spatial coordinates may include the center point coordinates and / or contour coordinates of the obstacle.

[0060] Exemplarily, in this embodiment, the method for determining the spatial coordinates of the obstacle according to the measurement data of the obstacle detection sensor is not limited, which is related to the type of the selected obstacle detection sensor and is a prior art, and the specific content will not be elaborated in detail.

[0061] In this embodiment, during a single detection process, there may be multiple obstacles within the detection area. Correspondingly, there may be multiple first obstacle detection position information and multiple second obstacle detection position information.

[0062] Among them, the total number of obstacles detected by the first obstacle detection sensor may be the same as or different from the total number of obstacles detected by the second obstacle detection sensor.

[0063] S102. Determine the second obstacle detection position information that matches the first obstacle detection position information, denoted as the third obstacle detection position information.

[0064] In this embodiment, the following method can be used to determine whether the first obstacle detection position information matches the second obstacle detection position information:

[0065] If the straight-line distance between the center point coordinates included in a piece of first obstacle detection position information and the center point coordinates included in a piece of second obstacle detection position information is less than the set threshold, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

[0066] Alternatively, determine the obstacle area corresponding to the contour coordinates included in a piece of first obstacle detection position information, denoted as the first obstacle area, and determine the obstacle area corresponding to the contour coordinates included in a piece of second obstacle detection position information, denoted as the second obstacle area. If the overlapping area between the first obstacle area and the second obstacle area is greater than the set threshold, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

[0067] Exemplarily, in this embodiment, if the first obstacle detection position information matches the second obstacle detection position information, the corresponding first obstacle detection position information can also be denoted as the third obstacle detection position information.

[0068] Exemplarily, in this embodiment, when there may be multiple obstacles within the detection area, the determined third obstacle detection position information can also be multiple.

[0069] S103. Respectively determine the straight-line distance between each third obstacle detection position information and the coordinate origin, and denote the shortest straight-line distance as the obstacle distance.

[0070] In this embodiment, the coordinate origin is set as the origin in the vehicle coordinate system, and the straight-line distance from the coordinate origin is determined using the center point coordinates included in the third obstacle detection position information.

[0071] In this embodiment, when there are multiple third obstacle detection position information, the shortest linear distance among the calculated multiple linear distances is recorded as the obstacle distance.

[0072] S104. Determine the target vehicle speed according to the obstacle distance, and determine the target braking force based on the target vehicle speed.

[0073] In this embodiment, the target vehicle speed can be determined according to the obstacle distance in the following manner:

[0074] Determine the target vehicle speed MAP diagram through experience or simulation tests. After determining the obstacle distance, determine the corresponding target vehicle speed based on the target vehicle speed MAP diagram;

[0075] Or, set the target vehicle speed calculation formula through experience or simulation tests. After determining the obstacle distance, substitute the obstacle distance into the target vehicle speed calculation formula to obtain the corresponding target vehicle speed.

[0076] Exemplarily, in this embodiment, after determining the target vehicle speed, determine the target braking force corresponding to the target vehicle speed based on the closed-loop control method;

[0077] For example, a PID control method can be designed, with the target vehicle speed as the input and the target braking force as the output, and determine the target braking force corresponding to the target vehicle speed through the PID control method.

[0078] Exemplarily, in this embodiment, the target braking force corresponding to the target vehicle speed can also be determined through mathematical models such as a preset function model and a neural network model.

[0079] S105. Obtain the measured value of the brake pipeline pressure, and determine the feedforward flow control amount based on the target braking force and the measured value of the brake pipeline pressure.

[0080] In this embodiment, the brake pipeline is set as the pipeline in the braking system that is connected to the brake disc (or the corresponding brake execution component) in the vehicle; the measured value of the brake pipeline pressure represents the internal pressure value of the brake pipeline.

[0081] S106. Determine the target deceleration according to the actual vehicle speed and the target vehicle speed, obtain the actual deceleration, and determine the feedback flow control amount according to the target deceleration and the actual deceleration.

[0082] S107. Generate the brake solenoid valve control amount according to the feedforward flow control amount and the feedback flow control amount.

[0083] Combined with step S105 and step S106, in this embodiment, it is set to determine the brake solenoid valve control amount based on the feedforward control loop and the feedback control loop.

[0084] In this embodiment, a braking solenoid valve control quantity is set to control the braking solenoid valve in the braking system. When the braking solenoid valve is controlled, the pressure in the brake pipeline can be changed, thereby adjusting the braking force of the brake disc.

[0085] Exemplarily, in this embodiment, the feedforward flow control quantity determined based on the target braking force and the measured value of the brake pipeline pressure can be:

[0086] Design a vehicle braking system model, and determine the feedforward flow control quantity according to the vehicle braking system model. Among them, the vehicle braking system model can be:

[0087]

[0088] P = f / factor

[0089] In the formula, P represents the target pressure, P c represents the measured value of the brake pipeline pressure, ρ represents the set coefficient, g represents the acceleration due to gravity, S represents the specific resistance of the brake pipeline, L represents the length of the brake pipeline, f represents the target braking force, and factor represents the braking coefficient.

[0090] Exemplarily, in this embodiment, the feedback flow control quantity determined according to the target deceleration and the actual deceleration can be:

[0091] Take the target deceleration and the actual deceleration as inputs, and design a PID controller with the feedback flow control quantity as the output. Determine the feedback flow control quantity according to this PID controller.

[0092] Exemplarily, in this embodiment, the feedforward flow control quantity and the feedback flow control quantity determine the braking solenoid valve control quantity, which can be:

[0093] Determine the solenoid valve flow control quantity through the feedforward flow control quantity and the feedback flow control quantity, convert the solenoid valve flow control quantity into the solenoid valve current control quantity, calculate the duty ratio of the solenoid valve current control quantity according to the ratio of the voltage calculation formula to the rated voltage, and use it as the braking solenoid valve control quantity. Among them, the voltage calculation formula can be:

[0094]

[0095] In the formula, r represents the duty ratio, R represents the internal resistance of the braking solenoid valve, i represents the solenoid valve current control quantity, U rate represents the rated voltage.

[0096] This embodiment proposes an anti-collision control method. In this method, based on the first obstacle detection position information and the second obstacle detection position information, obstacles are determined by these two types of obstacle detection position information. It can accurately identify various obstacle targets in a complex environment (such as an airport environment). After identifying the obstacle targets, a brake solenoid valve control quantity is generated in combination with the driving condition information of the vehicle. Through the brake solenoid valve control quantity, the automatic control of the brake control valve is realized. Furthermore, when an obstacle target is detected, the vehicle is automatically controlled to brake at a certain deceleration according to the distance between the obstacle and the vehicle and the driving condition of the vehicle, so that the vehicle can actively achieve anti-collision. In addition, when generating the brake solenoid valve control quantity, the brake solenoid valve control quantity is generated by combining feedforward control and feedback control, which can ensure the stability and accuracy of the brake solenoid valve control quantity, and thus improve the stability of anti-collision control.

[0097] Based on Figure 1 the solution shown above, in an implementable solution, determining the target braking force based on the target vehicle speed includes:

[0098] Determining the vehicle rolling resistance based on the vehicle load, determining the acceleration resistance based on the target vehicle speed, and determining the feedforward braking force control quantity according to the vehicle rolling resistance and the acceleration resistance;

[0099] Determining the feedback braking force control quantity based on the target vehicle speed and the actual vehicle speed;

[0100] Determining the target braking force according to the feedforward braking force control quantity and the feedback braking force control quantity.

[0101] In this solution, it is set that the target braking force is determined through a feedforward control loop and a feedback control loop.

[0102] In this solution, determining the feedforward braking force control quantity can be, calculating the vehicle rolling resistance based on the rolling resistance calculation formula, calculating the acceleration resistance based on the vehicle acceleration resistance calculation formula, and taking the sum of the vehicle rolling resistance and the acceleration resistance as the feedforward braking force control quantity. Among them, the rolling resistance calculation formula is:

[0103] F 1 = μmg

[0104] In the formula, F 1 represents the vehicle rolling resistance, μ represents the rolling resistance coefficient, m represents the vehicle mass, and g represents the acceleration due to gravity;

[0105] The vehicle acceleration resistance calculation formula is:

[0106] F 2 = δmd u

[0107] In the formula, F 2 represents the acceleration resistance, δ represents the vehicle's rotating mass conversion coefficient, m represents the vehicle mass, and du Indicates the target deceleration.

[0108] Exemplarily, in this solution, the target deceleration can be determined according to the actual vehicle speed, the target vehicle speed, and the distance to the obstacle.

[0109] In this solution, in the process of generating the brake solenoid valve control quantity, based on the target vehicle speed, a target braking force is generated through a closed-loop control method, and based on the target braking force, a brake solenoid valve control quantity is generated through a closed-loop control method. Adopting a double closed-loop control scheme to generate the brake solenoid valve control quantity can effectively improve the accuracy of the determined brake solenoid valve control quantity.

[0110] In Figure 1 On the basis of the solution shown, in an implementable solution, traversing the first obstacle detection position information includes:

[0111] If the target height confidence level included in the first obstacle detection position information is greater than the first confidence level, the target existence confidence level is greater than the second confidence level, the target width is greater than the first width, the target longitudinal distance is less than the first longitudinal distance, and the target lateral distance is less than the first lateral distance, then the first obstacle detection position information is retained; otherwise, the first obstacle detection position information is eliminated.

[0112] In this embodiment, it is set that the first obstacle detection position information includes: the target height confidence level, (the first) target existence confidence level, the target width, (the first) target longitudinal distance, (the first) target lateral distance.

[0113] Exemplarily, in this embodiment, the target height confidence level is determined according to the target height and statistical data (historical target height statistical data). The first confidence level can be set to 50%. Among them, the set target height is the vertical distance from the obstacle detected by the (first obstacle detection sensor) to the ground or the vehicle origin;

[0114] The set target existence confidence level is determined according to the target plane area and statistical data (historical target plane area statistical data). The second confidence level can be set to 90%. Among them, the set target plane area represents the obstacle area of the obstacle detected by the (first obstacle detection sensor);

[0115] The set target width represents the (maximum) width of the detected obstacle, and the first width can be set to 0.3 m;

[0116] The set (first) target longitudinal distance represents the vertical distance from the center point coordinate of the obstacle detected by the (first obstacle detection sensor) to the abscissa of the vehicle coordinate system. The first longitudinal distance can be set to 200 m;

[0117] Set the (first) target lateral distance to represent the vertical distance between the center point coordinates of the obstacle detected by the (first) obstacle detection sensor and the ordinate of the vehicle coordinate system. The first lateral distance can be set to 6 m.

[0118] In this embodiment, after obtaining multiple pieces of first obstacle detection position information, first screen the first obstacle detection position information, eliminate the first obstacle detection position information that does not meet the requirements, retain the first obstacle detection position information that meets the requirements, and perform subsequent calculations based on the retained first obstacle detection position information.

[0119] In this solution, after obtaining the first obstacle detection position information, screen the first obstacle detection position information, eliminate the first obstacle detection position information that does not meet the requirements, and use the retained first obstacle detection position information to determine the obstacle target subsequently, which can improve the accuracy of determining the obstacle target.

[0120] In Figure 1 Based on the solution shown, in an implementable solution, traversing the second obstacle detection position information includes:

[0121] If the (second) target existence confidence level included in the second obstacle detection position information is greater than the second confidence level, the (second) target longitudinal distance is less than the second longitudinal distance, and the (second) target lateral distance is less than the second lateral distance, then retain the second obstacle detection position information; otherwise, eliminate the second obstacle detection position information.

[0122] In this solution, the set obstacle detection position information includes the (second) target existence confidence level, the (second) target longitudinal distance, and the (second) target lateral distance.

[0123] The set target existence confidence level is determined according to the target plane area and statistical data (historical target plane area statistical data). The second confidence level can be set to 90%. Among them, the set target plane area represents the obstacle area of the obstacle detected by the (second) obstacle detection sensor;

[0124] Set the (second) target longitudinal distance to represent the vertical distance between the center point coordinates of the obstacle detected by the (second) obstacle detection sensor and the abscissa of the vehicle coordinate system. The second longitudinal distance can be set to 200 m;

[0125] Set the (second) target lateral distance to represent the vertical distance between the center point coordinates of the obstacle detected by the (second) obstacle detection sensor and the ordinate of the vehicle coordinate system. The second lateral distance can be set to 6 m.

[0126] In this embodiment, after obtaining multiple pieces of second obstacle detection position information, first, the second obstacle detection position information is screened to eliminate the second obstacle detection position information that does not meet the requirements, retain the second obstacle detection position information that meets the requirements, and perform subsequent calculations based on the retained second obstacle detection position information.

[0127] In this solution, after obtaining the second obstacle detection position information, the second obstacle detection position information is screened to eliminate the second obstacle detection position information that does not meet the requirements, and the retained second obstacle detection position information is used to determine the obstacle target subsequently, which can improve the accuracy of determining the obstacle target.

[0128] Further, on the basis of screening the second obstacle detection position information, it also includes classifying the image information included in the second obstacle detection position information;

[0129] If the classification result is one of vehicle or pedestrian, the confidence of the target included in the second obstacle detection position information is greater than the second confidence level, the target longitudinal distance is less than the second longitudinal distance, and the target lateral distance is less than the second lateral distance, then the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is eliminated.

[0130] In this solution, it is set that the second obstacle detection sensor uses a vision sensor (camera), and the second obstacle detection position signal includes the obstacle image obtained by the vision sensor.

[0131] In this solution, the obstacles in the obstacle image can be classified through a neural network model to determine whether the obstacle belongs to one of vehicle or pedestrian.

[0132] In Figure 1 On the basis of the solution shown, in an implementable solution, determining the second obstacle detection position information that matches the first obstacle detection position information includes:

[0133] Determine the first obstacle plane area included in the first obstacle detection position information, and determine the matching area according to the first obstacle plane area;

[0134] Determine the second obstacle plane area included in the second obstacle position information;

[0135] Within the matching area, if there is an overlap between the first obstacle plane area and the second obstacle plane area, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

[0136] In this solution, it is set to determine the corresponding first obstacle plane area based on the contour coordinates in the first obstacle detection position information, and form a matching area after expanding the first obstacle plane area in a certain way. Among them, the matching area can be formed in the following way:

[0137] Expand 0.5 m outward in the horizontal direction of the first obstacle plane area or 10% of the horizontal distance of the first obstacle plane area, and expand 3 m outward in the vertical direction of the first obstacle plane area or 5% - 10% of the vertical distance of the first obstacle plane area.

[0138] In this solution, it is set to determine the corresponding second obstacle plane area based on the contour coordinates in the second obstacle detection position information;

[0139] In the matching area, determine whether there are overlapping first and second obstacle plane areas. If so, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

[0140] Exemplarily, in this solution, if the anti-collision control method involves judging the second obstacle detection position information that matches the regional obstacle detection information, the first obstacle detection position information in the above method can be replaced with the regional obstacle detection information, and the first obstacle plane area can be replaced with the regional obstacle plane area. Then, according to the above content, determine the second obstacle detection position information that matches the regional obstacle detection information, and further determine the subsequent spatial obstacle distance.

[0141] On the basis of Figure 1 the solution shown, in an implementable solution, the anti-collision control method further includes:

[0142] Determine the lateral distance of the obstacle corresponding to the obstacle distance;

[0143] Obtain the lateral distance of the lane line, the slope of the lane line, the curvature of the lane line, and the curvature change rate of the lane line;

[0144] Update the longitudinal distance of the obstacle according to the lateral distance of the obstacle, the lateral distance of the lane line, the slope of the lane line, the curvature of the lane line, and the curvature change rate of the lane line.

[0145] Exemplarily, in this solution, the obstacle distance is the straight-line distance between the center point coordinates of the obstacle and the coordinate origin of the vehicle coordinate system; the lateral distance of the obstacle is the length of the projection of the obstacle distance in the horizontal coordinate direction of the vehicle coordinate system.

[0146] In this solution, the longitudinal distance of the obstacle is updated through the following formula:

[0147]

[0148] Wherein, d y represents the updated longitudinal distance of the obstacle, and d x represents the longitudinal distance of the obstacle, A 0 represents the lateral distance of the lane line, and A 1 represents the slope of the lane line, and A 2 represents the curvature of the lane line, and A 3 represents the curvature change rate of the lane line.

[0149] Exemplarily, in this solution, it is set to determine the target vehicle speed according to the updated longitudinal distance of the obstacle, and then determine the corresponding brake solenoid valve control amount.

[0150] In this solution, the lateral distance of the obstacle is updated by means of the road surface parameters of the vehicle driving road, and the updated lateral distance of the obstacle is used to determine the target vehicle speed when implementing braking control on the vehicle. Based on this, the vehicle can determine the target vehicle speed effectively matching the current driving road conditions regardless of the road on which it is driving, thereby improving the control accuracy during automatic braking and collision avoidance.

[0151] On the basis of the solution shown in Figure 1 in an implementable solution, the anti-collision control method further includes obtaining regional obstacle detection information and determining the spatial obstacle distance according to the regional obstacle detection information;

[0152] Determine the target vehicle speed according to the spatial obstacle distance and / or the obstacle distance.

[0153] Exemplarily, in this solution, it is set that the regional obstacle detection information is generated by the measurement data of an obstacle detection sensor, and it is set that the obstacle detection sensor can detect whether there is an obstacle in the spherical area and determine the spatial coordinates of the obstacle.

[0154] Furthermore, when the anti-collision control method involves regional obstacle detection information, the target vehicle speed can be determined according to the spatial obstacle distance and / or the obstacle distance, and then the corresponding brake solenoid valve control amount can be determined according to the target vehicle speed;

[0155] For example, when the content included in the regional obstacle detection information is not empty and the first obstacle detection position signal and the second obstacle detection position information are empty, the target vehicle speed can be determined according to the spatial obstacle distance;

[0156] Wherein, when determining the target vehicle speed according to the spatial obstacle distance, the corresponding target vehicle speed can be directly determined according to the matching relationship between the spatial obstacle distance and the target vehicle speed, and the matching relationship between the spatial obstacle distance and the target vehicle speed can be set in advance based on experience or simulation tests;

[0157] Alternatively, the distribution of obstacles within the multi-level detection area can be determined based on the distance to the spatial obstacle and the pre-set multi-level detection areas, and the corresponding target vehicle speed can be determined according to the distribution.

[0158] For example, the detection areas can be divided as (20m, +∞), (2m, 20m), (1m, 2m), (0m, 1m), and the target vehicle speeds corresponding to each detection area are set as 5 km / h, 3 km / h, 1 km / h, and 0 km / h respectively.

[0159] If 2m < distance to the spatial obstacle < 20m, the target vehicle speed is selected as 3 km / h; if 1m < distance to the spatial obstacle < 2m, the target vehicle speed is selected as 1 km / h.

[0160] Exemplarily, in this solution, after determining the target vehicle speed solely based on the distance to the spatial obstacle, the brake solenoid valve control amount can be determined according to the corresponding content recorded in steps S104 to S107.

[0161] Exemplarily, in this solution, a separate method for determining the brake solenoid valve control amount can also be set up. The target vehicle speed is determined solely based on the distance to the spatial obstacle, and the corresponding brake solenoid valve control amount is determined according to this set method for determining the brake solenoid valve control amount.

[0162] Among them, the above method for determining the brake solenoid valve control amount can be as follows: from far to near, for different distances to the spatial obstacle, the control strategies are set in sequence as: warning, partial braking, and full braking. Among them, the brake solenoid valve control amounts corresponding to partial braking and full braking can be preset values.

[0163] Exemplarily, in this solution, when determining the target vehicle speed solely based on the distance to the spatial obstacle, the distance to the spatial obstacle is set as the straight-line distance between the center coordinates of the detected obstacle and the origin coordinates of the vehicle coordinate system.

[0164] Exemplarily, in this solution, when the content included in the regional obstacle detection information is not empty and the first obstacle detection position signal and the second obstacle detection position information are not empty, the target vehicle speed can be determined based on the distance to the spatial obstacle and the obstacle distance.

[0165] Specifically, when determining the target vehicle speed based on the distance to the spatial obstacle and the obstacle distance, the distance to the spatial obstacle can be determined in the following manner:

[0166] Determine the second obstacle detection position information that matches the regional obstacle detection information, denoted as the fourth obstacle detection position information.

[0167] Respectively determine the straight-line distance between each fourth obstacle detection position information and the coordinate origin, and record the shortest straight-line distance as the distance to the spatial obstacle.

[0168] After determining the distance to the spatial obstacle, determine the target vehicle speed based on the smaller value between the distance to the spatial obstacle and the distance to the obstacle, and then determine the brake solenoid valve control amount according to the corresponding content in steps S104 to S107.

[0169] In Figure 1 Based on the shown solution, in an implementable solution, the anti-collision control method further includes:

[0170] Obtain the detection information of the regional obstacle, and determine the obstacle distance threshold according to the detection information of the regional obstacle;

[0171] Determining the target vehicle speed according to the obstacle distance includes:

[0172] Determine the magnitude relationship between the obstacle distance and the obstacle distance threshold, and determine the corresponding target vehicle speed according to the magnitude relationship.

[0173] In this solution, it is set that the detection information of the regional obstacle is generated by the measurement data of an obstacle detection sensor, and it is set that the detection principles of this obstacle detection sensor, the first obstacle detection sensor, and the second obstacle detection sensor are all different.

[0174] In this solution, the obstacle distance threshold can be determined in the following way:

[0175] Set the hierarchical detection area, and set a radius length and an obstacle distance threshold corresponding to the first-level detection area;

[0176] Determine whether there is an obstacle in each level of detection area through the detection information of the regional obstacle. If there is an obstacle in at least one detection area, use the preset obstacle distance threshold for subsequent operations;

[0177] For example, a three-level detection area can be set. The corresponding radius lengths of each level of detection area are 20m, 2m, and 1m respectively, and the obstacle distance thresholds corresponding to each level of detection area can be set to 20m, 2m, and 1m respectively.

[0178] In this solution, the target vehicle speed can be determined in the following way:

[0179] Set multiple obstacle distance threshold ranges according to the obstacle distance threshold, and set an obstacle distance threshold range corresponding to a target vehicle speed;

[0180] Judge the obstacle distance threshold range to which the obstacle distance belongs, and then determine the corresponding target vehicle speed;

[0181] For example, the obstacle distance threshold range can be set as: (20m, +∞), (2m, 20m), (1m, 2m), (0m, 1m). The target vehicle speeds corresponding to each obstacle distance threshold range are set as 5km / h, 3km / h, 1km / h, 0km / h respectively;

[0182] If 2m < obstacle distance < 20m, the target vehicle speed is selected as 3km / h.

[0183] Furthermore, when the anti-collision control method involves regional obstacle detection information, after obtaining the regional obstacle detection information, it further includes:

[0184] Generating a numerical code according to the distance information included in the regional obstacle detection information.

[0185] Exemplarily, in this solution, the distance information included in the regional obstacle detection signal can be the geometric distance between the center coordinates of the obstacle and the origin coordinates of the vehicle coordinate system;

[0186] Among them, based on the distance information, it can be determined which detection area the obstacle is specifically located in, the detection area corresponding to the obstacle with the farthest distance information is determined, and the numerical code corresponding to this detection area is used for subsequent operations;

[0187] For example, the numerical codes corresponding to each obstacle distance threshold range are set as 0000, 0001, 0010, 0011 respectively;

[0188] If the distance information > 20m, it means there is no obstacle within 20m. At this time, the numerical code 0000 is used. If 2m < distance information < 20m, the numerical code 0001 is used.

[0189] Exemplarily, in this solution, the distribution of obstacles is represented by numerical codes. When it is necessary to transmit the information about the distribution of obstacles, the above information can be transmitted by transmitting the numerical codes, which is convenient for data transmission between the controller and related devices.

[0190] Figure 2 It is another flowchart of the anti-collision control method in the embodiment. Refer to Figure 2 , in an implementable solution, the anti-collision control method can be:

[0191] S201. Obtain regional obstacle detection information, and determine the obstacle distance threshold according to the regional obstacle detection information.

[0192] In this solution, it is set that the regional obstacle detection information is provided by a lidar sensor, and the regional obstacle detection information includes at least the geometric distance from the detected obstacle to the origin of the vehicle coordinate system.

[0193] Figure 3 It is a schematic diagram of the detection area in the embodiment, refer to Figure 3 In this solution, with the origin coordinate of the vehicle coordinate system as the center, four detection areas are divided with radii of 1m, 2m, and 20m. At the same time, 1m, 2m, and 20m are set as the first obstacle distance threshold, the second obstacle distance threshold, and the third obstacle distance threshold respectively.

[0194] In this solution, the corresponding ranges of each detection area are (20m, +∞), (2m, 20m), (1m, 2m), and (0m, 1m) respectively, and the target vehicle speeds corresponding to the above ranges are set as 5km / h, 3km / h, 1km / h, and 0km / h respectively.

[0195] In this solution, it is determined whether there are obstacles in each level of detection area through the regional obstacle detection information. If there are obstacles in at least one detection area, the first, second, and third obstacle distance thresholds are used for subsequent operations.

[0196] S202. Generate a numerical code according to the regional obstacle detection information.

[0197] In this solution, the setting of the numerical code and its meaning are shown in Table 1:

[0198] Table 1

[0199] Numerical coding Interpretation 0000 The lidar is working properly and there are no obstacles within 20 meters around it 0001 The lidar is working properly and there are obstacles within 20 meters around it 0010 The lidar is working properly and there are obstacles within 2 meters around it 0011 The lidar is working properly and there are obstacles within 1 meter around it 0100～0111 Reserved 1000～1111 The lidar fails, representing different failure modes

[0200] In this solution, the farthest detection area with obstacles is determined according to the regional obstacle detection information, and then the corresponding numerical code is determined through the above table.

[0201] S203. Traverse the first obstacle detection position information. If the first obstacle detection position information meets the first condition, the first obstacle detection position information is retained; otherwise, the first obstacle detection position information is eliminated.

[0202] In this solution, it is set that the first obstacle detection position information is provided by a millimeter-wave radar (including a built-in or configured controller), and the first obstacle detection position information includes the first obstacle detection position coordinates, target height confidence, first target existence confidence, target width, first target longitudinal distance, first target lateral distance, target radar reflection area, and target motion state.

[0203] In this solution, it is specifically determined whether to eliminate the first obstacle detection position information according to the following rules:

[0204] If the target height confidence is greater than 50%, the first target existence confidence is greater than 90%, the target width is greater than 0.3m, the first target longitudinal distance is less than 200m, the first target lateral distance is less than 6m, and the radar reflection area is greater than 4m2 If the target motion state is one of stationary, moving, or moving to stationary, the first obstacle detection position information is retained; otherwise, the first obstacle detection position information is eliminated.

[0205] Exemplarily, in this solution, the radar emission area is determined by the detection program configured for the millimeter-wave radar. The specific implementation method is the same as that of the prior art, and the detailed content will not be elaborated.

[0206] Exemplarily, in this solution, the motion state of the object is determined by the detection program configured for the millimeter-wave radar. The specific implementation method is the same as that of the prior art, and the detailed content will not be elaborated.

[0207] S204. Traverse the second obstacle detection position information. If the second obstacle detection position information meets the second condition, the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is eliminated.

[0208] In this solution, it is set that the second obstacle detection position information is provided by a vision camera sensor (including a built-in or configured controller). The set second obstacle detection position information includes the second obstacle detection position coordinates, the second target existence confidence, the second target longitudinal distance, the second target lateral distance, and the target classification.

[0209] In this solution, it is specifically determined whether to eliminate the second obstacle detection position information according to the following rules:

[0210] If the second target existence confidence is greater than 90%, the second target longitudinal distance is less than 200 m, the second target lateral distance is less than 6 m, and the target classification is one of sedan, truck, pedestrian, and two-wheeler, the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is eliminated.

[0211] S205. Determine the second obstacle detection position information that matches the first obstacle position information, and denote it as the third obstacle detection position information.

[0212] In this solution, the matching first obstacle position information and second obstacle detection position information are determined in the following manner:

[0213] Determine the first obstacle plane area according to the first obstacle detection position coordinates;

[0214] Expand 0.5 m outward in the lateral direction of the first obstacle plane area or 10% of the lateral distance of the first obstacle plane area, and expand 3 m outward in the longitudinal direction of the first obstacle plane area or 5% - 10% of the longitudinal distance of the first obstacle plane area to form a matching area;

[0215] Determine the second obstacle plane area according to the second obstacle detection position coordinates;

[0216] If there are overlapping first obstacle plane regions and second obstacle plane regions within the matching region, it is determined that the corresponding first obstacle detection position information and second obstacle detection position information match.

[0217] Exemplarily, in this solution, if there are multiple second obstacle plane regions overlapping with the first obstacle plane region within the matching region, the second obstacle plane region with the shortest Euclidean distance is retained and used as the corresponding third obstacle detection position information.

[0218] In this solution, the above Euclidean distance is determined according to the following formula:

[0219]

[0220] In the formula, d e_i represents the i-th Euclidean distance, d x_rdr represents the abscissa of the center point of the first obstacle plane region, d x_cmr_i represents the abscissa of the center point of the i-th second obstacle plane region, d y_rdr represents the ordinate of the center point of the first obstacle plane region, d y_cmr_i represents the ordinate of the center point of the i-th second obstacle plane region.

[0221] Exemplarily, in this solution, it is also possible to add a determination of the second obstacle detection position information that matches the regional obstacle detection information, and then determine the spatial obstacle distance. The target vehicle speed is determined according to the smaller value of the spatial obstacle distance and the obstacle distance;

[0222] Then, the first obstacle detection position information in the above method can be replaced with the regional obstacle detection information, and the first obstacle plane region can be replaced with the regional obstacle plane region. Then, according to the above content, the second obstacle detection position information that matches the regional obstacle detection information is determined;

[0223] After determining the matching region based on the regional obstacle plane region, if there are multiple second obstacle plane regions overlapping with the regional obstacle plane region, the formula for calculating the corresponding Euclidean distance is also in the form:

[0224]

[0225] In the formula, d x_r represents the abscissa of the center point of the first obstacle plane region, d y_r represents the ordinate of the center point of the first obstacle plane region.

[0226] S206. Determine the linear distance between each third obstacle detection position information and the coordinate origin respectively, and record the shortest linear distance as the obstacle distance.

[0227] S207. Determine the target vehicle speed according to the obstacle distance.

[0228] In this solution, the target vehicle speed is specifically determined according to the lateral distance of the obstacle corresponding to the obstacle distance. Specifically, the longitudinal distance of the obstacle is determined according to the following formula:

[0229]

[0230] In the formula, d y represents the updated longitudinal distance of the obstacle, d x represents the lateral distance of the obstacle, A 0 represents the lateral distance of the lane line, A 1 represents the slope of the lane line, A 2 represents the curvature of the lane line, A 3 represents the curvature change rate of the lane line.

[0231] In this solution, the longitudinal distance of the obstacle is set as the projection length of the obstacle distance on the longitudinal coordinate axis of the vehicle coordinate system.

[0232] In this solution, when the lateral distance of the obstacle belongs to the intervals of (20m, +∞), (2m, 20m), (1m, 2m), or (0m, 1m) respectively, the corresponding target vehicle speeds are selected as 5 km / h, 3 km / h, 1 km / h, and 0 km / h respectively.

[0233] S208. Determine the vehicle rolling resistance based on the vehicle load, determine the acceleration resistance based on the target vehicle speed, and determine the feedforward braking force control amount according to the vehicle rolling resistance and the acceleration resistance.

[0234] Calculate the vehicle rolling resistance based on the rolling resistance calculation formula, calculate the acceleration resistance based on the vehicle acceleration resistance calculation formula, and take the sum of the vehicle rolling resistance and the acceleration resistance as the feedforward braking force control amount. Among them, the rolling resistance calculation formula is:

[0235] F 1 = μmg

[0236] In the formula, F 1 represents the vehicle rolling resistance, μ represents the rolling resistance coefficient, m represents the vehicle mass, and g represents the acceleration due to gravity;

[0237] The vehicle acceleration resistance calculation formula is:

[0238] F 2 = δmd u

[0239] In the formula, F2 denotes the acceleration resistance, δ denotes the conversion coefficient of the rotating mass of the vehicle, m denotes the mass of the vehicle, and d u denotes the target deceleration.

[0240] In this solution, the target deceleration can be determined according to the actual vehicle speed, the target vehicle speed, and the distance to the obstacle.

[0241] In this solution, the sum of the vehicle rolling resistance and the acceleration resistance is used as the feedforward braking force control quantity.

[0242] S209. Determine the feedback braking force control quantity based on the target vehicle speed and the actual vehicle speed.

[0243] In this solution, taking the target vehicle speed and the actual vehicle speed as inputs and the feedback braking force control quantity as the output, design a PID control equation, and determine the feedback braking force control quantity according to the PID control method.

[0244] S210. Determine the target braking force according to the feedforward braking force control quantity and the feedback braking force control quantity.

[0245] In this solution, set the sum of the feedforward braking force control quantity and the feedback braking force control quantity as the target braking force.

[0246] In this solution, after determining the target braking force, further determine the target deceleration corresponding to the target braking force. Among them, the method of determining the target deceleration is not limited, and it can be freely set according to the design requirements.

[0247] In this solution, based on the feedforward braking force control quantity and the feedback braking force control quantity, the simulated throttle parameter can also be determined, and the simulated throttle parameter is used to control the throttle opening;

[0248] In this solution, the method of determining the simulated throttle parameter is not limited. For example, the function equation with the feedforward braking force control quantity and the feedback braking force control quantity as inputs and the target braking force and the simulated throttle parameter as outputs can be determined through simulation tests, and the simulated throttle parameter is determined based on this function equation.

[0249] S211. Obtain the measured value of the brake line pressure, and determine the feedforward flow control quantity based on the target braking force and the measured value of the brake line pressure.

[0250] In this solution, the following formula is used to determine the feedforward flow control quantity:

[0251]

[0252] P = f / factor

[0253] In the formula, Q represents the feedforward flow control quantity, P represents the target pressure, P crepresents the measured value of the brake line pressure, ρ represents the set coefficient, g represents the acceleration due to gravity, S represents the specific resistance of the brake line, L represents the length of the brake line, f represents the target braking force, and factor represents the braking coefficient.

[0254] S212. Determine the target deceleration based on the actual vehicle speed and the target vehicle speed, obtain the actual deceleration, and determine the feedback flow control quantity based on the target deceleration and the actual deceleration.

[0255] In this solution, the target deceleration and the actual deceleration are used as inputs, and the feedback flow control quantity is used as the output to design a PID controller, and the feedback flow control quantity is determined according to this PID controller.

[0256] S213. Generate a brake solenoid valve control quantity based on the feedforward flow control quantity and the feedback flow control quantity.

[0257] In this solution, the sum of the feedforward flow control quantity and the feedback flow control quantity is used as the solenoid valve flow control quantity, the solenoid valve flow control quantity is converted into a solenoid valve current control quantity, and the duty ratio of the solenoid valve current control quantity is calculated according to the ratio of the voltage calculation formula to the rated voltage and used as the brake solenoid valve control quantity, where the voltage calculation formula is:

[0258]

[0259] In the formula, r represents the duty ratio, R represents the internal resistance of the brake solenoid valve, i represents the solenoid valve current control quantity, and U rate represents the rated voltage.

[0260] Embodiment 2

[0261] Figure 4 is the structural block diagram of the ground handling vehicle in the embodiment, refer to Figure 4 This embodiment proposes a ground handling vehicle, including a first obstacle detection device 100, a second obstacle detection device 200, a brake control valve 300, a brake line pressure sensor 400, and a controller 500;

[0262] The controller 500 is respectively communicatively connected to the first obstacle detection device 100, the second obstacle detection device 200, the brake control valve 300, and the brake line pressure sensor 400.

[0263] In this embodiment, the first obstacle detection device 100 is used to provide the first obstacle detection position information, the second obstacle detection device 200 is used to provide the second obstacle detection position information, and the brake line pressure sensor 400 is used to provide the measured value of the brake line pressure;

[0264] The controller 500 is used to generate a brake solenoid valve control quantity, and the brake solenoid valve control quantity is used to control the brake control valve 300.

[0265] Exemplarily, in this embodiment, the controller may be configured to implement the anti-collision control method shown in Embodiment 1. Figure 1

[0266] Exemplarily, in this embodiment, the brake control valve 300 is dedicated to automatically controlling the brake according to the control instruction of the controller 500. According to the design and use requirements, other brake control systems may also be configured in the ground handling vehicle for manual brake control.

[0267] In this embodiment, it is set that the first obstacle detection device 100 and the second obstacle detection device 200 can at least detect whether an obstacle exists and detect the spatial coordinates of the obstacle, and the detection principles of the two obstacle detection devices are different.

[0268] In this embodiment, the ground handling vehicle is set for the ground handling vehicle in the airport application scenario.

[0269] Exemplarily, in this embodiment, there is no limitation on the positions where the first obstacle detection device 100 and the second obstacle detection device 200 are installed on the ground handling vehicle, and they can be set according to the design and use requirements.

[0270] Exemplarily, in this embodiment, there is no limitation on the communication method between the first obstacle detection device 100, the second obstacle detection device 200 and the controller 500. For example, the obstacle detection device can be configured to communicate with the controller 500 through serial port, bus or wireless means.

[0271] In this solution, the beneficial effects of the ground handling vehicle are the same as those recorded in the Figure 1 corresponding solution shown, and the specific content will not be elaborated here.

[0272] Figure 5 It is a schematic structural diagram of the brake system in the embodiment. Referring to Figure 5 , in an implementable solution, it is set that the ground handling vehicle is configured with a reverse wet braking system, and the wet braking system includes a brake fluid tank 301, a brake fluid control pipeline and a three-way valve 302;

[0273] The brake fluid tank 301 is connected to the first end of the brake fluid control pipeline, and the second end of the brake fluid control pipeline is respectively connected to the wheel brake 309 and the brake fluid tank 301 through the three-way valve 302;

[0274] The brake pipeline pressure sensor 400 is arranged in the brake fluid control pipeline;

[0275] The brake control valve 300 is connected in parallel between the first end and the second end of the brake fluid control pipeline.

[0276] ​Specifically, in this solution, the first end of the brake fluid control pipeline is also equipped with an energy storage tank 305, a filling valve 306, and a gear pump 307. The energy storage tank 305 is connected to the first end of the brake fluid control pipeline, and the first end of the brake fluid control pipeline is connected to the brake fluid tank 301 through the filling valve 306 and the gear pump 307;

[0277] The reverse wet braking system further includes a foot valve 303, a parking valve 304, and a manual pump 308. Among them, the foot valve 303 and the parking valve 304 are connected in series in the brake fluid control pipeline, and the second end of the brake fluid control pipeline is connected to the brake fluid tank 301 through a three-way valve 302 and the manual pump 308.

[0278] Exemplarily, in this solution, it is set that the reverse wet braking system and the brake control valve 300 constitute a braking system. The working process of the braking system includes:

[0279] The energy storage tank 305 is used to provide brake fluid with a certain pressure to the brake fluid control pipeline;

[0280] When the pressure in the brake fluid control pipeline is low, the brake fluid in the brake fluid tank 301 is pressurized by the gear pump 307 and then filled into the energy storage tank 305 through the filling valve 306 to increase the pressure in the energy storage tank 305. If the pressure in the brake fluid control pipeline is high, the brake fluid pumped out by the gear pump 307 returns to the brake fluid tank 301;

[0281] The brake fluid in the brake fluid control pipeline flows through the foot valve 303 and the parking valve 304. When the pressure is greater than the cut-off pressure of the three-way valve 302, the brake fluid flows through the three-way valve 302 to the wheel brake 309 to realize brake release;

[0282] When the foot valve 303 is depressed or the parking valve 304 is pulled up, the brake fluid flows back to the brake fluid tank 301 through the three-way valve 302 to realize braking;

[0283] When the brake control valve 300 is controlled, if the pressure in the brake control valve 300 is greater than the cut-off pressure of the three-way valve 302, the brake fluid flows through the three-way valve 302 to the wheel brake 309 to realize brake release;

[0284] If the brake control valve 300 is controlled to cut off the brake fluid transmission in the brake fluid control pipeline, the brake fluid flows back to the brake fluid tank 301 through the three-way valve 302 to realize braking.

[0285] In this solution, a brake circuit is connected in parallel at the brake fluid control pipeline of the foot valve and the parking valve. An automatic braking and brake release when the ground vehicle detects an obstacle are realized by a brake control valve, and precise anti-collision control can be achieved.

[0286] Further, in an implementable solution, the brake control valve adopts a three-position three-way valve.

[0287] In this solution, when a specified channel of the three-way three-position valve is opened, brake release can be achieved. When another specified channel is opened, braking can be achieved. Meanwhile, under the action of the control amount of the brake solenoid valve, the flow rate of the brake fluid in the three-way three-position valve is a certain value, thereby achieving precise control of the braking force.

[0288] Exemplarily, in this solution, the configuration method of the channels in the three-way three-position valve is not limited and can be freely set according to usage requirements.

[0289] In Figure 4 Based on the solution shown, in an implementable solution, the first obstacle detection device uses a millimeter-wave radar;

[0290] The millimeter-wave radar is installed at the middle position of the front bumper of the vehicle.

[0291] In this solution, the first obstacle detection device uses a millimeter-wave radar, and it is set that the millimeter-wave radar is used to detect obstacles in front of the driving direction of the ground handling vehicle.

[0292] In this solution, when the first obstacle detection device is configured to use a millimeter-wave radar, the first obstacle detection position information correspondingly includes the first obstacle detection position coordinates, the target height confidence level, the first target existence confidence level, the target width, the first target longitudinal distance, the first target lateral distance, the target radar reflection area, and the target motion state;

[0293] Based on the content included in the above first obstacle detection position information, the first obstacle detection position information can be screened to retain the first obstacle detection position information that meets the set conditions.

[0294] In Figure 4 Based on the solution shown, in an implementable solution, the second obstacle detection device uses a vision camera;

[0295] The vision camera is installed at the middle position of the front windshield of the vehicle.

[0296] In this solution, the second obstacle detection device uses a vision camera, and it is set that the vision camera is used to detect obstacles in front of the driving direction of the ground handling vehicle and classify the recognized obstacles.

[0297] In this solution, when the second obstacle detection device is configured to use a vision camera, the second obstacle detection position information correspondingly includes the second obstacle detection position coordinates, the second target existence confidence level, the second target longitudinal distance, the second target lateral distance, and the target classification.

[0298] Based on the content included in the second obstacle detection position information, the second obstacle detection position information may be screened to retain the second obstacle detection position information that meets the set conditions.

[0299] exist Figure 4 On the basis of the illustrated solution, in a first possible implementation scheme, it is assumed that the first obstacle detection device and the second obstacle detection device are connected to the controller for communication via a CAN bus.

[0300] Exemplarily, in this solution, the first obstacle detection device and the second obstacle detection device are set to have at least a CAN communication function, or a CAN communication interface. Accordingly, the controller is set to support CAN communication, and a CAN bus is configured in the ground handling vehicle.

[0301] Figure 6 This is another structural block diagram of a ground handling vehicle in the embodiment, refer to Figure 6 ,exist Figure 4 Based on the illustrated solution, in one possible implementation scheme, the ground handling vehicle further includes a third obstacle detection device 600, and the third obstacle detection device 600 is communicatively connected with the controller 500;

[0302] The third obstacle detection device 600 is used to provide third obstacle detection position information, and the third obstacle detection position information is used to determine the anti-collision area.

[0303] Exemplarily, the anti-collision area is set to represent the detection area to which the obstacle farthest from the ground handling vehicle detected by the third obstacle detection device belongs. Based on the detection area, the corresponding target vehicle speed can be determined, and then the brake solenoid valve control amount under the current driving condition can be determined based on the target vehicle speed.

[0304] For example, the ranges corresponding to the detection areas can be set to (20m, +∞), (2m, 20m), (1m, 2m), (0m, 1m), and the target vehicle speeds corresponding to the above ranges can be set to 5km / h, 3km / h, 1km / h, and 0km / h respectively;

[0305] If it is determined based on the third obstacle detection position information that there is an obstacle within 20 meters around the ground handling vehicle, the target vehicle speed is 3km / h. If it is determined that there is an obstacle within 2 meters around the ground handling vehicle, the target vehicle speed is 1km / h.

[0306] Furthermore, in a possible implementation scheme, the third obstacle detection device uses a surround-view laser radar, and the surround-view laser radar is installed on the top of the vehicle.

[0307] Exemplarily, in this solution, the surround-view laser radar is specifically installed on the top of the cab of the ground handling vehicle, and the surround-view laser radar is further arranged to detect high obstacles around the vehicle in real time;

[0308] Set the surround-view lidar as the front-end perception part corresponding to the anti-collision control method. Based on the set multi-level detection areas for aircraft anti-collision and aircraft operation areas, it is possible to accurately detect the detection area to which the obstacle belongs, and then determine the anti-collision area.

[0309] Further, in an implementable solution, it is set that the third obstacle detection device is communicatively connected to the controller through the IO port.

[0310] Further, when the third obstacle detection device uses a surround-view lidar, the surround-view lidar is also equipped with an encoder.

[0311] Exemplarily, in this solution, an encoder is configured to generate a numerical code, and the numerical code is set to indicate whether there is an obstacle in the specified detection area. Among them, the specific meaning of the numerical code can refer to Table 1.

[0312] Exemplarily, in this embodiment, the solutions corresponding to the above-mentioned ground support vehicle can be freely combined. For example, in combination with Figure 5 and Figure 6 , in an implementable solution, the ground support vehicle includes:

[0313] A first obstacle detection device 100, a second obstacle detection device 200, a third obstacle detection device 600, and a controller 500;

[0314] The first obstacle detection device 100, the second obstacle detection device 200, and the third obstacle detection device 600 are respectively communicatively connected to the controller 500;

[0315] It further includes a brake control valve 300, a brake line pressure sensor 400, a brake fluid tank 301, a brake fluid control line, a three-way valve 302, a foot valve 303, a parking valve 304, an energy storage tank 305, a filling valve 306, a gear pump 307, and a manual pump 308;

[0316] The brake line pressure sensor 400 is arranged in the brake fluid control line;

[0317] The energy storage tank 305 is connected to the first end of the brake fluid control line, and the first end of the brake fluid control line is connected to the brake fluid tank 301 through the filling valve 306 and the gear pump 307;

[0318] The foot valve 303 and the parking valve 304 are arranged in series in the brake fluid control line, and the second end of the brake fluid control line is connected to the brake fluid tank 301 through the three-way valve 302 and the manual pump 308;

[0319] The brake control valve 300 is connected in parallel between the first end and the second end of the brake fluid control line.

[0320] In this solution, it is set that the first obstacle detection device 100 uses a millimeter-wave radar, and the millimeter-wave radar is installed in the middle position of the front bumper of the ground handling vehicle;

[0321] The second obstacle detection device 200 uses a vision camera, and the vision camera is installed in the middle position of the front windshield of the vehicle;

[0322] The third obstacle detection device 600 uses a surround lidar. The surround lidar is configured with a four-position switch encoder, and the surround lidar is installed on the top of the vehicle.

[0323] In this solution, it is set that the brake control valve 300 uses a three-way three-position valve.

[0324] In this solution, it is set that the millimeter-wave radar and the vision camera are communicatively connected to the controller 500 through the CAN bus, and the surround lidar is communicatively connected to the controller 500 through the IO port.

[0325] In this embodiment, the millimeter-wave radar is used to provide the first obstacle detection position information, the vision camera is used to provide the second obstacle detection position information, and the surround lidar is used to provide the third obstacle detection position information;

[0326] The brake line pressure sensor 400 is used to provide the brake line pressure measurement value.

[0327] In this solution, a controller is configured to implement the anti-collision control method shown in Embodiment 1, wherein it is set that the brake solenoid valve control amount generated by the controller 500 acts on the brake control valve 300. Figure 2 In this solution, the ground handling vehicle is equipped with a millimeter-wave radar, a vision camera and a surround lidar, and obstacle detection is carried out by means of multi-sensor fusion. The controller automatically determines the collision dangerous working condition according to the sensor information and vehicle information, realizes vehicle warning according to the collision dangerous working condition, and automatically realizes speed limit or even braking to stop, which can effectively avoid collisions of the ground handling vehicle.

[0328] Note that the above is only the preferred embodiment of the present invention and the technical principles applied. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here. Various obvious changes, re-adjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

[0329] Note that the above is only the preferred embodiment of the present invention and the technical principles applied. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here. Various obvious changes, re-adjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A collision avoidance control method, It is characterized in that include: Traversing the first obstacle detection position information and the second obstacle detection position information; Determine second obstacle detection position information matching the first obstacle detection position information, recorded as third obstacle detection position information; Determine the straight-line distance between each of the third obstacle detection position information and the coordinate origin, and record the shortest straight-line distance as the obstacle distance; determining a target vehicle speed according to the obstacle distance, and determining a target braking force based on the target vehicle speed; Obtaining a brake line pressure measurement value, and determining a feedforward flow control amount based on the target braking force and the brake line pressure measurement value; Determine a target deceleration according to the actual vehicle speed and the target vehicle speed, obtain the actual deceleration, and determine a feedback flow control amount according to the target deceleration and the actual deceleration; Generate a brake solenoid valve control quantity according to the feedforward flow control quantity and the feedback flow control quantity; Traversing the first obstacle detection position information includes: If the target height confidence contained in the first obstacle detection position information is greater than the first confidence, the target existence confidence is greater than the second confidence, the target width is greater than the first width, the target longitudinal distance is less than the first longitudinal distance, and the target lateral distance is less than the first lateral distance, then the first obstacle detection position information is retained; otherwise, the first obstacle detection position information is discarded; Traversing the second obstacle detection position information includes: If the target existence confidence contained in the second obstacle detection position information is greater than the second confidence, the target longitudinal distance is less than the second longitudinal distance, and the target lateral distance is less than the second lateral distance, then the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is discarded; Determining second obstacle detection position information matching the first obstacle detection position information includes: Determine a first obstacle plane area included in the first obstacle detection position information, and determine a matching area according to an area of ​​the first obstacle plane area; determining a second obstacle plane area included in the second obstacle detection position information; In the matching area, if the first obstacle plane area overlaps with the second obstacle plane area, it is determined that the first obstacle detection position information matches the second obstacle detection position information.

2. The anti-collision control method according to claim 1, It is characterized in that Determining the target braking force based on the target vehicle speed includes: Determine the rolling resistance of the vehicle based on the vehicle load, determine the acceleration resistance based on the target vehicle speed, and determine the feedforward braking force control amount according to the rolling resistance and the acceleration resistance of the vehicle; determining a feedback braking force control amount based on the target vehicle speed and the actual vehicle speed; The target braking force is determined according to the feedforward braking force control amount and the feedback braking force control amount.

3. The anti-collision control method according to claim 1, It is characterized in that The method further includes classifying image information included in the second obstacle detection position information; If the classification result is one of vehicle or pedestrian, the confidence of the target existence included in the second obstacle detection position information is greater than the second confidence level, the target longitudinal distance is less than the second longitudinal distance, and the target lateral distance is less than the second lateral distance, then the second obstacle detection position information is retained; otherwise, the second obstacle detection position information is excluded.

4. The anti-collision control method according to claim 1, characterized in that, further comprising: determining an obstacle longitudinal distance and an obstacle lateral distance corresponding to the distance to the obstacle; acquiring a lane line lateral distance, a lane line slope, a lane line curvature, and a lane line curvature change rate; determining the lane to which the vehicle belongs according to the obstacle longitudinal distance, the obstacle lateral distance, the lane line lateral distance, the lane line slope, the lane line curvature, and the lane line curvature change rate.

5. The anti-collision control method according to claim 1, characterized in that, further comprising acquiring regional obstacle detection information and determining a space obstacle distance according to the regional obstacle detection information; determining the target vehicle speed according to the space obstacle distance and / or the obstacle distance.

6. The anti-collision control method according to claim 5, characterized in that, after acquiring the regional obstacle detection information, further comprising: generating a numerical code according to the distance information included in the regional obstacle detection information.

7. A ground handling vehicle, characterized in that, comprising a first obstacle detection device, a second obstacle detection device, a brake control valve, a brake line pressure sensor, and a controller; the first obstacle detection device uses a millimeter wave radar, and the second obstacle detection device uses a vision camera; the controller is respectively communicatively connected to the first obstacle detection device, the second obstacle detection device, the brake control valve, and the brake line pressure sensor; the first obstacle detection device is used to provide first obstacle detection position information, the second obstacle detection device is used to provide second obstacle detection position information, and the brake line pressure sensor is used to provide a brake line pressure measurement value; the controller is used to generate a brake solenoid valve control amount, and the brake solenoid valve control amount is used to control the brake control valve; the controller is configured to generate the brake solenoid valve control amount according to the anti-collision control method according to claim 1.

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