Active safety control method and device for vehicle

Abstract

The application provides a kind of active safety control method and device of vehicle.When dangerous target appears in front of the vehicle, the active safety control method includes: according to whether brake system and AEB module have fault, AEB fault condition is set to allow triggering or prohibit triggering;According to whether steering system and AES module have fault, AES fault condition is set to allow triggering or prohibit triggering;According to the vehicle speed of the vehicle, AEB speed condition is set to allow triggering or prohibit triggering, and AES speed condition is set to allow triggering or prohibit triggering;According to TTB_limit, TTB_trigger, TTT_limit, TTT_trigger and collision time, AEB collision time condition is set to allow triggering or prohibit triggering, and AES collision time condition is set to allow triggering or prohibit triggering;When multiple AEB conditions are all allowed to trigger, the AEB module can be triggered to execute AEB function;When multiple AES conditions are all allowed to trigger, the AES module can be triggered to execute AES function.In this way, the triggering of active safety function is accurate and safe, and the connection between functions is smooth.

Description

[Technical Field]

[0001] This invention relates to the field of autonomous driving, and more particularly to a method and apparatus for active safety control of a vehicle. [Background Technology]

[0002] The Society of Automotive Engineers (SAE) is a highly influential academic organization in the American and global automotive industry, and one of the world's leading resources for information on automotive, marine, and aerospace transportation technologies. It publishes a large number of standards, technical reports, parameter (tool) books, and special publications annually, and maintains a vast database. The classification standard for autonomous driving, with automation levels increasing from L0 to L5, was proposed by SAE in J3016 in 2014.

[0003] With the increase in mass production projects for Level 2 to Level 3 autonomous driving assistance, AEB (Automatic Emergency Braking) is now widely configured in various vehicle models, and ESA (Emergency Steering Assist) has already seen mass production precedents, while AES (Automatic Emergency Steering) is still under development and testing. Because it involves critical safety functions, technological development must be gradual. Currently, most mass-produced vehicles on the market use a single safety function (AEB) or a combination of emergency braking and ESA. Assisted steering requires driver input to activate, has a lower algorithm priority, and covers limited operating conditions.

[0004] Existing active safety features have the following shortcomings: 1) For vehicles equipped with a single automatic emergency braking (AEB) function, braking alone is insufficient to completely avoid collisions with suddenly appearing objects; 2) The triggering conditions for the ESA function are limited, requiring the driver to make a steering action to activate it, and it only plays a role in assisting avoidance. If the driver is distracted and does not make any action, this function cannot be activated; 3) The conditions for activating the AES function are not yet mature and there is no industry consensus. This paper aims to propose a more detailed condition judgment and control strategy to promote the maturity of the technology.

[0005] As safety requirements under intelligent driving regulations continue to increase, the limitations of existing mass-produced active safety features are gradually becoming apparent. Strategies for coordinating active safety features are of paramount importance for improving vehicle safety levels.

[0006] Therefore, there is an urgent need to propose a new technical solution to address the above problems. [Summary of the Invention]

[0007] One of the objectives of this invention is to provide a method and apparatus for active safety control of a vehicle, which enables the active safety functions to be triggered accurately and safely, and the transitions between functions to be smooth.

[0008] To achieve the above objectives, according to one aspect of the present invention, an active safety control method for a vehicle is provided. The vehicle includes a perception system, a braking system, a steering system, an AEB module, and an AES module. When a target appears in front of the vehicle, the active safety control method includes: determining whether the braking system and the AEB module are faulty; if neither is faulty, setting the AEB fault condition to allow triggering; otherwise, setting the AEB fault condition to prohibit triggering; determining whether the steering system and the AES module are faulty; if neither is faulty, setting the AES fault condition to allow triggering; otherwise, setting the AES fault condition to prohibit triggering; setting the AEB speed condition to allow or prohibit triggering based on the vehicle's speed; setting the AES speed condition to allow or prohibit triggering based on the vehicle's speed; and acquiring one or more of the following for the target: limit braking time TTB_limit, trigger braking time TTB_trigger, limit steering time TTT_limit, and trigger steering time TTT_trigger. The system includes the collision time TTC between the vehicle and the target; setting the AEB collision time condition to allow or prohibit triggering based on one or more of the extreme braking time TTB_limit, the trigger braking time TTB_trigger, the extreme steering time TTT_limit, and the trigger steering time TTT_trigger, and the collision time; setting the AES collision time condition to allow or prohibit triggering; determining whether lane changing to the left and / or right is allowed; if lane changing to the left and / or right is allowed, the AES lane change condition is allowed; if neither lane changing to the left nor right is allowed, the AES lane change condition is prohibited; and the AEB module can only execute the AEB function when the AEB fault condition, the AEB speed condition, and the AEB collision time condition are all allowed; the AES module can only execute the AES function when the AES fault condition, the AES speed condition, the AES collision time condition, and the AES lane change condition are all allowed.

[0009] According to another aspect of the present invention, the present invention provides an active safety control device for a vehicle, comprising: a memory for storing a program; and a processor for loading the program to execute the active safety control method described above.

[0010] Compared with the prior art, the present invention has one or more of the following advantages: 1) The two active safety functions, AEB and AES, complement each other and work together to improve the safety level of the vehicle and have stronger avoidance capabilities; 2) When multiple AES conditions are met, emergency steering will be automatically controlled without driver incentive, and emergency lane change can be made to avoid dangerous targets even when the driver has no reaction; 3) The activation conditions and switching logic of AES and AEB functions are proposed in a relatively complete manner. [Attached Image Description]

[0011] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0012] Figure 1 This is a flowchart illustrating one embodiment of the active safety control method for vehicles according to the present invention.

[0013] Figure 2 This is a schematic diagram illustrating the setting process of AEB fault conditions and AES fault conditions in one embodiment of the present invention;

[0014] Figure 3 This is a schematic diagram illustrating the setting process of AEB speed conditions and AES speed conditions in one embodiment of the present invention;

[0015] Figure 4 This is a schematic diagram illustrating the relationship between TTB_limit, TTB_trigger, TTT_limit, and TTT_trigger in one embodiment of the present invention.

[0016] Figure 5 This is a schematic diagram illustrating the relationship between TTB_limit, TTB_trigger, TTT_limit, and TTT_trigger in another embodiment of the present invention;

[0017] Figure 6 This is a schematic diagram illustrating the setting process of AEB collision time conditions and AES collision time conditions in one embodiment of the present invention.

Detailed Implementation Methods

[0018] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] The term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the invention. The phrase "in one embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that excludes other embodiments. Unless otherwise specified, the terms "connected," "linked," and "connected" used herein to indicate electrical connection refer to direct or indirect electrical connection.

[0020] In this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," "coupled," etc., should be interpreted broadly; for example, they can refer to direct connection or indirect connection through an intermediate medium, which can be electronic components, functional circuits, etc. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] To facilitate understanding, the relevant terms used in this invention and their meanings will be introduced here first.

[0022] AEB (Automatic Emergency Braking): When a dangerous object appears ahead of the vehicle while it is in motion, the vehicle will automatically apply the emergency brakes (AEB) if the driver does not take action. This function is standard equipment and is enabled by default; it can also be manually turned on or off via a switch.

[0023] AES (Automatic Emergency Steering): When the vehicle detects that the driver has not reacted to avoid a dangerous target and there is sufficient safe space in the lane or adjacent lane, the driver assistance system can also use Automatic Emergency Steering (AES) to avoid the dangerous target ahead.

[0024] ESA (Emergency Steering Assist);

[0025] TTC (Time To Collision) is the time elapsed until a collision occurs, assuming both vehicles continue traveling at their current speeds along the same path.

[0026] TTB (Time To Brake) is defined as follows: TTB_trigger (trigger braking time) is the time required to bring the vehicle to a stop at the target using the deceleration estimated by the driver assistance system algorithm; TTB_limit (limit braking time) is the time required to bring the vehicle to a stop at the target using the vehicle's maximum braking capacity.

[0027] TTT (Time To Turn) is defined as follows: TTT_trigger (triggering time) is the time required to avoid a target based on the steering angle and lateral acceleration estimated by the driver assistance system algorithm; TTT_limit (limit turning time) is the time required to avoid a target by utilizing the maximum handling stability of the vehicle's mechanical structure (i.e., without intervention of the vehicle's electronic stability system); and TTT_ultralimit (ultra-limit turning time) is the time required to avoid a target by utilizing the maximum handling stability of the vehicle's electronic system (i.e., with intervention of the vehicle's electronic stability system).

[0028] It should be noted that as long as there is a target in front of the vehicle, the above times are dynamic values ​​calculated in real time.

[0029] This invention proposes the interaction logic and state switching strategy for two active safety functions: AEB and AES. It clarifies the triggering logic of both functions when encountering a dangerous target, as well as the intersection and boundaries of their effects. This technical solution enables seamless integration and mutual cooperation between the two safety functions, enhancing the vehicle's hazard avoidance capabilities in emergency situations and better protecting personal safety.

[0030] The main purpose of AEB (Autonomous Emergency Braking) is to automatically apply emergency braking to avoid or mitigate a collision when a dangerous object appears ahead and the driver does not react. The main purpose of AES (Automatic Steering) is to automatically steer the vehicle to avoid a collision when the vehicle is too close to a dangerous object ahead and AEB cannot completely prevent it.

[0031] Figure 1 This is a flowchart illustrating one embodiment of the active safety control method 100 for a vehicle according to the present invention. The vehicle includes a sensing system, a braking system, a steering system, an AEB module, an AES module, a vehicle electronic stability system, etc. Each system or module can be implemented using existing solutions. For example... Figure 1 As shown, when a dangerous target appears in front of the vehicle, the active safety control method 100 includes the following steps.

[0032] Step 110: Determine whether the braking system and the AEB module are faulty. If neither is faulty, set the AEB fault condition to allow triggering; otherwise, set the AEB fault condition to prohibit triggering. Determine whether the steering system and the AES module are faulty. If neither is faulty, set the AES fault condition to allow triggering; otherwise, set the AES fault condition to prohibit triggering.

[0033] In one embodiment, if the braking system and the AEB function module are both functioning correctly, then triggering the AEB function is permitted, and AEB_Condition_Diag = 1; otherwise, triggering the AEB function is prohibited, i.e., AEB_Condition_Diag = 0. Similarly, if the steering system and the AES function module are both functioning correctly, then triggering the AES function is permitted, and AES_Condition_Diag = 1; otherwise, triggering the AES function is prohibited, i.e., AES_Condition_Diag = 0. Here, AEB_Condition_Diag represents the AEB fault condition, AES_Condition_Diag represents the AES fault condition, 1 indicates that triggering is permitted or the condition is met, and 0 indicates that triggering is prohibited or the condition is not met.

[0034] Step 120: Set the AEB speed condition to allow or prohibit triggering based on the vehicle's speed; set the AES speed condition to allow or prohibit triggering based on the vehicle's speed.

[0035] In one embodiment, step 120 specifically includes: when the vehicle speed is less than a first speed threshold, setting the AEB speed condition to allow triggering and setting the AES speed condition to prohibit triggering; when the vehicle speed is greater than the first speed threshold and less than a second speed threshold, setting the AEB speed condition to allow triggering; if a collision cannot be completely avoided after the AEB function is triggered or executed, then setting the AES speed condition to allow triggering; when the vehicle speed is greater than the second speed threshold, setting the AEB speed condition to prohibit triggering and setting the AES speed condition to allow triggering.

[0036] Please refer to Figure 3This example illustrates the setup process for the AEB speed condition AEB_Condition_EgoVehSpd and the AES speed condition AES_Condition_EgoVehSpd. In this example, the first speed threshold is 30 km / h, and the second speed threshold is 80 km / h. When the vehicle speed EgoVehSpd is less than 30 km / h, the AEB function is only allowed to be triggered, i.e., AEB_Condition_EgoVehSpd = 1, AES_Condition_EgoVehSpd = 0. Here, AEB_Condition_EgoVehSpd is the AEB speed condition, and AES_Condition_EgoVehSpd is the AES speed condition. 1 indicates that triggering is allowed or the condition is met, and 0 indicates that triggering is prohibited or the condition is not met. When the vehicle speed is greater than 30 km / h but less than 80 km / h, both AEB and AES functions are allowed to be triggered, with AEB_Condition_EgoVehSpd = 1. However, the AEB function must be triggered or executed first. If the collision cannot be completely avoided after the AEB function is triggered or executed, then the AES function is allowed to be triggered, with AES_Condition_EgoVehSpd = 1. If the AEB function is not triggered or executed in advance, the control system will not allow the AES function to be triggered, with AES_Condition_EgoVehSpd = 0. When the vehicle speed is greater than 80 km / h, the AEB function is prohibited from being triggered, and only the AES function is allowed to be triggered, with AES_Condition_EgoVehSpd = 1 and AEB_Condition_EgoVehSpd = 0.

[0037] Step 130: Obtain one or more of the following for the hazardous target: limit braking time TTB_limit, trigger braking time TTB_trigger, limit steering time TTT_limit, trigger steering time TTT_trigger, and the collision time TTC between the vehicle and the hazardous target. Based on one or more of the following: limit braking time TTB_limit, trigger braking time TTB_trigger, limit steering time TTT_limit, trigger steering time TTT_trigger, and the collision time, set the AEB collision time condition to allow or prohibit triggering, and set the AES collision time condition to allow or prohibit triggering.

[0038] Generally, the time required to make an emergency turn to avoid a dangerous target is less than the time required for emergency braking. Therefore, the relationship between TTB and TTT is generally as follows: Figure 4As shown, TTB_trigger > TTB_limit > TTT_trigger > TTT_limit. However, when the vehicle speed of this vehicle is relatively low (the speed demarcation value is about 26 km / h), since the low-speed turning time will become longer, the time required for emergency steering to avoid will be greater than the time required for emergency braking. At this time, the relationship between TTB and TTT is as Figure 5 shown, TTT_trigger > TTT_limit > TTB_trigger > TTB_limit.

[0039] Usually, TTT_trigger, TTT_limit, TTB_trigger, and TTB_limit can be calculated in real time, or TTT_limit and TTB_limit can be calculated in real time according to the lateral and longitudinal distances, speeds, and accelerations between this vehicle and the dangerous target after the dangerous target appears and before the corresponding function is triggered. TTT_trigger is a compensation added to the basis of TTT_limit, and TTB_trigger is a compensation added to the basis of TTB_limit. This compensation can be a calibrated value, which can reduce the algorithm calculation amount and is also convenient for adjustment in actual tests.

[0040] As Figure 6 shown, it shows the setting process of the AEB collision time condition and the AES collision time condition. Please refer to Figure 6 shown. If TTT_trigger < TTB_trigger, that is, the case where the emergency steering time is less, then there is:

[0041] 1) When TTC > TTB_trigger, at this time TTC does not meet the activation conditions of the AEB function and the AES function, and the vehicle travels normally; if the active safety function has been triggered before, the function will exit and re-judge the conditions, that is, the AEB collision time condition is prohibited from being triggered, the AES collision time condition is prohibited from being triggered, AEB_Condition_TTC = 0, AES_Condition_TTC = 0, and the vehicle travels normally. AEB_Condition_TTC represents the AEB collision time condition, AES_Condition_TTC represents the AES collision time condition, 0 represents prohibited from being triggered or not meeting this condition, and 1 represents allowed to be triggered or meeting this condition.

[0042] 2) When TTC ≤ TTB_trigger and TTC > TTB_limit, at this time the AEB collision time condition is allowed to be triggered, and AEB_Condition_TTC = 1.

[0043] 3) When TTC ≤ TTB_limit and TTC > TTT_trigger, at this time the AEB function can no longer avoid a collision, and the AES function is ready to be activated. There is no corresponding actual operation here, and continue to make subsequent conditional judgments.

[0044] 4) When TTC ≤ TTT_trigger and TTC > TTT_limit, at this time the AES collision time condition is allowed to be triggered, that is, AES_Condition_TTC = 1.

[0045] 5) When TTC ≤ TTT_limit, at this time both the AEB function and the AES function can no longer completely avoid a collision, the AEB collision time condition is allowed to be triggered, that is, AEB_Condition_TTC = 1, and immediately trigger the AEB module to execute the AEB function to reduce the collision.

[0046] Continue to refer to Figure 6 As shown, if TTT_trigger ≥ TTB_trigger, that is, in the case where the emergency braking takes less time, there are: 1) When TTC ≤ TTB_trigger, at this time the AEB collision time condition is allowed to be triggered, that is, AEB_Condition_TTC = 1; 2) When TTC > TTB_trigger, continue to make the collision time condition judgment until TTC is less than or equal to TTB_trigger.

[0047] Furthermore, when TTT_ultralimit < TTC < TTT_limit and the vehicle speed is less than the second speed threshold, theoretically it is possible to completely avoid a collision by making an emergency lane change (when the vehicle electronic stability system is activated). In order to improve the safety of lane change under this condition, at this time, the lateral displacement of the lane change is limited to a predetermined ratio of the normal lane change lateral displacement (such as 75%, 80%, 83%, etc.). The vehicle electronic stability system monitors the yaw angular velocity and turning angular velocity of the vehicle to determine in real time whether the vehicle has understeer or oversteer, so as to intervene in the vehicle attitude control, which is beneficial to the vehicle body stability in the case of emergency lane change, where TTT_ultralimit is the time required to avoid a dangerous target using the vehicle electronic stability system.

[0048] Step 140, determine whether to allow a left lane change and / or a right lane change. If a left lane change and / or a right lane change is allowed, the AES lane change condition is allowed to be triggered. If neither a left lane change nor a right lane change is allowed, the AES lane change condition is prohibited from being triggered.

[0049] In one embodiment, determine whether to allow a left lane change and / or a right lane change according to the following rules:

[0050] When a dangerous target ahead is either moving straight (Straight_Proceeding / Straight_Oncoming) or stationary (Still), and there are no targets cutting in from either side, lane changes to the left or right are permitted, i.e., AES_Both_Side = 1;

[0051] When a dangerous target ahead crosses the lane to the left (Straight_Left) or to the right (Straight_Right), or when a target to the left of this vehicle is expected to cut into the right lane of this vehicle, or a target to the right of this vehicle is expected to cut into the left lane of this vehicle (judgment method: the time required for an emergency lane change is generally within 1.2 seconds. The direction of travel can be determined based on the yaw angle of the target to the left. By incorporating the target's speed and acceleration into the calculation, the target's position at each moment within 1.2 seconds can be predicted, thus determining which lane the target vehicle will cut into), due to the high variability of the movement of targets crossing lanes and cutting into lanes, in order to avoid full liability for lane changes, the AES function is prohibited according to safety principles, and lane changes are not allowed on either side, i.e., AES_Both_Side = 0; AEB is activated as needed.

[0052] When a dangerous target ahead is moving slightly to the left (Proceeding_Left / Oncoming_Left), or when there is a straight-going target to the left of the vehicle (Straight_In_LeftLane), or when there is a target cutting into the lane from the left (CutIn_From_LeftLane_To_EgoLane), changing lanes to the right is permitted, and AES_Right = 1.

[0053] When a dangerous target ahead is moving slightly to the right (Proceeding_Right / Oncoming_Right), or there is a straight-going target to the right of the vehicle (Straight_In_RightLane), or a target cutting into the lane from the right (CutIn_From_RightLane_To_EgoLane), changing lanes to the left is permitted (AES_Left = 1). Here, 1 indicates permission, and 0 indicates prohibition.

[0054] Specifically, if the state of the hazard ahead changes from moving to stopped, the decision to change lanes to the left or right is based on the predicted stopping position of the hazard ahead. If the hazard stops within the vehicle's lane, changing lanes to the left or right is permitted, with AES_Both_Side = 1; if the hazard stops slightly to the left of the vehicle's lane, changing lanes to the right is permitted, with AES_Right = 1; and if the hazard stops slightly to the right of the vehicle's lane, changing lanes to the left is permitted, with AES_Left = 1.

[0055] The instruction manual states that steps 110, 120, 130, and 140 can be performed independently of each other. For example, steps 110, 120, 130, and 140 can be executed in parallel, or steps 110, 120, 130, and 140 can be executed sequentially.

[0056] Step 150: The AEB module can only be triggered to execute the AEB function when the AEB fault condition, the AEB speed condition, and the AEB collision time condition are all allowed to be triggered; the AES module can only be triggered to execute the AES function when the AES fault condition, the AES speed condition, the AES collision time condition, and the AES lane change condition are all allowed to be triggered.

[0057] Specifically, the AEB module can only be triggered to execute the AEB function when each AEB_Condition_xxx is equal to 1, and the AES module can only be triggered to execute the AES function when each AES_Condition_xxx is equal to 1 and one of AES_Both_Side, AES_Left, and AES_Right is equal to 1.

[0058] In one embodiment, such as Figure 2 As shown, before step 110, the active safety control method 100 further includes: determining whether the perception system is faulty and whether the target confidence value is greater than a first predetermined confidence threshold (the first predetermined confidence threshold is, for example, 1, 2 or other values). If the perception system is not faulty and the target confidence value is greater than the first predetermined confidence threshold, then proceed to step 110 to determine whether the braking system and the AEB module are faulty and whether the steering system and the AES module are faulty. Otherwise, continue to determine whether the perception system is faulty and whether the target confidence value is greater than the first predetermined confidence threshold.

[0059] Continue reading Figure 2 After the AEB fault condition is allowed to be triggered, i.e., AEB_Condition_Diag = 1, the active safety control method 100 further includes:

[0060] The system determines whether the AEB function needs a second-level downgrade or whether the target confidence value is equal to a second predetermined confidence threshold (e.g., 2, 3, or other values). If yes, the TTB_trigger and TTB_limit are reduced to their original second predetermined proportions (e.g., 50%, 55%, etc.). If no, it continues to determine whether the AEB function needs a first-level downgrade or whether the target confidence value is equal to a third predetermined confidence threshold (e.g., 3, 4, or other values). If yes, the obtained TTB_trigger and TTB_limit are reduced to their original first predetermined proportions (e.g., 65%, 70%, etc.). Subsequent collision time condition determinations in step 130 will use the reduced TTB_trigger and TTB_limit. The first predetermined proportion is greater than the second predetermined proportion, and the third predetermined confidence threshold > the second predetermined confidence threshold > the first predetermined confidence threshold.

[0061] Continue reading Figure 2 After the AES fault condition is enabled (i.e., AES_Condition_Diag = 1), the active safety control method 100 further includes:

[0062] The system determines whether the AES function needs a second-level downgrade or whether the target confidence value is equal to a second predetermined confidence threshold (e.g., 2, 3, or other values). If yes, TTT_trigger and TTT_limit are reduced to their original second predetermined proportions (e.g., 50%, 55%, etc.). If no, it continues to determine whether the AES function needs a first-level downgrade or whether the target confidence value is equal to a third predetermined confidence threshold (e.g., 3, 4, or other values). If yes, TTT_trigger and TTT_limit are reduced to their original first predetermined proportions (e.g., 65%, 70%, etc.). The first predetermined proportion is greater than the second predetermined proportion, and the third predetermined confidence threshold > the second predetermined confidence threshold > the first predetermined confidence threshold. Subsequent collision time condition determinations in step 130 will use the reduced TTT_trigger and TTT_limit.

[0063] It is important to understand that when the perception system acquires a target and outputs target information, it also outputs a target confidence value, which indicates whether the currently identified target is trustworthy and its level of trustworthiness. Specifically, the target confidence value of a target can be determined based on the target source, the duration of continuous target detection, and the target's horizontal and vertical distance error verification. When a dangerous target is detected, the perception system will also output the target confidence value for that dangerous target. In this invention, the target confidence value ranges from 1 to 5, with a value of 5 representing the highest level of trustworthiness. The conditions for assigning the target confidence value include: (a) the target source (camera, radar, or sensor fusion target, with confidence values ​​increasing sequentially); (b) the duration of continuous target detection (the longer the detection time, the higher the confidence value); and (c) the target's horizontal and vertical distance error verification (a confidence value is only awarded if the error verification passes).

[0064] In one embodiment, the AEB module includes a first counter. The first counter detects whether the AEB module is operating normally and continuously. The first counter increments by a predetermined value (e.g., 1) in each operating cycle of the AEB module. If it does not increment within a first predetermined duration, the AEB function needs to perform a first-level degradation. If it does not increment within a second predetermined duration, the AEB function needs to perform a second-level degradation. The first predetermined duration is shorter than the second predetermined duration. For example, the operating cycle of the AEB module is 20ms, the first predetermined duration is 100ms, and the second predetermined duration is 200ms. If the counter is not incremented after 100ms, the AEB function needs to perform a first-level degradation. If the counter is not incremented after 200ms, the AEB function needs to perform a second-level degradation.

[0065] Similarly, the AES module includes a second counter. This second counter detects whether the AES module is functioning normally and continuously. The second counter increments by a predetermined value (e.g., 1) in each operating cycle of the AES module. If it does not increment within a first predetermined duration, the AES function needs to perform a first-level degradation. If it does not increment within a second predetermined duration, the AES function needs to perform a second-level degradation. The first predetermined duration is shorter than the second predetermined duration. For example, if the AES module's operating cycle is 20ms, the first predetermined duration is 100ms, and the second predetermined duration is 200ms, if the counter does not increment after 100ms, the AES function needs to perform a first-level degradation. If the counter does not increment after 200ms, the AES function needs to perform a second-level degradation.

[0066] Instructions on controls for ending and exiting active safety functions.

[0067] If the AEB function brings the vehicle to a stop or the dangerous target disappears, the AEB function will end or deactivate.

[0068] If the termination or deactivation of the AES function is not properly controlled, it can easily lead to subsequent losses. Therefore, in this invention, after the lane change is completed using the AES function, for safety, the lateral and longitudinal comfort function control (such as lane centering) is activated. If there are no dangerous targets ahead, the vehicle speed is reduced to a predetermined percentage (such as 70%, 75%, 80%) of the pre-lane change speed within a predetermined time (e.g., 2 or 3 seconds), and then the vehicle speed is maintained. If the AES function deactivates due to any malfunction during the lane change, the AEB module is immediately activated to perform the AEB function, applying emergency braking to prevent the vehicle from veering off course and running out of the lane by a certain distance, thus mitigating the damage.

[0069] Compared with the prior art, the present invention has one or more of the following advantages: 1) The two active safety functions, AEB and AES, complement each other and work together to improve the vehicle's safety level and enhance its avoidance capabilities; 2) Emergency steering is automatically controlled when multiple AES conditions are met, without driver intervention, and emergency lane changes can be made to avoid dangerous targets even when the driver has no reaction; 3) The activation conditions and switching logic of AES and AEB functions are presented in a relatively complete manner (considering diagnostics, vehicle speed, TTC, and the motion state of targets in front and to the side); 4) When TTC is less than TTT_limit but greater than TTT_ultralimit, AES function can also be conditionally triggered to control the lane change range to ensure safety while shortening the time limit for emergency lane change and avoidance; 5) Vehicle control after the termination or deactivation of AES is clarified.

[0070] According to another aspect of the present invention, a vehicle steering control device is provided, comprising: a memory for storing a program; and a processor for loading the program to execute the active safety control method 100 described above.

[0071] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0072] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for active safety control of a vehicle, the vehicle comprising a sensing system, a braking system, a steering system, an AEB module, and an AES module, characterized in that, When a dangerous target is detected in front of the vehicle, the active safety control method includes: Determine whether the braking system and the AEB module are faulty. If neither is faulty, set the AEB fault condition to allow triggering; otherwise, set the AEB fault condition to prohibit triggering. Determine whether the steering system and the AES module are faulty. If neither is faulty, set the AES fault condition to allow triggering; otherwise, set the AES fault condition to prohibit triggering. Set the AEB speed condition to allow or prohibit triggering based on the vehicle's speed; set the AES speed condition to allow or prohibit triggering based on the vehicle's speed. Obtain one or more of the following for the hazardous target: the limit braking time TTB_limit, the trigger braking time TTB_trigger, the limit steering time TTT_limit, and the trigger steering time TTT_trigger, as well as the collision time TTC between the vehicle and the hazardous target. Based on one or more of the following: the limit braking time TTB_limit, the trigger braking time TTB_trigger, the limit steering time TTT_limit, and the trigger steering time TTT_trigger, and the collision time, set the AEB collision time condition to allow triggering or prohibit triggering, and set the AES collision time condition to allow triggering or prohibit triggering. Determine whether changing lanes to the left and / or right is permitted. If changing lanes to the left and / or right is permitted, the AES lane change condition is triggered. If neither changing lanes to the left nor to the right is permitted, the AES lane change condition is triggered. The AEB module can only be triggered to perform the AEB function when the AEB fault condition, the AEB speed condition, and the AEB collision time condition are all allowed to be triggered; the AES module can only be triggered to perform the AES function when the AES fault condition, the AES speed condition, the AES collision time condition, and the AES lane change condition are all allowed to be triggered.

2. The active safety control method for a vehicle according to claim 1, characterized in that, The determination of whether a lane change to the left and / or right is permitted includes: When a dangerous target ahead is either moving straight or stationary and there are no targets cutting in from either side, it is determined that changing lanes to the left or right is permitted. When a dangerous target ahead is crossing to the left or right, or when a target to the left of this vehicle is expected to cut into the right lane of this vehicle, or when a target to the right of this vehicle is expected to cut into the left lane of this vehicle, it is determined that changing lanes to the left or right is prohibited. When a dangerous target ahead is moving slightly to the left, or there is a straight-going target to the left of the vehicle, or a target cutting into the lane from the left, it is determined that changing lanes to the right is permitted; When a dangerous target ahead is moving in a direction that is slightly to the right, or when there is a straight-going target on the right side of the vehicle, or when there is a target cutting into the lane from the right side, it is determined that a lane change to the left is permitted.

3. The active safety control method for a vehicle according to claim 2, characterized in that, When the state of the forward dangerous target changes from moving to stopping, determine whether to allow lane change to the left or to the right according to the predicted stopping position of the forward dangerous target. If it stops within the vehicle's own lane, both left and right lane changes are allowed; if it stops on the left side of the lane, a right lane change is allowed; if it stops on the right side of the lane, a left lane change is allowed.

4. The active safety control method for a vehicle according to claim 1, characterized in that, Set the AEB speed condition to allow or prohibit triggering according to the vehicle's own speed, and set the AES speed condition to allow or prohibit triggering according to the vehicle's own speed, including: When the vehicle's own speed is less than the first speed threshold, set the AEB speed condition to allow triggering and set the AES speed condition to prohibit triggering; when the vehicle's own speed is greater than the first speed threshold and less than the second speed threshold, set the AEB speed condition to allow triggering. If the collision cannot be completely avoided after the AEB function is triggered or executed, then set the AES speed condition to allow triggering; when the vehicle's own speed is greater than the second speed threshold, set the AEB speed condition to prohibit triggering and set the AES speed condition to allow triggering.

5. The active safety control method for a vehicle according to claim 1, characterized in that, Determine whether the AEB collision time condition is allowed to trigger or prohibited from triggering, and whether the AES collision time condition is allowed to trigger or prohibited from triggering according to the time to collision TTC, the limit braking time TTB_limit, the trigger braking time TTB_trigger, the limit steering time TTT_limit, and the trigger steering time TTT_trigger, including: If TTT_trigger < TTB_trigger, then: When TTC > TTB_trigger, at this time the AEB collision time condition is prohibited from triggering, the AES collision time condition is prohibited from triggering, and the vehicle travels normally; When TTC ≤ TTB_trigger and TTC > TTB_limit, at this time the AEB collision time condition is allowed to trigger; When TTC ≤ TTT_trigger and TTC > TTT_limit, at this time the AES collision time condition is allowed to trigger; When TTC ≤ TTT_limit, at this time the AEB collision time condition is allowed to trigger, and immediately trigger the AEB module to execute the AEB function; If TTT_trigger ≥ TTB_trigger, When TTC ≤ TTB_trigger, at this time the AEB collision time condition is allowed to trigger; When TTC > TTB_trigger, continue to judge the collision time condition.

6. The active safety control method for a vehicle according to claim 5, characterized in that, Calculate the limit braking time TTB_limit, the trigger braking time TTB_trigger, the limit steering time TTT_limit, and the trigger steering time TTT_trigger according to the lateral and longitudinal distances, speeds, and accelerations between the vehicle and the dangerous target.

7. The active safety control method for a vehicle according to claim 6, wherein Calculate the limit braking time TTB_limit, the limit steering time TTT_limit, and the trigger steering time TTT_trigger according to the lateral and longitudinal distances, speeds, and accelerations between the vehicle and the dangerous target. Among them, TTT_trigger adds a compensation based on TTT_limit, and TTB_trigger adds a compensation based on TTB_limit.

8. The active safety control method for a vehicle according to claim 5, wherein When TTT_ultralimit < TTC < TTT_limit and the vehicle speed is less than the second speed threshold, a full emergency lane change is used to avoid collision. At this time, the lateral displacement of the lane change is limited to a predetermined proportion of the normal lateral displacement of the lane change. The vehicle electronic stability system monitors the yaw angular velocity and the cornering angular velocity of the vehicle to determine in real time whether the vehicle has understeer or oversteer, so as to intervene in the vehicle attitude control. TTT_ultralimit is the time required to avoid a dangerous target using the vehicle electronic stability system.

9. The active safety control method for a vehicle according to claim 1, characterized in that, Before determining whether the braking system and the AEB module are faulty and whether the steering system and the AES module are faulty, it further includes: Determine whether the perception system is faulty and whether the target confidence value is greater than the first predetermined confidence threshold. If the perception system is not faulty and the target confidence value is greater than the first predetermined confidence threshold, then determine whether the braking system and the AEB module are faulty and determine whether the steering system and the AES module are faulty. Otherwise, continue to determine whether the perception system is faulty and whether the target confidence value is greater than the first predetermined confidence threshold.

10. The active safety control method for a vehicle according to claim 9, characterized in that, After the AEB fault condition is allowed to be triggered, it further includes: Determine whether the AEB function needs to be downgraded to the second level or whether the target confidence value is equal to the second predetermined confidence threshold. If so, reduce TTB_trigger and TTB_limit to the original second predetermined proportion. If not, continue to determine whether the AEB function needs to be downgraded to the first level or whether the target confidence value is equal to the third predetermined confidence threshold. If so, reduce TTB_trigger and TTB_limit to the original first predetermined proportion; After the AES fault condition is allowed to be triggered, it further includes: Determine whether the AES function needs to be downgraded to the second level or whether the target confidence value is equal to the second predetermined confidence threshold. If so, reduce TTT_trigger and TTT_limit to the original second predetermined proportion. If not, continue to determine whether the AES function needs to be downgraded to the first level or whether the target confidence value is equal to the third predetermined confidence threshold. If so, reduce TTT_trigger and TTT_limit to the original first predetermined proportion. The first predetermined proportion is greater than the second predetermined proportion, and the third predetermined confidence threshold > the second predetermined confidence threshold > the first predetermined confidence threshold.

11. The active safety control method for a vehicle according to claim 10, wherein The AEB module includes a first counter, which detects whether the AEB module is functioning normally and continuously. The first counter increments by a predetermined value in each operating cycle of the AEB module. If it does not increment within a first predetermined time period, the AEB function needs to perform a first-level degradation; if it does not increment within a second predetermined time period, the AEB function needs to perform a second-level degradation. The AES module includes a second counter, which detects whether the AES module is functioning normally and continuously. The second counter increments by a predetermined value in each operating cycle of the AES module. If it does not increment within a first predetermined time period, the AES function needs to perform a first-level degradation; if it does not increment within a second predetermined time period, the AES function needs to perform a second-level degradation. The first scheduled duration is less than the second scheduled duration.

12. The active safety control method for a vehicle according to claim 10, characterized in that, The perception system outputs a target confidence value along with the target information, which indicates whether the currently identified target is trustworthy and its trustworthiness. A target confidence value is determined based on the target's source, the duration of continuous target detection, and the target's horizontal and vertical distance error verification.

13. The active safety control method for a vehicle according to claim 1, characterized in that, It also includes: If the AEB function brings the vehicle to a stop or the dangerous target disappears, the AEB function will end or deactivate. Once the AES function completes the lane change, the lateral and longitudinal comfort function control is activated, and if there are no dangerous targets ahead, the vehicle speed is reduced to a predetermined percentage of the speed before the lane change within a predetermined time, and then the vehicle speed is maintained. If the AES function is deactivated due to any fault during the lane change, the AEB module will immediately execute the AEB function.

14. An active safety control device for a vehicle, characterized in that, include: Memory, used to store programs; A processor for loading the program to execute the active safety control method for a vehicle as described in any one of claims 1 to 13.

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