Active protection control method, vehicle-mounted controller, driving assistance system, and vehicle

Abstract

The application discloses an active protection control method, a vehicle-mounted controller, a driving assistance system and a vehicle, and relates to the technical field of vehicle driving assistance systems. The method comprises the following steps: acquiring first vehicle data; determining a first collision time according to the first vehicle data; if the first collision time is less than a first time threshold, acquiring a rear vehicle collision evaluation result indicating that there is a rear vehicle collision risk; if the first collision time is not less than the first time threshold, acquiring a rear vehicle collision evaluation result indicating that there is no rear vehicle collision risk; if there is a rear vehicle collision risk, acquiring second vehicle data; performing front vehicle collision risk evaluation according to the second vehicle data, and acquiring a front vehicle collision evaluation result; and determining a target control strategy according to the front vehicle collision evaluation result, and controlling the current vehicle to travel according to the target control strategy. The method can avoid collisions between the current vehicle and target vehicles in front and behind the current vehicle, and thus achieves the purpose of bidirectional active collision protection of the current vehicle from the front and the back.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an active protection control method, an on-board controller, a driving assistance system, and a vehicle. Background Technology

[0002] In existing technologies, passive protection methods are generally used for vehicle collision protection. These include increasing the support strength of vehicle seat headrests, reducing the gap between the occupant's head and the headrest, or controlling the headrest to pop forward after a collision. This allows the headrest to provide good support for the occupant's head and neck at the moment of impact, preventing the head from being thrown backward and causing fatal cervical spine injuries. This passive protection method primarily provides protection after a collision, but it cannot prevent collisions from occurring, meaning that collisions can still cause irreversible and fatal injuries to the occupants.

[0003] In existing technologies, when using active protection methods for vehicle collision protection, only the risk of a rear-end collision between the current vehicle and a target vehicle behind it is usually considered. The active protection process does not consider the risk of a front-end collision between the current vehicle and a target vehicle in front of it, which means that the current vehicle is at risk of colliding with the target vehicle in front while actively avoiding the risk of a rear-end collision.

[0004] In summary, existing technologies cannot achieve both the risk of collision between the current vehicle and a target vehicle behind it, and the risk of collision between the current vehicle and a target vehicle in front of it; that is, they cannot achieve the goal of bidirectional active protection. Summary of the Invention

[0005] This invention provides an active protection control method, an on-board controller, a driving assistance system, and a vehicle to solve the problem that existing technologies cannot achieve bidirectional active protection for the current vehicle.

[0006] An active protection control method, comprising:

[0007] Obtain the first vehicle data between the current vehicle and the target vehicle behind it;

[0008] Based on the first vehicle data, the first collision time between the current vehicle and the target vehicle behind is determined. If the first collision time is less than the first time threshold, a rear vehicle collision assessment result with rear vehicle collision risk is obtained. If the first collision time is not less than the first time threshold, a rear vehicle collision assessment result with no rear vehicle collision risk is obtained.

[0009] If the rear vehicle collision assessment result indicates a risk of rear vehicle collision, then obtain the second vehicle data of the current vehicle and the target vehicle ahead;

[0010] Based on the second vehicle data, a forward collision risk assessment is performed to obtain the forward collision assessment result.

[0011] Based on the preceding vehicle collision assessment results, a target control strategy is determined, and the current vehicle is controlled to move according to the target control strategy.

[0012] Preferably, the step of performing a forward collision risk assessment based on the second vehicle data and obtaining a forward collision assessment result includes:

[0013] Based on the second vehicle data, determine the second collision time between the current vehicle and the target vehicle ahead;

[0014] If the second collision time is less than the second time threshold, then obtain the front vehicle collision assessment result where there is a risk of collision with the preceding vehicle;

[0015] If the second collision time is not less than the second time threshold, then the front vehicle collision assessment result with no risk of collision with the preceding vehicle is obtained.

[0016] Preferably, determining a target control strategy based on the preceding vehicle collision assessment result, and controlling the current vehicle's movement according to the target control strategy, includes:

[0017] If the preceding vehicle collision assessment result indicates that there is no risk of preceding vehicle collision, then the acceleration control strategy is determined as the target control strategy, and the current vehicle is controlled to accelerate according to the acceleration control strategy.

[0018] If the preceding vehicle collision assessment result indicates a risk of preceding vehicle collision, then the maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to travel at the current speed according to the maintenance control strategy.

[0019] Preferably, controlling the current vehicle to accelerate according to the acceleration control strategy includes:

[0020] Based on the first vehicle data, a target vehicle speed is determined. The target vehicle speed is greater than the current vehicle speed, and the speed difference between the target vehicle speed and the following vehicle speed is within a preset range.

[0021] Control the current vehicle to travel at the target speed.

[0022] Preferably, after controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes:

[0023] Obtain data on the third vehicle, including the current vehicle and the target vehicle behind it;

[0024] Based on the third vehicle data, a rear-vehicle collision risk assessment is performed to obtain the rear-vehicle collision assessment result.

[0025] If the rear vehicle collision assessment result indicates that there is no risk of rear vehicle collision, then the maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to travel at the current speed according to the maintenance control strategy.

[0026] Preferably, after controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes:

[0027] Obtain the data of the fourth vehicle, which is the current vehicle and the target vehicle ahead;

[0028] Based on the fourth vehicle data, a forward collision risk assessment is performed to obtain the forward collision assessment result.

[0029] If the preceding vehicle collision assessment result indicates a risk of preceding vehicle collision, then the maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to travel at the current speed according to the maintenance control strategy.

[0030] An on-board controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the aforementioned active protection control method.

[0031] A driving assistance system includes the aforementioned vehicle controller.

[0032] A vehicle that includes the aforementioned driver assistance system.

[0033] The aforementioned active protection control method, on-board controller, driver assistance system, and vehicle, when determining that the rear vehicle collision assessment result indicates a risk of rear vehicle collision, acquire the front vehicle collision assessment result and determine a target control strategy based on the front vehicle collision assessment result. Taking into account both the possibility of a rear-end collision and the possibility of a front-end collision with the current vehicle, and based on the rear-end and front-end collision assessment results, determine the target control strategy for the current vehicle, and control the current vehicle according to the target control strategy. This avoids collisions between the current vehicle and the target vehicle behind it, as well as collisions between the current vehicle and the target vehicle in front of it, thereby achieving the goal of providing bidirectional active collision protection for the current vehicle from both the front and rear. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention 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.

[0035] Figure 1This is a flowchart of an active protection control method according to an embodiment of the present invention;

[0036] Figure 2 This is another flowchart of the active protection control method in one embodiment of the present invention;

[0037] Figure 3 This is another flowchart of the active protection control method in one embodiment of the present invention;

[0038] Figure 4 This is another flowchart of the active protection control method in one embodiment of the present invention;

[0039] Figure 5 This is another flowchart of the active protection control method in one embodiment of the present invention;

[0040] Figure 6 This is another flowchart of the active protection control method in one embodiment of the present invention. Detailed Implementation

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] The active protection control method provided in this invention can be applied to a driving assistance system. Specifically, the driving assistance system can be an Advanced Driving Assistance System (ADAS), which includes an onboard controller, cameras, and sensors such as radar. This ADAS is used to ensure that the current vehicle avoids collisions with both rear-end and front-end vehicles, thereby achieving bidirectional active protection for the current vehicle.

[0043] In one embodiment, such as Figure 1 As shown, an active protection control method is provided. Taking the application of this method in an Advanced Driving Assistance System as an example, the method includes the following steps:

[0044] S101: Obtain the first vehicle data between the current vehicle and the target vehicle behind it;

[0045] S102: Based on the first vehicle data, determine the first collision time between the current vehicle and the target vehicle behind. If the first collision time is less than the first time threshold, obtain the rear vehicle collision assessment result with the risk of rear vehicle collision. If the first collision time is not less than the first time threshold, obtain the rear vehicle collision assessment result with the risk of rear vehicle collision.

[0046] S103: If the rear vehicle collision assessment result indicates that there is a risk of rear vehicle collision, then obtain the second vehicle data of the current vehicle and the target vehicle in front;

[0047] S104: Conduct a forward collision risk assessment based on the second vehicle data and obtain the forward collision assessment results;

[0048] S105: Based on the collision assessment results of the preceding vehicle, determine the target control strategy and control the current vehicle's movement according to the target control strategy.

[0049] In this context, "current vehicle" refers to the vehicle currently requiring active protection, specifically a vehicle equipped with an Advanced Driver Assistance System (ADAS). "Rear target vehicle" refers to the vehicle behind the current vehicle that may pose a rear-end collision risk; it can be understood as the first vehicle behind the current vehicle. "First vehicle data" refers to data reflecting the relationship between the current vehicle and the rear target vehicle, including but not limited to the vehicle category of the rear target vehicle, the relative speed and distance between the two vehicles. In this example, this first vehicle data can be obtained through the cameras and radar of the ADAS.

[0050] As an example, in step S101, the advanced driver assistance system acquires vehicle data such as the vehicle category of the target vehicle behind, the relative speed between the current vehicle and the target vehicle behind, and the relative distance, and uses this vehicle data as the first vehicle data. In this example, acquiring the first vehicle data between the current vehicle and the target vehicle behind facilitates subsequent rear-vehicle collision risk assessment based on the first vehicle data.

[0051] The rear-vehicle collision assessment result is used to evaluate whether there is a collision risk between the current vehicle and the target vehicle behind it. This assessment result includes two possibilities: a collision risk exists, and no collision risk exists. The first collision time (TTC) refers to the time to crash (TTC) between the current vehicle and the target vehicle behind it, determined based on the first vehicle data. The first time threshold is a pre-set time threshold for obtaining the rear-vehicle collision assessment result.

[0052] As an example, in step S102, the advanced driver assistance system (ADAS) performs a rear-vehicle collision risk assessment on the current vehicle based on the acquired first vehicle data, and obtains the rear-vehicle collision assessment result. In this example, the ADAS calculates and obtains the first collision time between the current vehicle and the rear-vehicle target vehicle based on one or more of the acquired first vehicle data, such as the vehicle category of the rear target vehicle, the relative speed between the current vehicle and the rear target vehicle, and the relative distance. For example, the first relative time T is determined based on the relative speed and relative distance between the current vehicle and the rear target vehicle. ′ The category coefficient K is determined based on the vehicle category of the target vehicle behind. This category coefficient can be obtained by querying the corresponding vehicle category coefficient table, based on the first relative time T. ′ Using the category coefficient K, the first collision time T1 between the current vehicle and the target vehicle behind it is calculated. The first relative time T can be corrected using the category coefficient K. ′ Obtain the first collision time T1, at which point T1 = K * T ′ .

[0053] In this example, when the advanced driver assistance system determines that the first collision time is less than a first time threshold, it acquires a rear-vehicle collision assessment result indicating a risk of rear-end collision. For example, if the first time threshold is 2 seconds, and the calculated first collision time is less than 2 seconds, the rear-vehicle collision assessment result is determined to indicate a risk of rear-end collision. In this example, if the first collision time is less than the first time threshold, acquiring a rear-vehicle collision assessment result indicating a risk of rear-end collision provides feasibility for subsequent active protection of the current vehicle based on the rear-vehicle collision assessment result.

[0054] In this example, when the advanced driver assistance system determines that the first collision time is not less than a first time threshold, it obtains a rear-vehicle collision assessment result indicating no risk of a rear-end collision. For example, if the first time threshold is 2 seconds, and the calculated first collision time is not less than the first time threshold of 2 seconds, the rear-vehicle collision assessment result is determined to indicate no risk of a rear-end collision; that is, there is no risk of a rear-end collision at this time. In this example, if the first collision time is not less than the first time threshold, a rear-vehicle collision assessment result indicating no risk of a rear-end collision is obtained, providing feasibility for subsequent active protection of the current vehicle based on the rear-vehicle collision assessment result.

[0055] In this example, based on the first vehicle data, the first collision time between the current vehicle and the target vehicle behind is determined. Whether the first collision time is less than the first time threshold is used to determine whether there is a risk of rear vehicle collision in the rear vehicle collision assessment result, so as to facilitate the active protection of the current vehicle based on the rear vehicle collision assessment result of the current vehicle.

[0056] In this context, the "target vehicle ahead" refers to the vehicle in front of the current vehicle that may pose a collision risk; it can be understood as the first vehicle in front of the current vehicle. The "second vehicle data" refers to data reflecting the relationship between the current vehicle and the target vehicle ahead, including but not limited to the vehicle category of the target vehicle ahead, the relative speed and relative distance between the current vehicle and the target vehicle behind it. In this example, this second vehicle data can be obtained through the cameras and radar of the Advanced Driver Assistance System (ADAS).

[0057] As an example, in step S103, after determining that there is a risk of rear-vehicle collision based on the first vehicle data, the advanced driver assistance system acquires vehicle data such as the vehicle category of the target vehicle ahead, the relative speed between the current vehicle and the target vehicle ahead, and the relative distance, and uses this vehicle data as the second vehicle data. In this example, after determining that there is a risk of rear-vehicle collision based on the rear-vehicle collision assessment, the second vehicle data of the current vehicle and the target vehicle ahead is acquired to facilitate subsequent front-vehicle collision risk assessment based on the second vehicle data.

[0058] Among them, the forward collision assessment result is used to assess whether there is a risk of collision between the current vehicle and the target vehicle ahead. The forward collision assessment result includes two assessment results: there is a risk of collision with the forward vehicle and there is no risk of collision with the forward vehicle.

[0059] As an example, in step S104, the advanced driver assistance system performs a forward collision risk assessment on the current vehicle based on the acquired second vehicle data, and obtains the forward collision assessment result. In this example, the forward collision risk assessment can be performed based on one or more of the relative speed and relative distance between the current vehicle and the target vehicle ahead, or it can be performed based on the vehicle category of the target vehicle ahead, the relative speed and relative distance between the current vehicle and the target vehicle behind, and obtain the forward collision assessment result.

[0060] For example, an advanced driver assistance system (ADAS) can determine a forward collision risk when the relative speed between the current vehicle and the target vehicle ahead is less than a second preset speed threshold; and determine no forward collision risk when the relative speed is not less than the second preset speed threshold. The second preset speed threshold is a speed threshold preset to determine the forward collision assessment result. The second preset speed threshold may be the same as or different from the first preset speed threshold.

[0061] For example, an advanced driver assistance system (ADAS) can determine a forward collision risk when the relative distance between the current vehicle and the target vehicle ahead is less than a second preset distance threshold; and determine no forward collision risk when the relative distance is not less than the second preset distance threshold. The second preset distance threshold is a distance threshold preset to determine the forward collision assessment result. The second preset distance threshold can be the same as or different from the first preset distance threshold.

[0062] For example, advanced driver assistance systems can also obtain the time to crash (TTC) between the current vehicle and the target vehicle based on second vehicle data such as the vehicle type of the target vehicle ahead, the relative speed between the current vehicle and the target vehicle ahead, and the relative distance. Based on this collision time, a forward collision risk assessment can be performed to obtain the forward collision assessment result to determine whether there is a collision risk between the current vehicle and the target vehicle ahead.

[0063] In this example, a forward collision risk assessment is performed based on the data of the second vehicle to obtain the forward collision assessment result, making the subsequent active protection control operations based on the forward collision assessment result more accurate.

[0064] As an example, in step S105, the advanced driver assistance system determines a target control strategy based on the forward collision assessment results and controls the current vehicle's movement according to the target control strategy. In this example, the target control strategy is determined based on the forward collision assessment results, and the current vehicle's movement is controlled according to the target control strategy, so that the current vehicle can avoid both rear-end collisions and forward-end collisions, achieving the purpose of actively protecting the current vehicle from both the front and rear.

[0065] In this embodiment, when the rear vehicle collision assessment result indicates a risk of rear vehicle collision, the front vehicle collision assessment result is obtained, and a target control strategy is determined based on the front vehicle collision assessment result. Taking into account both the possibility of a rear-end collision and the possibility of a front-end collision with the current vehicle, a target control strategy for the current vehicle is determined based on the rear-end collision assessment result and the front-end collision assessment result. The current vehicle is then controlled according to this target control strategy to avoid collisions with both rear-end and front-end target vehicles, thereby achieving the goal of providing bidirectional active collision protection for the current vehicle from both the front and rear.

[0066] In another embodiment, after step S102, that is, after performing a rear-vehicle collision risk assessment based on the first vehicle data and obtaining the rear-vehicle collision assessment result, the active protection control method further includes: if there is no rear-vehicle collision risk, then continue to perform the following steps: obtain the first vehicle data of the current vehicle and the target vehicle behind, perform a rear-vehicle collision risk assessment based on the first vehicle data, and obtain the rear-vehicle collision assessment result.

[0067] As an example, when the advanced driver assistance system (ADAS) determines, based on the first vehicle data, that there is no risk of a rear-vehicle collision, it continues to acquire the first vehicle data of the current vehicle and the target vehicle behind it, performs a rear-vehicle collision risk assessment based on the first vehicle data, and obtains the rear-vehicle collision assessment result. Understandably, when the ADAS determines that there is no risk of a rear-vehicle collision, it continues to execute steps S101 and S102, that is, it continues to monitor the target vehicle behind it and continues to perform a rear-vehicle collision risk assessment based on the first vehicle data acquired in real time, so as to continuously monitor whether there is a risk of a rear-vehicle collision for the current vehicle.

[0068] In one embodiment, such as Figure 2 As shown, step S104, which involves performing a forward collision risk assessment based on the second vehicle data and obtaining the forward collision assessment result, includes:

[0069] S201: Based on the second vehicle data, determine the second collision time between the current vehicle and the target vehicle ahead;

[0070] S202: If the second collision time is less than the second time threshold, then obtain the front vehicle collision assessment result where there is a risk of collision with the preceding vehicle.

[0071] S203: If the second collision time is not less than the second time threshold, then obtain the front vehicle collision assessment result where there is no risk of collision with the preceding vehicle.

[0072] The second collision time refers to the time to crash (TTC) between the current vehicle and the target vehicle ahead, determined based on the second vehicle data.

[0073] As an example, in step S201, the advanced driver assistance system calculates the second collision time between the current vehicle and the target vehicle based on the acquired second vehicle data, such as the vehicle category of the target vehicle ahead, the relative speed between the current vehicle and the target vehicle ahead, and the relative distance. For example, the second relative time T″ is determined based on the relative speed and relative distance between the current vehicle and the target vehicle ahead, and the corresponding category coefficient K is determined based on the vehicle category of the target vehicle ahead. This category coefficient can be obtained by querying the corresponding vehicle category coefficient table. Based on the second relative time T″ and the category coefficient K, the second collision time T2 between the current vehicle and the target vehicle ahead is calculated. The second relative time T″ can be corrected using the category coefficient K to obtain the second collision time T2. At this time, T2 = K * T″. In this example, the second collision time between the current vehicle and the target vehicle ahead is determined based on the second vehicle data, making it feasible to subsequently obtain the front vehicle collision assessment result based on the second collision time.

[0074] The second time threshold refers to the time threshold set in advance to determine the assessment result of the preceding vehicle collision.

[0075] As an example, in step S202, when the advanced driver assistance system determines that the second collision time is less than a second time threshold, it obtains a forward collision assessment result indicating a risk of a forward collision. For instance, if the second time threshold is 2 seconds, and the calculated second collision time is less than the second time threshold of 2 seconds, the forward collision assessment result is determined to indicate a risk of a forward collision. This means there is a risk that the current vehicle may rear-end the target vehicle ahead, resulting in a forward collision. In this example, if the second collision time is less than the second time threshold, obtaining a forward collision assessment result indicating a risk of a forward collision provides feasibility for subsequently obtaining a target control strategy based on the current vehicle's forward collision assessment result, thereby achieving active protection for the current vehicle.

[0076] As an example, in step S203, when the advanced driver assistance system determines that the second collision time is not less than a second time threshold, it obtains a forward collision assessment result indicating that there is no risk of a forward collision. For example, if the second time threshold is 2 seconds, and the calculated second collision time is not less than the second time threshold of 2 seconds, the forward collision assessment result is determined to indicate that there is no risk of a forward collision. In other words, there is no risk of the current vehicle rear-ending the target vehicle in front, resulting in a forward collision. In this example, if the second collision time is not less than the second time threshold, a forward collision assessment result indicating that there is no risk of a forward collision is obtained. The system actively determines the forward collision assessment result of the current vehicle from the front of the current vehicle, providing feasibility for subsequently obtaining a target control strategy based on the forward collision assessment result of the current vehicle, thereby achieving active protection of the current vehicle.

[0077] In this embodiment, based on the second vehicle data, the second collision time between the current vehicle and the target vehicle ahead is determined. Whether the second collision time is less than the second time threshold is used to determine whether there is a risk of collision with the target vehicle ahead. This provides feasibility for obtaining a target control strategy based on the collision assessment results of the current vehicle ahead, thereby achieving active protection for the current vehicle.

[0078] In one embodiment, such as Figure 3 As shown, step S105, which involves determining the target control strategy based on the preceding vehicle collision assessment results and controlling the current vehicle's movement according to the target control strategy, includes:

[0079] S301: If the collision assessment result of the preceding vehicle is that there is no risk of collision with the preceding vehicle, then the acceleration control strategy is determined as the target control strategy, and the current vehicle is controlled to accelerate according to the acceleration control strategy.

[0080] S302: If the collision assessment result indicates that there is a risk of collision with the vehicle ahead, the maintenance control strategy will be determined as the target control strategy, and the current vehicle will be controlled to travel at the current speed according to the maintenance control strategy.

[0081] Among them, the target control strategy refers to the active control of the current vehicle based on the collision assessment results of the preceding vehicle, so that the current vehicle avoids collisions with the target vehicle behind and also avoids collisions with the target vehicle in front, thereby achieving a two-way active protection for the current vehicle.

[0082] Among them, acceleration control strategy refers to the control strategy of accelerating the current vehicle to make the current vehicle travel at a speed higher than the current speed, so as to avoid collisions in both the front and rear directions.

[0083] As an example, in step S301, when the advanced driver assistance system determines that there is no risk of a collision with the preceding vehicle, it sets the acceleration control strategy as the target control strategy and controls the current vehicle to accelerate accordingly. In this example, the advanced driver assistance system needs to control the target speed of the current vehicle under the acceleration control strategy based on the first vehicle data and the second vehicle data, making the target speed higher than the current speed to increase the distance between the current vehicle and the target vehicle behind, thus avoiding a collision. Simultaneously, it needs to monitor in real time whether there is a risk of a collision with the target vehicle ahead, ensuring that the current vehicle avoids a collision due to excessive speed when traveling at the target speed. In this example, when there is a risk of a collision with the preceding vehicle but no risk of a collision with the preceding vehicle, the acceleration control strategy is set as the target control strategy, and the current vehicle is accelerated according to the acceleration control strategy. This achieves the goal of actively protecting the current vehicle in both directions (front and rear) from collisions, avoiding both-way collisions.

[0084] Among them, the maintenance control strategy refers to the control strategy that, when the collision assessment result of the preceding vehicle indicates a risk of collision, controls the current vehicle to maintain its current speed, so that the current vehicle can avoid collisions with both the target vehicle behind and the target vehicle in front, thereby achieving a two-way active protection strategy for the current vehicle in front and behind.

[0085] As an example, in step S302, when the advanced driver assistance system determines that there is a risk of a forward collision in the preceding vehicle collision assessment, it sets the maintenance control strategy as the target control strategy and controls the current vehicle to travel at the current speed according to the maintenance control strategy. Understandably, when there is a risk of both a rear-vehicle collision and a forward-vehicle collision, setting the maintenance control strategy as the target control strategy and controlling the current vehicle to maintain its current speed without accelerating or decelerating can effectively avoid the risk of a forward and / or rear-vehicle collision, allowing the current vehicle to travel in a safe state and achieving active protection for the current vehicle in both the front and rear directions.

[0086] In this embodiment, under the premise of the risk of rear vehicle collision, the target control strategy is determined based on whether the front vehicle collision assessment result indicates the risk of front vehicle collision. The current vehicle is controlled to drive in a safe state, so that the current vehicle avoids collision with the target vehicle behind while avoiding collision with the target vehicle in front. This achieves the purpose of actively protecting the current vehicle in both the front and rear directions and avoiding bidirectional collisions.

[0087] In one embodiment, such as Figure 4As shown, step S301, which controls the current vehicle to accelerate according to the acceleration control strategy, includes:

[0088] S401: Based on the first vehicle data, determine the target vehicle speed, the target vehicle speed is greater than the current vehicle speed, and the speed difference between the target vehicle speed and the following vehicle speed is within a preset range.

[0089] S402: Control the current vehicle to travel at the target speed.

[0090] The target speed refers to the speed at which the vehicle is currently traveling under the acceleration control strategy.

[0091] As an example, in step S401, the advanced driver assistance system (ADAS) determines a target speed based on the real-time acquired first vehicle data. Specifically, the ADAS controls the target speed to be greater than the current vehicle's current speed at the monitoring moment, and the speed difference between the current vehicle's target speed and the real-time monitored speed of the target vehicle behind it is within a preset range. In this example, after determining that the acceleration control strategy is the target control strategy, the ADAS determines the current vehicle's target speed based on the speed of the following vehicle in the real-time acquired first vehicle data and the current vehicle's current speed. This ensures the target speed is higher than the current vehicle's current speed, increasing the distance between the current vehicle and the target vehicle behind it, thus avoiding the risk of a rear-end collision. Simultaneously, the speed difference between the current vehicle's target speed and the real-time speed of the target vehicle behind it is controlled within a preset range, for example, this preset range includes, but is not limited to, approximately 20 km / h, to prevent the current vehicle from colliding with the target vehicle behind it.

[0092] In this example, based on the data of the first vehicle, the target vehicle speed is determined and controlled to be greater than the current vehicle speed, and the speed difference between the target vehicle speed and the speed of the following vehicle is within a preset range. When the current vehicle only faces the risk of collision with the following vehicle, the collision between the current vehicle and the target vehicle behind is avoided, thus achieving the purpose of active protection for the current vehicle.

[0093] As an example, in step S402, after determining the target speed of the current vehicle, the advanced driver assistance system controls the current vehicle to drive at the target speed. In the case of a risk of collision with a rear vehicle but no risk of collision with a front vehicle, the system controls the current vehicle to accelerate to reach the target speed, thereby avoiding a collision between the current vehicle and the target vehicle behind, and achieving the purpose of actively protecting the current vehicle.

[0094] In this embodiment, the target vehicle speed is determined based on the first vehicle data, and the current vehicle is controlled to drive at the target vehicle speed. When there is a risk of collision with a rear vehicle but no risk of collision with a front vehicle, the current vehicle is controlled to accelerate to reach the target vehicle speed, thereby avoiding a collision between the current vehicle and the target vehicle behind. This achieves active protection for the current vehicle when there is only a risk of collision with a rear vehicle.

[0095] In one embodiment, such as Figure 5 As shown, after step S301, that is, after controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes:

[0096] S501: Obtain data of the third vehicle between the current vehicle and the target vehicle behind it;

[0097] S502: Conduct a rear-vehicle collision risk assessment based on third-party vehicle data and obtain the rear-vehicle collision assessment results;

[0098] S503: If the rear vehicle collision assessment result is that there is no risk of rear vehicle collision, the maintenance control strategy will be determined as the target control strategy, and the current vehicle will be controlled to travel at the current speed according to the maintenance control strategy.

[0099] Among them, the third vehicle data refers to the data acquired in real time during the current vehicle's acceleration process, which reflects the relationship between the current vehicle and the target vehicle behind it. This includes, but is not limited to, the vehicle type of the target vehicle behind it, the relative speed and relative distance between the current vehicle and the target vehicle behind it during the current vehicle's acceleration process, and other vehicle data.

[0100] As an example, in step S501, the advanced driver assistance system acquires vehicle data during the current vehicle's acceleration process, including the vehicle category of the target vehicle behind, the relative speed between the current vehicle and the target vehicle behind, and the relative distance, and uses this vehicle data as third-party vehicle data. In this example, acquiring third-party vehicle data between the current vehicle and the target vehicle behind facilitates subsequent rear-end collision risk assessment of the current vehicle during acceleration based on this third-party vehicle data.

[0101] As an example, in step S502, the advanced driver assistance system performs a rear-vehicle collision risk assessment on the current vehicle based on real-time data of the third vehicle acquired during the current vehicle's acceleration, and obtains the rear-vehicle collision assessment result. In this example, the rear-vehicle collision risk assessment can be performed based on one or more of the relative speed and relative distance between the current vehicle and the target vehicle behind it, or it can be performed based on the vehicle category of the target vehicle behind it, the relative speed and relative distance between the current vehicle and the target vehicle behind it, and obtain the rear-vehicle collision assessment result.

[0102] For example, during the current vehicle acceleration process, the advanced driver assistance system can determine that there is a risk of rear-vehicle collision when the relative speed between the current vehicle and the target vehicle behind is less than a first preset speed threshold; and determine that there is no risk of rear-vehicle collision when the relative speed between the current vehicle and the target vehicle behind is not less than the first preset speed threshold. The first preset speed threshold is a speed threshold preset for determining the rear-vehicle collision assessment result.

[0103] For example, during the current vehicle acceleration process, the advanced driver assistance system can determine that there is a risk of rear-vehicle collision when the relative distance between the current vehicle and the target vehicle behind is less than a first preset distance threshold; and determine that there is no risk of rear-vehicle collision when the relative distance between the current vehicle and the target vehicle behind is not less than the first preset distance threshold. The first preset distance threshold is a distance threshold preset for determining the rear-vehicle collision assessment result.

[0104] For example, during the current vehicle acceleration process, the advanced driver assistance system can also obtain the time to crash (TTC) between the current vehicle and the target vehicle behind it based on third-party vehicle data such as the vehicle type of the target vehicle behind, the relative speed between the current vehicle and the target vehicle behind, and the relative distance. Based on this collision time, the system can conduct a rear-vehicle collision risk assessment and obtain a rear-vehicle collision assessment result indicating whether there is a collision risk between the current vehicle and the target vehicle behind.

[0105] In this example, a rear-vehicle collision risk assessment is performed based on data from a third vehicle to obtain the rear-vehicle collision assessment result. This method can accurately obtain the rear-vehicle collision assessment result during the current vehicle's acceleration process, which is convenient for determining the target control strategy based on the rear-vehicle collision assessment result.

[0106] As an example, in step S503, when the advanced driver assistance system determines that there is no risk of a rear-vehicle collision in the rear-vehicle collision assessment, it sets the maintenance control strategy as the target control strategy and controls the current vehicle to travel at the current speed according to the maintenance control strategy. Understandably, if there is no risk of a rear-vehicle collision, the system controls the current vehicle to stop executing the acceleration control strategy, allowing the current vehicle to travel at the current speed, while also reducing the possibility of a frontal collision.

[0107] In this embodiment, during the acceleration of the current vehicle, real-time data of the current vehicle and a target vehicle behind it, along with data from a third vehicle, are acquired. Based on this third vehicle data, a rear-vehicle collision risk assessment is performed on the current vehicle in real time. The rear-vehicle collision assessment result is obtained, and a target control strategy is determined based on this result. The current vehicle is then controlled to execute the target control strategy. This achieves real-time monitoring and protection against rear-vehicle collisions, preventing collisions between the current vehicle and the target vehicle behind it.

[0108] In one embodiment, such as Figure 6 As shown, after step S301, that is, after controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes:

[0109] S601: Obtain the data of the fourth vehicle between the current vehicle and the target vehicle ahead;

[0110] S602: Conduct a forward collision risk assessment based on the fourth vehicle data and obtain the forward collision assessment results;

[0111] S603: If the collision assessment result indicates that there is a risk of collision with the vehicle ahead, the maintenance control strategy will be determined as the target control strategy, and the current vehicle will be controlled to travel at the current speed according to the maintenance control strategy.

[0112] The fourth vehicle data refers to real-time data acquired during the current vehicle's acceleration process, reflecting the relationship between the current vehicle and the target vehicle ahead. This includes, but is not limited to, the vehicle category of the target vehicle ahead, and the relative speed and relative distance between the current vehicle and the target vehicle ahead during the current vehicle's acceleration. In this example, this fourth vehicle data can be obtained through the cameras and radar of the Advanced Driver Assistance System (ADAS).

[0113] As an example, in step S601, the advanced driver assistance system acquires vehicle data in real time during the current vehicle's acceleration process, including the vehicle category of the target vehicle ahead, the relative speed between the current vehicle and the target vehicle ahead, and the relative distance, and uses this vehicle data as fourth vehicle data. In this example, acquiring the fourth vehicle data between the current vehicle and the target vehicle ahead facilitates subsequent forward collision risk assessment of the current vehicle executing the acceleration control strategy based on the fourth vehicle data.

[0114] As an example, in step S602, the advanced driver assistance system performs a forward collision risk assessment on the current vehicle based on the fourth vehicle data acquired during the current vehicle's acceleration, and obtains the forward collision assessment result. In this example, the forward collision risk assessment can be performed based on one or more of the relative speed and relative distance between the current vehicle and the target vehicle ahead, or it can be performed based on the vehicle category of the target vehicle ahead, the relative speed and relative distance between the current vehicle and the target vehicle ahead, and obtain the forward collision assessment result.

[0115] For example, during the current vehicle acceleration process, the advanced driver assistance system can determine that there is a risk of a forward collision when the relative speed between the current vehicle and the target vehicle ahead is less than a second preset speed threshold; and determine that there is no risk of a forward collision when the relative speed between the current vehicle and the target vehicle ahead is not less than the second preset speed threshold. The second preset speed threshold is a speed threshold preset to determine the forward collision assessment result. The second preset speed threshold may be the same as or different from the first preset speed threshold.

[0116] For example, during the current vehicle acceleration process, the advanced driver assistance system can determine that there is a risk of a forward collision when the relative distance between the current vehicle and the target vehicle ahead is less than a second preset distance threshold; and determine that there is no risk of a forward collision when the relative distance between the current vehicle and the target vehicle ahead is not less than the second preset distance threshold. The second preset distance threshold is a distance threshold preset for determining the forward collision assessment result. The second preset distance threshold may be the same as or different from the first preset distance threshold.

[0117] For example, during the current vehicle acceleration process, the advanced driver assistance system can also obtain the time to crash (TTC) between the current vehicle and the target vehicle based on the fourth vehicle data such as the vehicle type of the target vehicle ahead, the relative speed between the current vehicle and the target vehicle ahead, and the relative distance. Based on this collision time, the system can conduct a forward collision risk assessment and obtain the forward collision assessment result to determine whether there is a collision risk between the current vehicle and the target vehicle ahead during the current vehicle acceleration process.

[0118] In this example, a forward collision risk assessment is performed based on the data from the fourth vehicle to obtain the forward collision assessment result for the current vehicle, which facilitates the determination of the target control strategy based on the forward collision assessment result.

[0119] As an example, in step S603, when the advanced driver assistance system determines that there is a risk of collision with the vehicle ahead based on the collision assessment result, it sets the maintenance control strategy as the target control strategy and controls the current vehicle to travel at the current speed according to the maintenance control strategy. Understandably, during the execution of the acceleration control strategy, the risk of collision with the vehicle ahead is monitored in real time. If it is determined that there is a risk of collision with the vehicle ahead, the acceleration control strategy is stopped, and the maintenance control strategy is set as the target control strategy, causing the current vehicle to stop accelerating and travel at the current speed to avoid a collision between the current vehicle and the target vehicle ahead, thus achieving real-time active protection for the current vehicle.

[0120] In this embodiment, during the acceleration of the current vehicle, the fourth vehicle data of the current vehicle and the target vehicle in front are acquired in real time. Based on the fourth vehicle data, the current vehicle is assessed for the risk of collision with the target vehicle in front in real time. The collision assessment result is obtained, and the target control strategy is determined based on the collision assessment result. The current vehicle is controlled to execute the target control strategy, thereby realizing real-time monitoring and protection of the risk of collision with the target vehicle in front of the current vehicle and avoiding collision between the current vehicle and the target vehicle in front during the execution of the acceleration control strategy.

[0121] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. 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 invention.

[0122] In one embodiment, an on-board controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the active protection control method described in the above embodiment, for example... Figure 1 As shown in S101-S105, or Figures 2 to 6 As shown in the figure, to avoid repetition, it will not be repeated here.

[0123] In one embodiment, a driving assistance system is provided, which includes the above-described vehicle controller for implementing the active protection control method described above, for example... Figure 1 As shown in S101-S105, or Figures 2 to 6 As shown in the figure, to avoid repetition, it will not be repeated here.

[0124] In one embodiment, a vehicle is provided that includes the aforementioned driving assistance system for implementing the active protection control method described above, for example... Figure 1 As shown in S101-S105, or Figures 2 to 6 As shown in the figure, to avoid repetition, it will not be repeated here.

[0125] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0126] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0127] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. An active protection control method, characterized in that, include: Acquire the first vehicle data between the current vehicle and the target vehicle behind it; the first vehicle data includes the vehicle type of the target vehicle behind it, the relative speed and relative distance between the current vehicle and the target vehicle behind it; Based on the first vehicle data, a first collision time between the current vehicle and the target vehicle behind is determined. If the first collision time is less than a first time threshold, a rear vehicle collision assessment result with a risk of rear vehicle collision is obtained. If the first collision time is not less than the first time threshold, a rear vehicle collision assessment result without a risk of rear vehicle collision is obtained. The first collision time is obtained by correcting the first relative time using a category coefficient. The category coefficient is obtained by querying the vehicle category coefficient table of the target vehicle behind; the first relative time is determined based on the relative speed and relative distance between the current vehicle and the target vehicle behind. If the rear vehicle collision assessment result indicates a risk of rear vehicle collision, then obtain the second vehicle data of the current vehicle and the target vehicle ahead; Based on the second vehicle data, a forward collision risk assessment is performed to obtain the forward collision assessment result. Based on the preceding vehicle collision assessment result, a target control strategy is determined, and the current vehicle is controlled to drive according to the target control strategy, including: if the preceding vehicle collision assessment result indicates a risk of preceding vehicle collision, then a maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to drive at the current speed according to the maintenance control strategy; the maintenance control strategy refers to a control strategy that controls the current vehicle to maintain the current speed when the preceding vehicle collision assessment result indicates a risk of preceding vehicle collision.

2. The active protection control method as described in claim 1, characterized in that, The step of performing a forward collision risk assessment based on the second vehicle data and obtaining the forward collision assessment result includes: Based on the second vehicle data, determine the second collision time between the current vehicle and the target vehicle ahead; If the second collision time is less than the second time threshold, then obtain the front vehicle collision assessment result where there is a risk of collision with the preceding vehicle; If the second collision time is not less than the second time threshold, then the front vehicle collision assessment result with no risk of collision with the preceding vehicle is obtained.

3. The active protection control method as described in claim 1, characterized in that, The step of determining a target control strategy based on the preceding vehicle collision assessment results, and controlling the current vehicle's movement according to the target control strategy, includes: If the preceding vehicle collision assessment result indicates that there is no risk of preceding vehicle collision, then the acceleration control strategy is determined as the target control strategy, and the current vehicle is controlled to accelerate according to the acceleration control strategy.

4. The active protection control method as described in claim 3, characterized in that, The step of controlling the current vehicle to accelerate according to the acceleration control strategy includes: Based on the first vehicle data, a target vehicle speed is determined. The target vehicle speed is greater than the current vehicle speed, and the speed difference between the target vehicle speed and the following vehicle speed is within a preset range. Control the current vehicle to travel at the target speed.

5. The active protection control method as described in claim 3, characterized in that, After controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes: Obtain data on the third vehicle, including the current vehicle and the target vehicle behind it; Based on the third vehicle data, a rear-vehicle collision risk assessment is performed to obtain the rear-vehicle collision assessment result. If the rear vehicle collision assessment result indicates that there is no risk of rear vehicle collision, then the maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to travel at the current speed according to the maintenance control strategy.

6. The active protection control method as described in claim 3, characterized in that, After controlling the current vehicle to accelerate according to the acceleration control strategy, the active protection control method further includes: Obtain the data of the fourth vehicle, which is the current vehicle and the target vehicle ahead; Based on the fourth vehicle data, a forward collision risk assessment is performed to obtain the forward collision assessment result. If the preceding vehicle collision assessment result indicates a risk of preceding vehicle collision, then the maintenance control strategy is determined as the target control strategy, and the current vehicle is controlled to travel at the current speed according to the maintenance control strategy.

7. An on-board controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the active protection control method as described in any one of claims 1 to 6.

8. A driving assistance system, characterized in that, Includes the vehicle controller as described in claim 7.

9. A vehicle, characterized in that, Includes the driving assistance system as described in claim 8.

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