Vehicle anti-collision control method, device, equipment, and storage medium

Abstract

The embodiments of the present application disclose a vehicle collision avoidance control method, device, equipment and storage medium, wherein the method comprises: in response to detecting entering a three-vehicle chain collision scene, obtaining first relative position information between the rear vehicle and the own vehicle and second relative position information between the own vehicle and the front vehicle; wherein the second relative position information comprises a second actual distance, a second estimated safety distance and a second braking distance between the own vehicle and the front vehicle; when the second actual distance is greater than or equal to the second estimated safety distance, triggering a first collision avoidance control strategy based on the first relative position information; when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance, triggering a second collision avoidance control strategy based on the first relative position information; when the second actual distance is less than the second braking distance, triggering a third collision avoidance control strategy; the first collision avoidance control strategy, the second collision avoidance control strategy and the third collision avoidance control strategy are different.

Description

Technical Field

[0001] The present application relates to the field of vehicle engineering technology, and is related to but not limited to a vehicle anti-collision control method and device, equipment, and storage medium. Background Art

[0002] As people's material living standards improve, the per capita car ownership rate increases year by year, and the number of traffic accidents has remained high, including rear-end collisions, and even serious rear-end collisions leading to multi-vehicle chain collisions. In order to effectively reduce the occurrence of such traffic accidents, most existing studies have focused on front rear-end collisions, but have not considered the risk of collisions in both the front and rear directions during vehicle operation, and there is no effective control strategy for three-vehicle chain collision scenarios. Summary of the invention

[0003] Embodiments of the present application provide a vehicle collision avoidance control method and apparatus, equipment, and storage medium.

[0004] The technical solution of the embodiment of the present application is implemented as follows:

[0005] In a first aspect, an embodiment of the present application provides a vehicle collision avoidance control method, the method comprising:

[0006] In response to detecting a three-vehicle chain collision scenario, first relative position information between the rear vehicle and the own vehicle and second relative position information between the own vehicle and the front vehicle are obtained; wherein the second relative position information includes a second actual distance, a second estimated safety distance and a second braking distance between the own vehicle and the front vehicle; when the second actual distance is greater than or equal to the second estimated safety distance, a first collision avoidance control strategy is triggered based on the first relative position information; when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance, a second collision avoidance control strategy is triggered based on the first relative position information; when the second actual distance is less than the second braking distance, a third collision avoidance control strategy is triggered; the first collision avoidance control strategy, the second collision avoidance control strategy and the third collision avoidance control strategy are different.

[0007] In a second aspect, an embodiment of the present application provides a vehicle collision avoidance control device, including an information acquisition module, a first control module, a second control module and a third control module, wherein:

[0008] The information acquisition module is used to acquire first relative position information between the rear vehicle and the vehicle and second relative position information between the vehicle and the front vehicle in response to detecting the entry into a three-vehicle chain collision scene; wherein the second relative position information includes a second actual distance, a second estimated safety distance, and a second braking distance between the vehicle and the front vehicle;

[0009] The first control module is configured to trigger a first collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second estimated safety distance;

[0010] the second control module is configured to trigger a second collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance;

[0011] The third control module is used to trigger a third anti-collision control strategy when the second actual distance is less than the second braking distance; the first anti-collision control strategy, the second anti-collision control strategy and the third anti-collision control strategy are different.

[0012] In a third aspect, an embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the program, the steps in the above-mentioned vehicle collision avoidance control method are implemented.

[0013] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which implements the steps in the above-mentioned vehicle collision avoidance control method when executed by a processor.

[0014] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0015] In the embodiment of the present application, the rear vehicle, the vehicle itself and the front vehicle are taken as the research objects, the forward and backward collision risks during the operation of the vehicle are comprehensively considered, a judgment method is proposed and early warning strategies are given under different situations, and the problem of incomplete response to the frontal collision accident scenario in the related technology is solved, thereby effectively predicting and avoiding the collision between the three vehicles or reducing the damage in the unavoidable collision situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work, among which:

[0017] Figure 1 A schematic diagram of a process flow of a vehicle collision avoidance control method provided in an embodiment of the present application;

[0018] Figure 2 A schematic diagram of a three-car model on the same lane provided in an embodiment of the present application;

[0019] Figure 3AA logic flow chart of a vehicle collision avoidance control method provided in an embodiment of the present application;

[0020] Figure 3B The logic flow chart provided in the embodiment of the present application is Figure 1 The process;

[0021] Figure 3C The logic flow chart provided in the embodiment of the present application is Figure 2 The process;

[0022] Figure 4 A schematic diagram of a scenario in which the actual distance between the vehicle and the vehicle in front is beyond the estimated safety distance provided by an embodiment of the present application;

[0023] Figure 5 A schematic diagram of a scenario in which the actual distance between the vehicle and the vehicle in front is greater than the relative braking distance and the estimated safety distance provided by an embodiment of the present application;

[0024] Figure 6 A schematic diagram of a scenario in which the actual distance between the vehicle and the vehicle in front is less than the relative braking distance provided in an embodiment of the present application;

[0025] Figure 7 A schematic diagram of a rear vehicle just catching up with the vehicle provided in an embodiment of the present application;

[0026] Figure 8 A rectangular vehicle model provided in an embodiment of the present application;

[0027] Fig. 9 A schematic diagram of the surrounding environment when a vehicle changes lanes provided in an embodiment of the present application;

[0028] Fig.10 A schematic diagram of the structure of a vehicle anti-collision control device provided in an embodiment of the present application;

[0029] Fig.11 A hardware entity schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. The following embodiments are used to illustrate the present application, but are not intended to limit the scope of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.

[0031] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0032] It should be pointed out that the terms "first\second\third" involved in the embodiments of the present application are merely to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.

[0033] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as the general understanding of those skilled in the art in the field to which the embodiments of the present application belong. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless specifically defined as here.

[0034] The terms "vehicle", "automobile" or other similar terms in this application include general motor vehicles, such as passenger cars (including sports utility vehicles, buses, trucks, etc.), various commercial vehicles, ships, aircraft, etc., and include hybrid electric vehicles, electric vehicles, plug-in hybrid electric vehicles, etc. A hybrid electric vehicle is a vehicle with two or more power sources, such as gasoline-powered and electric vehicles.

[0035] The embodiment of the present application provides a vehicle anti-collision control method, which is applied to electronic devices. The electronic devices include but are not limited to mobile phones, laptops, tablet computers and handheld Internet devices, multimedia devices, streaming media devices, mobile Internet devices, wearable devices or other types of electronic devices. The functions implemented by the method can be implemented by calling program codes by a processor in the electronic device. Of course, the program codes can be stored in a computer storage medium. It can be seen that the electronic device includes a processor and a storage medium. The processor can be used to process the vehicle anti-collision control process, and the memory can be used to store the data required and the data generated during the vehicle anti-collision control process.

[0036] Figure 1 A flow chart of a vehicle collision avoidance control method provided in an embodiment of the present application is shown as follows: Figure 1 As shown, the method comprises the following steps:

[0037] Step S110, in response to detecting that a three-vehicle chain collision scene has been entered, obtaining first relative position information between the rear vehicle and the own vehicle and second relative position information between the own vehicle and the front vehicle.

[0038] Here, the second relative position information includes the second actual distance between the vehicle and the vehicle in front, the second estimated safety distance and the second braking distance. Taking the adjacent vehicle and the vehicle in front on the current lane as the analysis object, the second estimated safety distance means that in the case of emergency braking of the vehicle in front, the vehicle in front takes the maximum braking acceleration to ensure that there is enough distance between the vehicle in front and no collision warning is issued; the second braking distance means the relative distance between the two vehicles is reduced when the vehicle in front takes the maximum braking acceleration to the same speed as the vehicle in front; the second estimated safety distance is the second braking distance added to the reserved safety distance.

[0039] The three-car chain collision scenario is understood as that within a certain period of time, the relationship between the speeds of the three cars satisfies the actual speed of the rear car> the actual speed of the self-car> the actual speed of the front car. If the self-car or the front car suddenly brakes at a certain moment, a collision accident may occur.

[0040] It should be noted that the present application realizes the recognition and detection of the vehicle running state, vehicle position, etc. based on the vehicle-mounted sensors (e.g., rear-view sensors, front-view sensors, etc.), and then obtains the relative position information through algorithm calculation. It can also be understood that the vehicle-mounted sensors mentioned in the present application can be any appropriate sensors installed on the vehicle, such as cameras, laser radars, millimeter-wave radars, etc.

[0041] Step S120: When the second actual distance is greater than or equal to the second estimated safety distance, triggering a first collision avoidance control strategy based on the first relative position information.

[0042] Here, the second actual distance is greater than or equal to the second estimated safety distance, indicating that there is no collision risk between the vehicle and the front vehicle. It is necessary to further determine whether there is a collision risk between the rear vehicle and the vehicle based on the first relative position information of the rear vehicle and the vehicle, and then perform control processing according to the first collision avoidance control strategy.

[0043] Step S130: triggering a second collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance.

[0044] Here, the second actual distance is greater than or equal to the second estimated safety distance, indicating that the vehicle and the front vehicle are temporarily relatively safe. It is necessary to further determine whether there is a collision risk between the rear vehicle and the vehicle based on the first relative position information of the rear vehicle and the vehicle, and then perform control processing according to the second anti-collision control strategy, where the second anti-collision control strategy is different from the first anti-collision control strategy.

[0045] Step S140: triggering a third collision avoidance control strategy when the second actual distance is less than the second braking distance.

[0046] Here, the second actual distance is less than the second braking distance, indicating that there is a risk of collision between the vehicle in front, and it is necessary to further determine whether there is a risk of collision between the rear vehicle and the vehicle based on the first relative position information of the rear vehicle and the vehicle, and then perform control processing according to the third anti-collision control strategy, wherein the third anti-collision control strategy is different from the first anti-collision control strategy and the second anti-collision control strategy.

[0047] In the embodiment of the present application, the rear vehicle, the vehicle itself and the front vehicle are taken as the research objects, the forward and backward collision risks during the operation of the vehicle are comprehensively considered, a judgment method is proposed and early warning strategies are given under different situations, and the problem of incomplete response to the frontal collision accident scenario in the related technology is solved, thereby effectively predicting and avoiding the collision between the three vehicles or reducing the damage in the unavoidable collision situation.

[0048] In some embodiments, the first relative position information includes a first actual distance, a first estimated safety distance and a first braking distance between the vehicle and the leading vehicle, and the first collision avoidance control strategy triggered based on the first relative position information includes: when the first actual distance is greater than or equal to the first estimated safety distance, determining that there is no potential collision risk between the vehicle and the following vehicle and taking no action; when the first actual distance is greater than the first braking distance and less than the first estimated safety distance, issuing a first warning message to the following vehicle; when the first actual distance is less than the first braking distance, issuing the first warning message and accelerating the vehicle according to the first acceleration strategy.

[0049] Here, the first warning information is used to indicate that there is a potential collision risk between the vehicle and the following vehicle, and to remind the following vehicle to slow down to prevent rear-end collision. When the actual distance between the following vehicle and the vehicle is less than the relative braking distance, the vehicle can appropriately accelerate to reduce or avoid collision while sending the first warning information to the following vehicle.

[0050] In some embodiments, the accelerating process of the own vehicle according to the first acceleration strategy includes: accelerating the own vehicle according to the first acceleration and a preset acceleration duration; wherein the first acceleration is determined based on the speed of the rear vehicle, the speed of the own vehicle, and the difference in driving distance between the rear vehicle and the own vehicle, and the preset acceleration duration is the time for the own vehicle and the rear vehicle to reach the same speed; wherein, during the acceleration process, in response to the second actual distance between the own vehicle and the front vehicle being equal to the second braking distance, the first acceleration strategy is exited in advance.

[0051] Here, considering factors such as vehicle performance and driver reaction time, the first acceleration is the ideal acceleration for the following vehicle to just catch up with the vehicle plus a certain amount of redundancy, such as 0.3 m / s2 , to ensure that the rear vehicle does not rear-end the ego vehicle; the ideal acceleration of the ego vehicle is related to the respective speeds of the rear vehicle and the ego vehicle, as well as the difference in driving distance between the rear vehicle and the ego vehicle.

[0052] In some embodiments, the first relative position information includes a first actual distance, a first estimated safety distance and a first braking distance between the vehicle and the vehicle in front, and the second collision avoidance control strategy is triggered based on the first relative position information, including: when the first actual distance is less than or equal to the first braking distance, determining the lane changing condition of the vehicle and performing subsequent processing; the lane changing condition indicates whether the lane changing of the vehicle satisfies the condition of not colliding with surrounding vehicles; when the first actual distance is greater than the first braking distance and less than the first estimated safety distance, decelerating the vehicle and issuing a second warning message to the vehicle behind; when the first actual distance is greater than the first estimated safety distance, decelerating the vehicle.

[0053] Here, if the first actual distance is less than or equal to the first braking distance, it indicates that there is a risk of collision between the own vehicle and the rear vehicle, and lane changing should be prioritized for the own vehicle; if the first actual distance is greater than the first braking distance and less than the first estimated safety distance, it indicates that there is a potential risk of collision between the own vehicle and the rear vehicle, so the own vehicle is appropriately decelerated and a second warning message is issued to indicate that there is a potential risk of collision between the own vehicle and the rear vehicle, and to remind the rear vehicle to decelerate to prevent rear-end collision.

[0054] In some embodiments, the subsequent processing after determining the lane changing conditions of the own vehicle includes: when it is determined that the own vehicle meets the lane changing conditions, controlling the own vehicle to change lanes and sending a third warning message to the following vehicle; when it is determined that the own vehicle does not meet the lane changing conditions and the own vehicle and the front vehicle cannot establish a communication connection, continuously decelerating the own vehicle and taking warning measures; when it is determined that the own vehicle does not meet the lane changing conditions and the own vehicle and the front vehicle have established a communication connection, sending a first prompt message to the front vehicle; the first prompt message is used to prompt the front vehicle to accelerate or change lanes; based on the feedback information of the front vehicle in response to the first prompt message, accelerating or decelerating the own vehicle.

[0055] Here, the warning measures include but are not limited to light prompts, horns, etc. The establishment of a connection and communication between the vehicle and the vehicle in front indicates that the vehicle and the vehicle in front are connected to the same network and can communicate with each other to achieve information exchange and information sharing. In this way, when there is a risk of collision between the vehicle and the vehicle behind and the vehicle does not meet the lane change conditions, the vehicle in front is notified in time to accelerate or change lanes, thereby reducing the occurrence of three-vehicle chain collision accidents.

[0056] In some embodiments, the acceleration or deceleration of the own vehicle based on the feedback information of the leading vehicle in response to the second prompt information includes: when the feedback information indicates that the leading vehicle is accelerating, accelerating the own vehicle according to the second acceleration strategy, and processing the first collision avoidance control strategy, the second collision avoidance control strategy and the third collision avoidance control strategy differently; when the feedback information indicates that the leading vehicle is changing lanes, waiting for the leading vehicle to change lanes and then accelerating the own vehicle according to the third acceleration strategy; when the feedback information indicates that the leading vehicle cannot accelerate and cannot change lanes, controlling the own vehicle to continuously decelerate and taking early warning measures.

[0057] In some embodiments, the second acceleration strategy includes: accelerating the vehicle by taking the current acceleration of the preceding vehicle as the expected acceleration of the vehicle until the first actual distance between the following vehicle and the vehicle is greater than the first braking distance; wherein, during the acceleration process, in response to the second actual distance between the vehicle and the preceding vehicle reaching the second braking distance, exiting the second acceleration strategy in advance;

[0058] The third acceleration strategy includes: accelerating the own vehicle according to a second acceleration and a preset acceleration duration; wherein the second acceleration is based on the speed of the rear vehicle, the speed of the own vehicle, and a first actual distance between the front of the rear vehicle and the rear of the own vehicle when the front vehicle completes the lane change, and the preset acceleration duration is the time it takes for the own vehicle and the rear vehicle to reach the same speed.

[0059] In some embodiments, triggering the third collision avoidance control strategy includes: when it is determined that the vehicle meets the lane changing conditions, controlling the vehicle to change lanes and sending a fourth warning message to the vehicle behind; when it is determined that the vehicle does not meet the lane changing conditions and a communication connection has been established between the vehicle and the vehicle in front, sending a second prompt message to the vehicle in front; the second prompt message is used to prompt the vehicle in front to accelerate or change lanes; based on the feedback information of the vehicle in front in response to the second prompt message, accelerating or decelerating the vehicle; when it is determined that the vehicle does not meet the lane changing conditions and a communication connection cannot be established between the vehicle and the vehicle in front, controlling the vehicle to decelerate according to the maximum acceleration of the vehicle's braking and taking warning measures.

[0060] Here, if the ego vehicle passes the lane change judgment, then the ego vehicle chooses an appropriate time to change lanes and warns the following vehicle at the same time. The first warning information is used to indicate that there is a potential collision risk between the ego vehicle and the following vehicle, and remind the following vehicle to slow down to prevent rear-end collision. If the ego vehicle can communicate with the leading vehicle, the leading vehicle is prompted to accelerate or change lanes before adjusting the speed of the ego vehicle accordingly; if the ego vehicle cannot communicate with the leading vehicle, the ego vehicle is controlled to decelerate at the maximum acceleration of the ego vehicle's braking, that is, the maximum deceleration, and warning measures are taken, so as to minimize the damage caused by the ego vehicle and the leading and trailing vehicles during the collision.

[0061] In some implementations, determining that the vehicle satisfies the lane change determination condition includes:

[0062] When the scene where the ego vehicle is located satisfies the safety condition, it is determined that the ego vehicle satisfies the lane change determination condition; wherein the surrounding vehicles are the front vehicle and the rear vehicle in the lane where the ego vehicle is located or the target lane; the safety condition indicates that the rectangular model corresponding to the ego vehicle has no overlapping area with the rectangular models of all surrounding vehicles; the safety condition includes any of the following conditions:

[0063] For a scenario where there is no preceding vehicle in the target lane, there is no following vehicle in the target lane or there is a following vehicle and the first distance is greater than the first braking distance; wherein the first distance is the estimated distance between the ego vehicle and the following vehicle after the ego vehicle completes the lane change;

[0064] For the scenario where there is a leading vehicle in the target lane, there is no trailing vehicle in the target lane and the second distance is greater than the second braking distance, or there is a trailing vehicle in the target lane and both the second distance is greater than the second braking distance and the first distance is greater than the first braking distance; wherein the second distance is the estimated distance between the ego vehicle and the leading vehicle after the ego vehicle completes the lane change.

[0065] In some embodiments, the acceleration or deceleration of the own vehicle based on the feedback information of the leading vehicle in response to the second prompt information includes: when the feedback information indicates that the leading vehicle is accelerating, controlling the own vehicle to decelerate according to the maximum acceleration of the own vehicle's braking; when the feedback information indicates that the leading vehicle is changing lanes, waiting for the leading vehicle to change lanes and then accelerating the own vehicle according to the third acceleration strategy; when the feedback information indicates that the leading vehicle cannot accelerate and cannot change lanes, controlling the own vehicle to decelerate according to the maximum acceleration of the own vehicle's braking and taking early warning measures.

[0066] Here, the self-vehicle is controlled to decelerate according to the maximum acceleration of the self-vehicle braking to avoid collision with the front vehicle, and after waiting for the front vehicle to change lanes, the self-vehicle is accelerated according to the third acceleration strategy to avoid rear-end collision with the rear vehicle. The self-vehicle is controlled to decelerate according to the maximum acceleration of the self-vehicle braking and early warning measures are taken to minimize the damage caused by the self-vehicle and the front and rear vehicles during the collision, thereby avoiding a collision among the three vehicles or reducing the damage in an unavoidable collision situation.

[0067] The above-mentioned vehicle anti-collision control method is described below in conjunction with a specific embodiment. However, it is worth noting that this specific embodiment is only for better illustrating the present application and does not constitute an improper limitation on the present application.

[0068] The analysis objects are the self-vehicle and the front vehicle. The estimated safety distance refers to the situation in which the self-vehicle brakes at the maximum braking acceleration and can ensure that there is enough distance between the self-vehicle and the front vehicle in the end when the front vehicle brakes urgently, and no collision warning is issued; the relative braking distance refers to the distance reduced between the two vehicles when the self-vehicle brakes at the maximum braking acceleration to the same speed as the front vehicle; the estimated safety distance = reserved safety distance + relative braking distance.

[0069] Through a large amount of data calculation, it is known that the maximum braking acceleration of a car on dry asphalt and concrete roads is 8.5m / s 2 The maximum braking acceleration on wet asphalt and concrete roads is 7m / s 2 The maximum braking acceleration on dirt and gravel roads is 6m / s 2 The maximum braking acceleration on icy and snowy roads is 1.5m / s 2 .

[0070] First, assume that under the initial conditions, the front vehicle, the self-vehicle, and the rear vehicle are all in a normal and safe driving state, such as Figure 2 As shown. If the self-vehicle or the front vehicle suddenly brakes at a certain moment, a collision accident may occur. During the emergency braking process, if the self-vehicle collides with the front vehicle, there must be a period of time before the collision, satisfying that the actual speed of the self-vehicle v2 is greater than the actual speed of the front vehicle v3; similarly, if the rear vehicle collides with the self-vehicle, there must be a period of time before the collision, satisfying v1>v2. Therefore, in the three-vehicle collision model, if the three vehicles collide in a chain, there must be a period of time, and the relationship between the speeds of the three vehicles satisfies v1>v2>v3. Therefore, the following analysis studies the collision avoidance control strategy for this scenario.

[0071] When the speeds of the three vehicles satisfy v1>v2>v3, enter Figure 3A The judgment logic is shown.

[0072] Main scenario 1, D 23 ∈[S 23 ,+∞),D 23 and S 23 are the second actual distance and the second estimated safety distance between the vehicle and the front vehicle, respectively. Figure 4 As shown in the figure, at this time, the actual distance between the vehicle and the front vehicle is beyond the estimated safe distance, and the distance between the rear vehicle and the vehicle needs to be further determined:

[0073] (1) If D 12 ∈[S 12 ,+∞),D 12 and S 12 are the first actual distance and the first estimated safety distance between the rear vehicle and the vehicle, respectively. At this time, the actual distance between the rear vehicle and the vehicle is greater than the estimated safety distance, and it is determined to be a safe state;

[0074] (2) If D 12 ∈(ΔS 12 ,S 12 ), D 12 , ΔS 12 , S 12 They are the first actual distance, the first braking distance and the first estimated safety distance between the rear vehicle and the vehicle, respectively. At this time, the actual distance between the rear vehicle and the vehicle is less than the estimated safety distance but greater than the relative braking distance, and the vehicle needs to issue a collision warning to the rear vehicle.

[0075] (3) If D 12 ∈(0,ΔS 12 ], D 12 , ΔS 12 They are the first actual distance and the first braking distance between the rear vehicle and the ego vehicle, respectively. At this time, the actual distance between the rear vehicle and the ego vehicle is less than the relative braking distance. While the ego vehicle issues a collision warning to the rear vehicle, it can accelerate appropriately to reduce or avoid the collision (execute acceleration strategy 1). Since the actual distance between the ego vehicle and the front vehicle is outside the estimated safe distance at this time, acceleration can reduce or avoid rear-end collision with the rear vehicle, and there is no need to consider the lane changing procedure at this time, because the danger of lane changing is greater than acceleration.

[0076] Main scenario 2, D 23 ∈[ΔS 23 ,S 23 ), D 23 , ΔS 23 , S 23 The second actual distance, the second braking distance, and the second estimated safety distance are the distances between the vehicle and the front vehicle. At this time, the actual distance between the vehicle and the front vehicle is less than the estimated safety distance but greater than the relative braking distance. Figure 5 As shown, it is necessary to further determine the distance between the rear vehicle and the vehicle:

[0077] (1)D 12 ∈[S 12 ,+∞),D 12 and S 12 They are the first actual distance and the first estimated safety distance between the rear vehicle and the ego vehicle, respectively. At this time, the actual distance between the rear vehicle and the ego vehicle is greater than the estimated safety distance, and the ego vehicle should decelerate appropriately to ensure the overall safety of the three vehicles.

[0078] (2)D 12 ∈(ΔS 12 ,S 12 ), D 12 , ΔS 12 , S 12They are the first actual distance, the first braking distance and the first estimated safety distance between the rear vehicle and the vehicle, respectively. At this time, the actual distance between the rear vehicle and the vehicle is less than the estimated safety distance but greater than the relative braking distance. The vehicle should decelerate appropriately and issue a collision warning to the rear vehicle, reminding it to decelerate and prevent rear-end collision.

[0079] (3)D 12 ∈(0,ΔS 12 ], D 12 , ΔS 12 The first actual distance and the first braking distance between the rear vehicle and the vehicle are respectively. At this time, the actual distance between the rear vehicle and the vehicle is less than the relative braking distance. Figure 3B The process in further determines whether the vehicle can change lanes:

[0080] Judgment 1: If the vehicle passes the lane change judgment (see the "Lane Change Judgment" section for the specific method), the vehicle changes lanes at an appropriate time and warns the vehicle behind.

[0081] Decision 2: If the vehicle fails the lane change decision, further decision is made:

[0082] Decision 2.1 If the vehicle can communicate with the vehicle ahead, further decision is made:

[0083] Decision 2.1.1: If the vehicle in front is able to accelerate, let the vehicle in front accelerate and then accelerate (execute acceleration strategy 2) to avoid rear-end collision with the vehicle in front and avoid being too close to the vehicle in front.

[0084] Decision 2.1.2 If the vehicle ahead is unable to accelerate, further decision is made:

[0085] Decision 2.1.2.1 If the vehicle ahead has the conditions to change lanes, wait for the vehicle ahead to change lanes and then accelerate (execute acceleration strategy 3) to avoid rear-end collision with the vehicle behind.

[0086] Decision 2.1.2.2 If the vehicle ahead is unable to change lanes, the vehicle behind should take corresponding continuous deceleration and early warning measures to minimize the damage caused by the collision between the vehicle ahead and the vehicle behind.

[0087] Decision 2.2: If the ego vehicle cannot communicate with the vehicle ahead, the ego vehicle takes corresponding continuous deceleration and early warning measures to reduce the damage caused by the collision between the ego vehicle and the vehicle ahead.

[0088] Main scenario 3, D 23 ∈[0,ΔS 23 ), at this time, the actual distance between the vehicle and the front vehicle is less than the relative braking distance, such as Figure 6 As shown, it is necessary to follow Figure 3C The process in further judgment:

[0089] (1) If the ego vehicle passes the lane change judgment, it will choose an appropriate time to change lanes and warn the following vehicle at the same time;

[0090] (2) If the vehicle fails the lane change judgment, further judgment is made:

[0091] Decision 1: If the vehicle can communicate with the vehicle in front, further decision is made:

[0092] Decision 1.1 If the vehicle ahead is able to accelerate, the vehicle ahead must still brake at its maximum acceleration, i.e., maximum deceleration a. max2 Slow down to avoid collision with the vehicle ahead;

[0093] Decision 1.2: If the vehicle ahead does not have the conditions to accelerate, further decision is made:

[0094] Decision 1.2.1 If the vehicle ahead has the conditions to change lanes, the vehicle can accelerate appropriately (execute acceleration strategy 3) after the vehicle ahead changes lanes to avoid rear-end collision with the vehicle behind.

[0095] Decision 1.2.2 If the vehicle ahead does not have the conditions to change lanes, control the vehicle to the maximum deceleration a. max2 Slow down and take early warning measures to minimize the damage caused by the collision between your vehicle and the vehicles in front and behind.

[0096] Decision 2: If the ego vehicle cannot communicate with the vehicle in front, the ego vehicle is controlled to decelerate at the maximum speed a. max2 Slow down and take early warning measures to minimize the damage caused by the collision between your vehicle and the vehicles in front and behind.

[0097] The safety distance involved in the above-mentioned automobile forward and backward collision avoidance control logic judgment process can be calculated according to the following formulas (1) to (6), where the safety distance formula between the rear vehicle and the vehicle is as follows:

[0098]

[0099] S 12 =ΔS 12 +S r12 (3)

[0100] Among them, ΔS12 is the relative braking distance between the rear vehicle and the vehicle itself, Δv 12 is the relative speed between the rear vehicle and the vehicle itself, τ1, τ2, and τ3 are the reaction time of the rear vehicle driver, the delay of the rear vehicle braking transmission, and the time of the rear vehicle braking force growth, respectively. max1 is the maximum acceleration of the rear vehicle braking; S r12 is the reserved safety distance between the rear vehicle and the vehicle, v1 is the actual speed of the rear vehicle, S 12 It is the estimated safe distance between the rear vehicle and the vehicle.

[0101] Similarly, the safe distance formula between the vehicle and the vehicle in front is as follows:

[0102]

[0103] S 23 =ΔS 23 +S r23 (6)

[0104] Among them, ΔS 23 is the relative braking distance between the vehicle and the vehicle in front, Δv 23 is the relative speed between the ego vehicle and the preceding vehicle, τ4, τ5, and τ6 are the reaction time of the ego vehicle driver, the delay of ego vehicle braking transmission, and the time of ego vehicle braking force growth, respectively, and a max2 is the maximum acceleration of the vehicle braking; S r23 is the reserved safety distance between the vehicle and the vehicle in front, v2 is the actual speed of the vehicle, S 23 It is the estimated safe distance between the vehicle and the front vehicle.

[0105] Generally speaking, the driver's reaction time is between 0.3-1.0s; the delay in braking transmission of hydraulic brakes is between 0.2-0.25s, and the delay in braking transmission of pneumatic brakes is between 0.3-0.9s; the braking force increase time is between 0.1s-0.2s.

[0106] In the above three main situations, there are operations to execute the acceleration strategy, the specific contents are as follows:

[0107] Acceleration strategy 1 (equivalent to the first acceleration strategy mentioned above): the vehicle The acceleration is accelerated with an acceleration of (equivalent to the aforementioned first acceleration), and the acceleration duration is t, that is, the time for the self-vehicle and the following vehicle to reach the same speed (its size is determined by the following analysis), where ΔD 12 is the difference between the distance between the vehicle behind and the vehicle itself. If the actual distance between the vehicle and the vehicle ahead reaches D during acceleration 23 <ΔS 23 , you need to exit the acceleration strategy in advance. The analysis process of acceleration time is as follows:

[0108] Assuming that the rear car shows no signs of braking during this process (the worst case), and still maintains the speed of v1, and the rear car just catches up with the self-car when the speeds of the self-car and the rear car are equal, and then jumps out of the acceleration strategy, the distance x1 traveled by the rear car can be calculated according to the kinematic theory as follows:

[0109] x1=v1t (7)

[0110] In the above formula, t is the time it takes for the vehicle and the following vehicle to reach the same speed.

[0111] Distance travelled by the vehicle x2:

[0112]

[0113] According to the assumption, v'2=v1, so

[0114]

[0115] It can be inferred that the distance between the rear vehicle and the vehicle satisfies the following relationship:

[0116] x1-x2=ΔD 12 (10)

[0117] For the self-driving car, we have:

[0118]

[0119] Combining the above equations, we can get

[0120]

[0121] The a solved here is the ideal acceleration for the following car to just catch up with the self-car (such as Figure 7 In actual scenarios, considering factors such as vehicle performance and driver reaction time, the ideal acceleration a should be increased by 0.3 m / s. 2 The redundancy is to ensure that the following vehicle does not rear-end the vehicle.

[0122] Acceleration strategy 2 (equivalent to the second acceleration strategy): the ego vehicle tries to obtain the current acceleration a3 of the front vehicle and uses this acceleration as the expected acceleration of the ego vehicle, that is, let a2 = a3. If the actual distance between the ego vehicle and the front vehicle reaches D during the acceleration process 23 <ΔS 23 , the acceleration strategy needs to be jumped out in advance; otherwise, continue to accelerate until the actual distance between the rear vehicle and the vehicle meets D 12 >ΔS 12 , and then jump out of the acceleration strategy.

[0123] Acceleration strategy 3 (equivalent to the third acceleration strategy mentioned above): The acceleration is accelerated by an acceleration of (equivalent to the aforementioned second acceleration), and the acceleration duration is t. 12 is the actual distance between the rear vehicle and the vehicle at the moment when the front vehicle completes the lane change. The analysis process is similar to that of acceleration strategy 1 and will not be repeated here.

[0124] Lane change determination: When a car plans to change lanes, it should first detect the relevant vehicles around the car and calculate whether the lane change of the car meets the conditions of not colliding with the surrounding vehicles. The specific steps are as follows:

[0125] To ensure that the lane-changing vehicle does not collide during the lane-changing process, the lane-changing vehicle must meet the self-vehicle (C M ) Rectangular model (such as Figure 8 As shown in the figure, the rectangular model is determined when the vehicle leaves the factory, where Lc is the length of the vehicle and Wc is the width of the vehicle. The four vertices of the rectangular model are not located in the surrounding vehicles (C dl ,C d2 ,C o1 ,C o2 ) and the four vertices of the surrounding vehicle rectangular model are not in the self-vehicle rectangular model (such as Fig. 9 shown).

[0126] For the two rectangular models i and j representing the boundary contour of the vehicle, each edge of the rectangle is regarded as a vector. If the vertex n (n=1, 2, 3, 4) of the rectangular model j satisfies formula (13), it means that the vertex is located in the rectangular model i; if the vertex m (m=1, 2, 3, 4) of the rectangular model i satisfies formula (14), it means that the vertex is located in the rectangular model j.

[0127]

[0128] in, For the car C M The four vertices of The surrounding vehicles (C d1 ,C d2 ,C o1 ,C o2 ) to ensure that the vehicle and surrounding vehicles do not collide, the safety conditions that need to be met are:

[0129] ~s1(i,j)∧~s2(i,j) (i=d1,d2,o1,o2,j=M) (15)

[0130] Among them, ~s1(i,j) indicates that the four vertices of the surrounding vehicle rectangular model are not in the self-vehicle rectangular model, and ~s2(i,j) indicates that the four vertices of the self-vehicle rectangular model are not in the surrounding vehicle rectangular model.

[0131] When making a lane change judgment, the vehicles that affect the lane change are mainly the vehicles in front and behind the target lane.

[0132] Judgment 1: If the scene where the vehicle is located meets the safety conditions:

[0133] When judging 1.1 that there is no vehicle ahead in the target lane, further judgment is required:

[0134] If it is determined that there is no vehicle behind in the target lane in 1.1.1, you can change lanes.

[0135] When there is a vehicle behind in the target lane, the system estimates the distance between the vehicle and the vehicle after the vehicle changes lanes. If the distance D 12 ≥ΔS 12, you can change lanes.

[0136] When judging 1.2 that there is a vehicle ahead in the target lane, further judgment is required:

[0137] 1.2.1 The system estimates the distance between the vehicle and the vehicle ahead after the vehicle changes lanes. If the distance D 23 ∈(0,ΔS 23 ), the lane change is canceled.

[0138] 1.2.2 The system estimates the distance between the vehicle and the vehicle ahead after the vehicle changes lanes. If the distance D 23 ∈(ΔS 23 ,+∞), enter the next stage of judgment:

[0139] If it is determined that there is no vehicle behind in 1.2.2.1, you can change lanes.

[0140] When judging 1.2.2.2 that there is a vehicle behind, the system estimates the distance between the vehicle and the vehicle behind after the vehicle changes lanes. If the distance D 12 ≥ΔS 12 , you can change lanes.

[0141] Decision 2: If the scene in which the vehicle is located does not meet the safety conditions, the lane change is canceled.

[0142] Based on the foregoing embodiments, the embodiments of the present application further provide a vehicle anti-collision control device, which includes the modules included, and the sub-modules and units included in each module, which can be implemented by a processor in an electronic device; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP) or a field programmable gate array (FPGA), etc.

[0143] Fig.10 A schematic diagram of the structure of a vehicle anti-collision control device provided in an embodiment of the present application is shown in FIG. Fig.10 As shown, the device 1000 includes an information acquisition module 1010, a first control module 1020, a second control module 1030 and a third control module 1040, wherein:

[0144] The information acquisition module 1010 is used to acquire first relative position information between the rear vehicle and the vehicle and second relative position information between the vehicle and the front vehicle in response to detecting that a three-vehicle chain collision scene has been entered; wherein the second relative position information includes a second actual distance, a second estimated safety distance, and a second braking distance between the vehicle and the front vehicle;

[0145] The first control module 1020 is configured to trigger a first collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second estimated safety distance;

[0146] The second control module 1030 is configured to trigger a second collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance;

[0147] The third control module 1040 is used to trigger a third anti-collision control strategy when the second actual distance is less than the second braking distance; the first anti-collision control strategy, the second anti-collision control strategy and the third anti-collision control strategy are different.

[0148] In some possible embodiments, the first relative position information includes a first actual distance, a first estimated safety distance, and a first braking distance between the vehicle and the front vehicle, and the first control module 1020 includes: a determination submodule, for determining that there is no potential collision risk between the vehicle and the rear vehicle and not processing the collision when the first actual distance is greater than or equal to the first estimated safety distance; a first warning submodule, for issuing a first warning message to the rear vehicle when the first actual distance is greater than the first braking distance and less than the first estimated safety distance; and a second warning submodule, for issuing the first warning message and accelerating the vehicle according to the first acceleration strategy when the first actual distance is less than the first braking distance. .

[0149] In some possible embodiments, the second warning submodule is specifically used to accelerate the own vehicle according to the first acceleration and the preset acceleration duration; wherein the first acceleration is determined based on the speed of the rear vehicle, the speed of the own vehicle, and the difference in driving distance between the rear vehicle and the own vehicle, and the preset acceleration duration is the time for the own vehicle and the rear vehicle to reach the same speed; wherein during the acceleration process, in response to the second actual distance between the own vehicle and the front vehicle being equal to the second braking distance, the first acceleration strategy is exited in advance.

[0150] In some possible embodiments, the first relative position information includes a first actual distance, a first estimated safety distance and a first braking distance between the vehicle and the vehicle in front, and the second control module 1030 includes: a first processing submodule, used to determine the lane changing condition of the vehicle and perform subsequent processing when the first actual distance is less than or equal to the first braking distance; the lane changing condition indicates whether the lane change of the vehicle satisfies the condition of not colliding with surrounding vehicles; a second processing submodule, used to decelerate the vehicle and issue a second warning information to the following vehicle when the first actual distance is greater than the first braking distance and less than the first estimated safety distance; and a third processing submodule, used to decelerate the vehicle when the first actual distance is greater than the first estimated safety distance.

[0151] In some possible embodiments, the first processing submodule includes: a lane changing unit, which is used to control the vehicle to change lanes and send a third warning message to the following vehicle when it is determined that the vehicle satisfies the lane changing condition; a first deceleration unit, which is used to continuously decelerate the vehicle and take warning measures when it is determined that the vehicle does not meet the lane changing condition and the vehicle cannot establish a communication connection with the vehicle in front; a communication unit, which is used to send a first prompt message to the vehicle in front when it is determined that the vehicle does not meet the lane changing condition and the vehicle in front has established a communication connection with the vehicle in front; the first prompt message is used to prompt the vehicle in front to accelerate or change lanes; a speed control unit, which accelerates or decelerates the vehicle based on feedback from the vehicle in front in response to the first prompt message.

[0152] In some possible embodiments, the speed control unit is specifically used to accelerate the own vehicle according to the second acceleration strategy when the feedback information indicates that the front vehicle is accelerating; to accelerate the own vehicle according to the third acceleration strategy after waiting for the front vehicle to change lanes when the feedback information indicates that the front vehicle is unable to accelerate and cannot change lanes.

[0153] In some possible embodiments, the second acceleration strategy includes: accelerating the own vehicle using the current acceleration of the leading vehicle as the expected acceleration until the first actual distance between the rear vehicle and the own vehicle is greater than the first braking distance; wherein, during the acceleration process, in response to the second actual distance between the own vehicle and the leading vehicle reaching the second braking distance, exiting the second acceleration strategy in advance; the third acceleration strategy includes: accelerating the own vehicle according to the second acceleration and a preset acceleration duration; wherein, the second acceleration is based on the speed of the rear vehicle, the speed of the own vehicle, and the first actual distance between the front of the rear vehicle and the rear of the own vehicle at the moment when the leading vehicle completes the lane change, and the preset acceleration duration is the time it takes for the own vehicle and the rear vehicle to reach the same speed.

[0154] In some possible embodiments, the third control module 1040 includes: a lane changing submodule, configured to control the ego vehicle to change lanes and send fourth warning information to the following vehicle when it is determined that the ego vehicle meets the lane changing condition;

[0155] When it is determined that the ego vehicle does not meet the lane changing conditions and the ego vehicle has established a communication connection with the vehicle in front, a second prompt message is sent to the vehicle in front; the second prompt message is used to prompt the vehicle in front to accelerate or change lanes; the first control submodule is used to accelerate or decelerate the ego vehicle based on the feedback information of the vehicle in front in response to the second prompt message; the second control submodule is used to control the ego vehicle to decelerate according to the maximum acceleration of the ego vehicle's braking and take early warning measures when it is determined that the ego vehicle does not meet the lane changing conditions and the ego vehicle cannot establish a communication connection with the vehicle in front.

[0156] In some possible embodiments, the first control submodule includes: a first deceleration unit, used to control the self-vehicle to decelerate according to the maximum acceleration of the self-vehicle's braking when the feedback information indicates that the front vehicle is accelerating; an acceleration unit, used to accelerate the self-vehicle according to the third acceleration strategy after waiting for the front vehicle to change lanes when the feedback information indicates that the front vehicle is changing lanes; and a second deceleration unit, used to control the self-vehicle to decelerate according to the maximum acceleration of the self-vehicle's braking and take early warning measures when the feedback information indicates that the front vehicle cannot accelerate and cannot change lanes.

[0157] It should be noted that the description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0158] It should be noted that in the embodiments of the present application, if the above-mentioned vehicle collision avoidance control method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiment of the present application can be essentially or partly embodied in the form of a software product that contributes to the relevant technology. The computer software product is stored in a storage medium, including a number of instructions to enable an electronic device to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk. In this way, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0159] Correspondingly, an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle collision avoidance control method described in any of the above embodiments are implemented.

[0160] Correspondingly, in an embodiment of the present application, a chip is also provided, which includes a programmable logic circuit and / or program instructions. When the chip is running, it is used to implement the steps of the vehicle anti-collision control method described in any of the above embodiments.

[0161] Correspondingly, in an embodiment of the present application, a computer program product is also provided. When the computer program product is executed by a processor of an electronic device, it is used to implement the steps in any of the vehicle collision avoidance control methods described in the above embodiments.

[0162] Based on the same technical concept, an embodiment of the present application provides an electronic device for implementing the vehicle collision avoidance control method described in the above method embodiment. Fig.11 A hardware entity diagram of an electronic device provided in an embodiment of the present application, such as Fig.11 As shown, the electronic device 1100 includes a memory 1110 and a processor 1120, the memory 1110 stores a computer program that can be run on the processor 1120, and the processor 1120 implements the steps in any vehicle collision avoidance control method described in the embodiments of the present application when executing the program.

[0163] The memory 1110 is configured to store instructions and applications executable by the processor 1120, and can also cache data to be processed or processed by the processor 1120 and various modules in the electronic device (for example, image data, audio data, voice communication data, and video communication data), which can be implemented through flash memory (FLASH) or random access memory (Random Access Memory, RAM).

[0164] When the processor 1120 executes the program, the steps of any of the above-mentioned vehicle collision avoidance control methods are implemented. The processor 1120 generally controls the overall operation of the electronic device 1100.

[0165] The processor may be at least one of an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a Central Processing Unit (CPU), a controller, a microcontroller, and a microprocessor. It is understandable that the electronic device that implements the functions of the processor may also be other, and the embodiments of the present application are not specifically limited.

[0166] The above-mentioned computer storage medium / memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory (Flash Memory), a magnetic surface memory, an optical disk, or a compact disc read-only memory (CD-ROM) and the like; it can also be various electronic devices including one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0167] It should be noted here that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0168] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above-mentioned processes does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned sequence numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0169] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0170] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0171] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the embodiment of the present application.

[0172] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0173] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application can essentially or in other words, the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for the automatic test line of the device to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks or optical disks.

[0174] The methods disclosed in several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0175] The features disclosed in several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments or device embodiments.

[0176] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle collision avoidance control method, characterized in that: The method comprises: In response to detecting a three-vehicle chain collision scenario, obtaining first relative position information between the rear vehicle and the vehicle and second relative position information between the vehicle and the front vehicle; wherein the second relative position information includes a second actual distance, a second estimated safety distance, and a second braking distance between the vehicle and the front vehicle; When the second actual distance is greater than or equal to the second estimated safety distance, triggering a first collision avoidance control strategy based on the first relative position information; When the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance, triggering a second collision avoidance control strategy based on the first relative position information; When the second actual distance is less than the second braking distance, triggering a third anti-collision control strategy; the first anti-collision control strategy, the second anti-collision control strategy and the third anti-collision control strategy are different; Wherein, the first relative position information includes a first actual distance, a first estimated safety distance and a first braking distance between the rear vehicle and the own vehicle, and the triggering of the first collision avoidance control strategy based on the first relative position information includes: when the first actual distance is greater than or equal to the first estimated safety distance, determining that there is no potential collision risk between the own vehicle and the rear vehicle and not taking any action; when the first actual distance is greater than the first braking distance and less than the first estimated safety distance, issuing a first warning message to the rear vehicle; when the first actual distance is less than the first braking distance, issuing the first warning message and accelerating the own vehicle according to the first acceleration strategy; Wherein, the accelerating process of the own vehicle according to the first acceleration strategy includes: accelerating the own vehicle according to the first acceleration and the preset acceleration duration; wherein, the first acceleration is determined based on the speed of the rear vehicle, the speed of the own vehicle, and the difference in driving distance between the rear vehicle and the own vehicle, and the preset acceleration duration is the time for the own vehicle and the rear vehicle to reach the same speed; wherein, during the acceleration process, in response to the second actual distance between the own vehicle and the front vehicle being equal to the second braking distance, the first acceleration strategy is exited in advance.

2. The method according to claim 1, characterized in that The triggering of the second collision avoidance control strategy based on the first relative position information includes: When the first actual distance is less than or equal to the first braking distance, determining a lane change condition of the vehicle and performing subsequent processing; the lane change condition indicates whether the lane change of the vehicle satisfies a condition of not colliding with surrounding vehicles; When the first actual distance is greater than the first braking distance and less than the first estimated safety distance, the vehicle is decelerated and a second warning message is issued to the following vehicle; When the first actual distance is greater than the first estimated safety distance, the vehicle is decelerated.

3. The method according to claim 2, characterized in that The subsequent processing after determining the lane change condition of the vehicle includes: When it is determined that the vehicle satisfies the lane change condition, controlling the vehicle to change lanes and sending a third warning message to a following vehicle; When it is determined that the vehicle does not meet the lane change condition and the vehicle cannot establish a communication connection with the vehicle ahead, the vehicle is continuously decelerated and early warning measures are taken; When it is determined that the vehicle does not meet the lane change condition and the vehicle has established a communication connection with the preceding vehicle, sending a first prompt message to the preceding vehicle; the first prompt message is used to prompt the preceding vehicle to perform an acceleration process or a lane change process; Based on the feedback information from the preceding vehicle in response to the first prompt information, the own vehicle is accelerated or decelerated.

4. The method according to claim 3, characterized in that The accelerating or decelerating process of the vehicle based on the feedback information of the preceding vehicle in response to the first prompt information includes: When the feedback information indicates that the leading vehicle is accelerating, accelerating the own vehicle according to the second acceleration strategy; When the feedback information indicates that the preceding vehicle changes lanes, accelerating the own vehicle according to the third acceleration strategy after waiting for the preceding vehicle to change lanes; When the feedback information indicates that the leading vehicle cannot accelerate and cannot change lanes, the vehicle is controlled to continuously decelerate and early warning measures are taken.

5. The method according to claim 4, characterized in that The second acceleration strategy includes: accelerating the vehicle by taking the current acceleration of the preceding vehicle as the expected acceleration of the vehicle until the first actual distance between the following vehicle and the vehicle is greater than the first braking distance; wherein, during the acceleration process, in response to the second actual distance between the vehicle and the preceding vehicle reaching the second braking distance, exiting the second acceleration strategy in advance; The third acceleration strategy includes: accelerating the own vehicle according to a second acceleration and a preset acceleration duration; wherein the second acceleration is based on the speed of the rear vehicle, the speed of the own vehicle, and a first actual distance between the front of the rear vehicle and the rear of the own vehicle when the front vehicle completes the lane change, and the preset acceleration duration is the time it takes for the own vehicle and the rear vehicle to reach the same speed.

6. The method according to any one of claims 1 to 5, characterized in that: The triggering of the third collision avoidance control strategy includes: When it is determined that the vehicle meets the lane change condition, the vehicle is controlled to change lanes and a fourth warning message is sent to a following vehicle; When it is determined that the vehicle does not meet the lane change condition and the vehicle has established a communication connection with the preceding vehicle, a second prompt message is sent to the preceding vehicle; the second prompt message is used to prompt the preceding vehicle to accelerate or change lanes; Based on the feedback information of the preceding vehicle in response to the second prompt information, accelerating or decelerating the own vehicle; When it is determined that the ego vehicle does not meet the lane change conditions and the ego vehicle cannot establish a communication connection with the vehicle in front, the ego vehicle is controlled to decelerate according to the maximum acceleration of the ego vehicle's braking and early warning measures are taken.

7. The method according to claim 6, characterized in that The accelerating or decelerating the vehicle based on the feedback information of the preceding vehicle in response to the second prompt information includes: When the feedback information indicates that the leading vehicle is accelerating, controlling the own vehicle to decelerate according to the maximum acceleration of the own vehicle braking; When the feedback information indicates that the preceding vehicle changes lanes, accelerating the own vehicle according to the third acceleration strategy after waiting for the preceding vehicle to change lanes; When the feedback information indicates that the leading vehicle cannot accelerate and cannot change lanes, the self-vehicle is controlled to decelerate according to the maximum acceleration of the self-vehicle braking and early warning measures are taken.

8. A vehicle anti-collision control device, characterized in that: The device comprises an information acquisition module, a first control module, a second control module and a third control module, wherein: The information acquisition module is used to acquire first relative position information between the rear vehicle and the vehicle and second relative position information between the vehicle and the front vehicle in response to detecting the entry into a three-vehicle chain collision scene; wherein the second relative position information includes a second actual distance, a second estimated safety distance, and a second braking distance between the vehicle and the front vehicle; The first control module is configured to trigger a first collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second estimated safety distance; the second control module is configured to trigger a second collision avoidance control strategy based on the first relative position information when the second actual distance is greater than or equal to the second braking distance and less than the second estimated safety distance; The third control module is used to trigger a third anti-collision control strategy when the second actual distance is less than the second braking distance; the first anti-collision control strategy, the second anti-collision control strategy and the third anti-collision control strategy are different; Wherein, the first relative position information includes a first actual distance, a first estimated safety distance and a first braking distance between the rear vehicle and the own vehicle, and the triggering of the first collision avoidance control strategy based on the first relative position information includes: when the first actual distance is greater than or equal to the first estimated safety distance, determining that there is no potential collision risk between the own vehicle and the rear vehicle and not taking any action; when the first actual distance is greater than the first braking distance and less than the first estimated safety distance, issuing a first warning message to the rear vehicle; when the first actual distance is less than the first braking distance, issuing the first warning message and accelerating the own vehicle according to the first acceleration strategy; Wherein, the accelerating process of the own vehicle according to the first acceleration strategy includes: accelerating the own vehicle according to the first acceleration and the preset acceleration duration; wherein, the first acceleration is determined based on the speed of the rear vehicle, the speed of the own vehicle, and the difference in driving distance between the rear vehicle and the own vehicle, and the preset acceleration duration is the time for the own vehicle and the rear vehicle to reach the same speed; wherein, during the acceleration process, in response to the second actual distance between the own vehicle and the front vehicle being equal to the second braking distance, the first acceleration strategy is exited in advance.

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