Vehicle safety control method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle safety control method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining vehicle driving data, a vibration grade of a bridge, and a bridge floor wind speed and a bridge floor wind direction angle at a vehicle position, obtaining an angle difference based on the bridge floor wind direction angle and a vehicle course angle, obtaining a wind influence parameter according to the angle difference and the bridge floor wind speed, performing weighted summation according to a preset weighting coefficient, the wind influence parameter, the vibration grade, the lateral acceleration, the yaw velocity, the side slip angle and the current vehicle speed to obtain a risk index, determining a corresponding vehicle safety control strategy according to the risk index, and controlling the vehicle according to the vehicle safety control strategy. By means of the method, the technical problems that under the bridge wind vibration working condition, the vehicle safety control precision is low, and response lags are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle intelligent control, and in particular to a vehicle safety control method and device, an electronic device and a storage medium. BACKGROUND

[0002] In the process of a vehicle passing through a large-span bridge, strong wind action is easy to induce wind-induced vibration phenomena such as bridge vortex-induced vibration and flutter, resulting in periodic displacement and transient lateral acceleration of the bridge deck. Such dynamic loads are transmitted to the driving vehicle through the tire-pavement contact interface, causing problems such as suspension system overshoot and tire cornering stiffness degradation, which increases the risk of heavy truck rollover by 300% and reduces the threshold of car steering control to 8-grade wind speed.

[0003] In related technologies, risk prediction is often based only on wind speed, but in actual scenarios, even if the wind speed is the same, the vibration difference of different bridge structures under the action of wind will lead to different dangerous conditions for vehicles, and simply relying on wind speed cannot accurately determine the safety risk of the vehicle, thereby there is a problem of inaccurate control. In addition, the related art determines the risk of the entire bridge deck, thereby causing a lag in safety control. SUMMARY

[0004] The present application provides a vehicle safety control method, device, electronic device and storage medium to solve the technical problems of low vehicle safety control accuracy and slow response in related technologies under bridge wind vibration working conditions.

[0005] The vehicle safety control method provided by the present application comprises: obtaining vehicle driving data, vibration level of a bridge, and bridge deck wind speed and bridge deck wind direction angle at a vehicle position, wherein the vehicle driving data at least includes vehicle heading angle, lateral acceleration, current vehicle speed, yaw rate and mass center side slip angle; obtaining an angle difference based on the bridge deck wind direction angle and the vehicle heading angle, obtaining a wind influence parameter according to the angle difference and the bridge deck wind speed, and performing weighted summation according to a preset weighting coefficient, the wind influence parameter, the vibration level, the lateral acceleration, the yaw rate, the mass center side slip angle and the current vehicle speed to obtain a risk index; determining a corresponding vehicle safety control strategy according to the comparison result of the risk index and a preset risk threshold, and controlling the vehicle according to the vehicle safety control strategy.

[0006] In one embodiment of the present invention, the preset risk threshold includes a first risk threshold, a second risk threshold and a third risk threshold. The corresponding vehicle safety control strategy is determined based on the comparison result of the risk index and the preset risk threshold, including: if the risk index is greater than or equal to the first risk threshold and less than the second risk threshold, the vehicle safety control strategy is determined as a warning strategy, and the preset risk threshold includes the first risk threshold, the second risk threshold and the third risk threshold; if the risk index is greater than or equal to the second risk threshold and less than the third risk threshold, the vehicle safety control strategy is determined as an auxiliary control strategy; if the risk index is greater than or equal to the third risk threshold, the vehicle safety control strategy is determined as an emergency control strategy.

[0007] In one embodiment of the present invention, if the vehicle safety control strategy is an early warning strategy, controlling the vehicle according to the vehicle safety control strategy includes: sending an alarm based on a preset warning icon and a preset warning voice; determining the recommended speed based on the vibration level and a comparison table of preset vibration levels and recommended speeds, and displaying comparison information between the current speed and the recommended speed based on the vehicle's display screen.

[0008] In one embodiment of the present invention, if the vehicle safety control strategy is an auxiliary control strategy, controlling the vehicle according to the vehicle safety control strategy includes: obtaining the maximum speed limit of the bridge, determining a safe speed limit based on the maximum speed limit, the vibration level and a preset speed limit parameter, and limiting the current speed of the vehicle based on the safe speed limit; obtaining the width of the bridge lane, determining a lane centerline offset based on the width, the vibration level and a preset proportional coefficient, and adjusting the reference position of the lane centerline based on the lane centerline offset; if the vibration level is greater than a preset level threshold, increasing the steering assist torque of the vehicle.

[0009] In one embodiment of the present invention, if the vehicle safety control strategy is an emergency control strategy, controlling the vehicle according to the vehicle safety control strategy includes: if the center of mass sideslip angle is greater than a preset angle threshold, determining an adjusted steering angle based on the preset angle threshold, a preset steering gain coefficient and the center of mass sideslip angle, and controlling the vehicle to steer based on the adjusted steering angle; detecting the distance between the vehicle and a front obstacle, obtaining a predicted collision time based on the distance and the current vehicle speed, and if the predicted collision time is less than a preset time threshold, triggering emergency braking to control the vehicle to stop.

[0010] In one embodiment of the present invention, obtaining the vibration level of a bridge includes: obtaining the bridge displacement amplitude and the bridge vibration main frequency based on a bridge sensor, obtaining a displacement amplitude parameter based on the bridge displacement amplitude and a preset maximum amplitude threshold, and obtaining a frequency parameter based on the bridge vibration main frequency and a preset maximum frequency threshold; and obtaining the vibration level by weighted summation of the displacement amplitude parameter and the frequency parameter.

[0011] In one embodiment of the present invention, obtaining the bridge deck wind speed and bridge deck wind direction angle at the vehicle position includes: collecting the bridge deck wind speed and bridge deck wind direction angle at multiple collection points based on an anemometer installed on the bridge deck; performing spatial interpolation on the bridge deck wind speeds at the multiple collection points to obtain the bridge deck wind speed at the vehicle position; converting the bridge deck wind direction angles at the multiple collection points into unit vectors and then performing spatial interpolation to obtain an interpolation vector at the vehicle position, and converting the interpolation vector at the vehicle position into the bridge deck wind direction angle at the vehicle position.

[0012] The present invention also provides a vehicle safety control device, which includes: an information input module for obtaining vehicle driving data, the vibration level of the bridge, and the bridge deck wind speed and bridge deck wind direction angle at the vehicle position, wherein the vehicle driving data at least includes the vehicle heading angle, lateral acceleration, current vehicle speed, yaw angular velocity and center of mass sideslip angle; a risk calculation module for obtaining an angle difference based on the bridge deck wind direction angle and the vehicle heading angle, obtaining a wind influence parameter according to the angle difference and the bridge deck wind speed, and obtaining a risk index by weighted summation based on a preset weighting coefficient, the wind influence parameter, the vibration level, the lateral acceleration, the yaw angular velocity, the center of mass sideslip angle and the current vehicle speed; a strategy generation module for determining a corresponding vehicle safety control strategy based on a comparison result of the risk index and a preset risk threshold, and controlling the vehicle according to the vehicle safety control strategy.

[0013] The present invention also provides an electronic device, which includes: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle safety control method as described in any of the above embodiments.

[0014] The present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is caused to execute the vehicle safety control method described in any one of the above embodiments.

[0015] Beneficial effects of the present invention: The present invention proposes a vehicle safety control method, device, electronic device and storage medium, which obtains vehicle driving data, bridge vibration level, bridge deck wind speed and bridge deck wind direction angle at the vehicle position, obtains the angle difference based on the bridge deck wind direction angle and the vehicle heading angle, obtains the wind influence parameter according to the angle difference and the bridge deck wind speed, and obtains the risk index by weighted summation based on the preset weighting coefficient, wind influence parameter, vibration level, lateral acceleration, yaw angular velocity, center of mass sideslip angle and current vehicle speed, determines the corresponding vehicle safety control strategy according to the risk index, and controls the vehicle according to the vehicle safety control strategy, deeply integrates the bridge-end data with the vehicle-end data, breaks through the limitations of pure vehicle-end data or pure bridge-end data, and obtains the risk index through dual-end data calculation, thereby improving the vehicle safety control accuracy under bridge wind-vibration conditions, and formulating the safety control strategy locally on the vehicle side, thereby improving the response speed and improving safety.

[0016] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are incorporated into and constitute a part of this specification, illustrate embodiments consistent with the present invention, and together with the description, serve to explain the principles of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and it is clear that those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0018] In the attached figure:

[0019] Figure 1 A schematic diagram of an implementation environment of a vehicle safety control method provided by an embodiment of the present invention;

[0020] Figure 2 This is a flow chart of a vehicle safety control method provided in one embodiment of the present invention;

[0021] Figure 3 A vehicle safety control strategy generation flow chart provided in one embodiment of the present invention;

[0022] Figure 4 A block diagram of a vehicle safety control device provided in one embodiment of the present invention;

[0023] Figure 5 This is a structural diagram of an electronic device provided in one embodiment of the present invention. DETAILED DESCRIPTION

[0024] The following describes the embodiments of the present invention through specific examples. Those skilled in the art will readily understand the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments. The details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. The following embodiments and features therein may be combined with one another without conflict.

[0025] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. The drawings only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0026] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present invention.

[0027] See also Figure 1 , Figure 1 A schematic diagram of an implementation environment of a vehicle safety control method provided by one embodiment of the present invention.

[0028] like Figure 1 As shown, the implementation environment can include a bridge-side system and a vehicle-side system. The bridge-side system includes an anemometer, speedometer, and inclinometer. The vehicle-side system can include an ECU (electronic control unit), AEB (Autonomous Emergency Braking), AES (Automatic Emergency Steering), LKA (Lane Keeping Assist), and HUD (Head-up Display). The ECU includes a data fusion module, a hierarchical decision module, a data transmission module, and a risk assessment module.

[0029] For example, Figure 1In the implementation environment shown, the vibration level of the bridge, the wind speed and wind direction angle of the bridge deck at the vehicle position are first obtained based on the anemometer, speedometer and inclinometer of the bridge end system, and the bridge data is sent to the data transmission module of the ECU through V2I (Vehicle-to-Infrastructure, communication technology between vehicles and infrastructure). The data fusion module fuses the vibration level of the bridge, the wind speed and wind direction angle of the bridge deck at the vehicle position with the vehicle driving data to obtain a risk index. The risk assessment module compares the risk index with the preset risk threshold. The hierarchical decision module generates vehicle safety control strategies of different urgency levels based on the comparison results, including early warning strategy, auxiliary control strategy and emergency control strategy, and controls the AEB, LKA, AES and HUD of the vehicle end system to respond based on different vehicle safety control strategies.

[0030] The bridge-end system has established a structural vibration monitoring network and a bridge deck wind environment monitoring network. High-precision velocimeters and inclinometers, such as MEMS (micro-electromechanical system) accelerometers and fiber Bragg grating inclinometers, are deployed at key locations such as the mid-span, quarter-span, and tower tops of the bridge. These sensors are used to monitor the bridge's vibration response, including displacement, acceleration, and frequency, under wind loads in real time. Multiple ultrasonic anemometers are placed at intervals along key sections of the bridge deck, combined with lidar to obtain wind field information, such as local wind speed and direction, at multiple collection points.

[0031] Exemplarily, the bridge end system also includes an edge computing module for performing pre-processing such as denoising on the bridge data obtained by each sensor, and obtaining the bridge displacement amplitude and the bridge vibration frequency of multiple vibration collection points based on the speedometer and inclinometer, extracting the bridge vibration main frequency based on the bridge vibration frequency of multiple vibration collection points, and calculating the wind vibration level based on the bridge displacement amplitude and the bridge vibration main frequency, and obtaining the bridge deck wind speed and bridge deck wind direction angle at the vehicle position based on spatial interpolation and the bridge deck wind speed and bridge deck wind direction angle at multiple wind condition collection points.

[0032] Exemplarily, the vehicle-side system also includes standard vehicle-mounted sensors such as wheel speed sensors and IMU (Inertial Measurement Unit), as well as advanced sensors such as millimeter-wave radar, which are used to collect vehicle driving data such as vehicle speed and yaw angular velocity.

[0033] For example, the bridge-side system and the vehicle-side system communicate using wireless communication technologies such as 5G to achieve V2I communication, and transmit key information such as the wind vibration level processed on the bridge side and the wind speed and direction at the real-time vehicle position to the vehicle with low latency; the interaction between sensor data and control commands is realized in the vehicle through CAN (Controller Area Network, Controller Area Network) / CAN FD (Controller Area Network with Flexible Data-Rate, an upgraded version of the CAN bus communication protocol) / Ethernet network.

[0034] See also Figure 2 , Figure 2 This is a flow chart of a vehicle safety control method provided in one embodiment of the present invention. This method can be applied to Figure 1 The implementation environment shown is as follows. The method may also be applicable to other exemplary implementation environments and be specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0035] like Figure 2 As shown, in an exemplary embodiment, the vehicle safety control method includes at least steps S210 to S230, which are described in detail as follows:

[0036] Step S210, obtaining vehicle driving data, bridge vibration level, and bridge deck wind speed and bridge deck wind direction angle at the vehicle position, wherein the vehicle driving data includes at least vehicle heading angle, lateral acceleration, current vehicle speed, yaw angular velocity, and center of mass sideslip angle.

[0037] For example, the vehicle heading angle is the angle between the vehicle's center of mass velocity and the horizontal axis in the ground coordinate system. The vehicle's geographic location and direction of movement can be obtained through the vehicle's navigation system, thereby calculating the vehicle's heading angle. The slip angle is the angular difference between the direction of the vehicle's center of mass velocity and the direction of the vehicle's front. It can be calculated based on the vehicle's yaw angle and heading angle. The yaw rate, yaw angle, lateral acceleration, and current vehicle speed can be obtained from the vehicle's inertial sensors.

[0038] In one embodiment of the present invention, obtaining the vibration level of a bridge includes: obtaining the bridge displacement amplitude and the bridge vibration main frequency based on a bridge sensor, obtaining a displacement amplitude parameter based on the bridge displacement amplitude and a preset maximum amplitude threshold, and obtaining a frequency parameter based on the bridge vibration main frequency and a preset maximum frequency threshold; and obtaining the vibration level by weighted summation of the displacement amplitude parameter and the frequency parameter.

[0039] Exemplarily, the bridge sensor includes an accelerometer, an inclinometer, and a wind speed and direction meter, a plurality of vibration collection points are selected on the bridge, and a high-precision MEMS accelerometer is installed at the vibration collection points for collecting bridge vibration frequencies, wherein the vibration collection points include positions of the main beam span, the quarter span, and the three-quarter span of the bridge, and the accelerometers are installed along the longitudinal, transverse, and vertical directions of the bridge, respectively. A high-precision fiber-optic grating inclinometer is installed at the key nodes of the main beam of the bridge to monitor the change in the inclination angle of the bridge and obtain the displacement amplitude of the bridge. In addition, an ultrasonic wind speed and direction meter is arranged at every 50 m above different lanes of the bridge deck to measure the local wind speed and local wind direction angle at the wind collection point. In addition, a laser radar can be additionally combined with the wind field scanning at the wind-sensitive area of the bridge, such as the mid-span position, to obtain more detailed wind field information.

[0040] Exemplarily, after the bridge vibration frequencies of the plurality of vibration collection points are collected by the accelerometer, the method further includes calculating the root mean square value of the bridge vibration according to the bridge vibration frequencies of the plurality of vibration collection points, and the calculation is as follows:

[0041]

[0042] In formula (1), x i is the bridge vibration frequency of the i-th vibration collection point, N is the number of vibration collection points, RMS is the root mean square value, and can reflect the energy size of the vibration. The main frequency of the bridge vibration, i.e., the frequency component with the largest energy, is obtained by performing spectrum analysis on the RMS.

[0043] Exemplarily, the weighted sum of the displacement amplitude parameter and the frequency parameter to obtain the vibration level includes:

[0044]

[0045] In formula (2), A is the displacement amplitude of the bridge, A max is a preset maximum amplitude threshold, f is the main frequency of the bridge vibration, f max is a preset maximum frequency threshold, W1 and W2 are preset weighting coefficients, which can be adjusted according to the actual bridge structure characteristics, and S v is the wind vibration level, ranging from 0 to 1, and is used to quantify the wind vibration intensity level of the bridge.

[0046] In one embodiment of the present invention, obtaining the bridge deck wind speed and bridge deck wind direction angle at the vehicle position includes: collecting the bridge deck wind speed and bridge deck wind direction angle at multiple collection points based on an anemometer set on the bridge deck; performing spatial interpolation on the bridge deck wind speeds at the multiple collection points to obtain the bridge deck wind speed at the vehicle position; converting the bridge deck wind direction angles at the multiple collection points into unit vectors and then performing spatial interpolation to obtain an interpolation vector at the vehicle position, and converting the interpolation vector at the vehicle position into the bridge deck wind direction angle at the vehicle position.

[0047] For example, a spatial interpolation algorithm, such as the Kriging interpolation method, can be used to estimate the wind conditions at the vehicle's location (including the bridge deck wind speed and bridge deck wind direction angle at the vehicle's location) based on the bridge deck wind speed and bridge deck wind direction angle data measured by anemometers at multiple wind condition collection points to obtain the precise wind speed and wind direction at the vehicle's real-time location.

[0048] For example, after acquiring the values ​​of each sensor, the raw data collected by the sensors is processed using a wavelet denoising algorithm. For accelerometer data, a db4 wavelet basis is selected and a five-layer decomposition is performed. High-frequency coefficients are processed by setting appropriate thresholds to remove noise interference and retain valid signals.

[0049] In step S220, an angle difference is obtained based on the bridge deck wind direction angle and the vehicle heading angle, and a wind impact parameter is obtained based on the angle difference and the bridge deck wind speed. A risk index is obtained by weighted summation based on a preset weighting coefficient, wind impact parameter, vibration level, lateral acceleration, yaw angular velocity, center of mass sideslip angle, and current vehicle speed.

[0050] For example, the risk index is obtained by weighted summation based on a preset weighting coefficient, wind impact parameters, vibration level, lateral acceleration, yaw rate, center of mass sideslip angle, and current vehicle speed, including:

[0051]

[0052] In formula (3), R is the risk index, ω1-ω6 are preset weighting coefficients, which are determined according to the degree of influence of different factors on vehicle safety risk, and S v is the wind vibration level, V b is the wind speed at the vehicle location, θ b is the wind direction angle at the vehicle position, ψ is the vehicle heading angle, a y is the lateral acceleration, γ is the yaw angular velocity, β {est} is the sideslip angle of the center of mass, V v is the current vehicle speed, V b *sin(θ b -ψ) is the wind influence parameter.

[0053] Step S230 , determining a corresponding vehicle safety control strategy based on a comparison result between the risk index and a preset risk threshold, and controlling the vehicle based on the vehicle safety control strategy.

[0054] In one embodiment of the present invention, the preset risk thresholds include a first risk threshold, a second risk threshold and a third risk threshold, and the corresponding vehicle safety control strategy is determined based on the comparison result between the risk index and the preset risk threshold, including: if the risk index is greater than or equal to the first risk threshold and less than the second risk threshold, the vehicle safety control strategy is determined as a warning strategy, and the preset risk thresholds include the first risk threshold, the second risk threshold and the third risk threshold; if the risk index is greater than or equal to the second risk threshold and less than the third risk threshold, the vehicle safety control strategy is determined as an auxiliary control strategy; if the risk index is greater than or equal to the third risk threshold, the vehicle safety control strategy is determined as an emergency control strategy.

[0055] For example, layered control is implemented based on the risk index. When the risk index is greater than or equal to the first risk threshold and less than the second risk threshold, the warning layer reminds the driver to slow down through HUD, sound, vibration, and other methods. When the risk index is greater than or equal to the second risk threshold and less than the third risk threshold, the auxiliary control layer dynamically adjusts the speed limit and enhances lane keeping assistance. When the risk index is greater than or equal to the third risk threshold, the emergency control layer triggers automatic emergency steering or braking. The strategies of each layer are executed in a coordinated manner, and the parameters are dynamically adjusted according to the risk index.

[0056] In one embodiment of the present invention, if the vehicle safety control strategy is an early warning strategy, controlling the vehicle according to the vehicle safety control strategy includes: sending an alarm based on a preset warning icon and a preset warning voice; determining the recommended speed based on the vibration level and a comparison table of preset vibration levels and recommended speeds, and displaying comparison information between the current speed and the recommended speed based on the vehicle's display screen.

[0057] For example, the first risk threshold is set to 60%. When R reaches this threshold, the system triggers an early warning. The HUD (Head-up Display) displays a striking red warning icon and prompts "Strong wind risk, recommended to slow down"; the instrument panel lights up a yellow warning light and emits a sharp sound warning at a frequency of 1000Hz; the steering wheel and seat vibrate slightly at a frequency of 2Hz. By prompting the driver with the recommended speed V rec , and display the comparison information between the current vehicle speed and the recommended speed on the HUD.

[0058] For example, the recommended vehicle speed can be determined based on the vibration level and a preset vibration level and recommended vehicle speed comparison table, that is, each vibration level corresponds to a recommended vehicle speed range, and the recommended vehicle speed can be dynamically adjusted according to the vibration level.

[0059] In one embodiment of the present invention, if the vehicle safety control strategy is an auxiliary control strategy, controlling the vehicle according to the vehicle safety control strategy includes: obtaining the maximum speed limit of the bridge, determining the safe speed limit based on the maximum speed limit, the vibration level and the preset speed limit parameters, and limiting the current speed of the vehicle based on the safe speed limit; obtaining the width of the bridge lane, determining the lane centerline offset based on the width, the vibration level and the preset proportional coefficient, and adjusting the reference position of the lane centerline based on the lane centerline offset; if the vibration level is greater than the preset level threshold, increasing the steering assist torque of the vehicle.

[0060] Among them, the steering assist torque helps the driver to adjust the direction of the car and reduces the force exerted by the driver when turning the steering wheel.

[0061] For example, the recommended vehicle speed V can be dynamically calculated based on the risk index R limit , the formula is

[0062]

[0063] In formula (4), V max is the maximum speed limit of the bridge, V Hmit is the safety speed limit, R is the risk index, It is the preset speed limit parameter.

[0064] For example, when the vehicle is executing a safety speed limit, the engine torque control module calculates the target engine torque based on the safety speed limit value, adjusts the electronic throttle opening and the injector fuel injection amount, and limits the engine output power, thereby achieving vehicle speed control based on the safety speed limit.

[0065] For example, the auxiliary control strategy further includes: v Adjustments have been made to standard ESC control parameters. When the bridge's dominant vibration frequency approaches the vehicle's natural yaw frequency, the yaw rate deviation threshold is lowered from the standard ±5° / s to ±3° / s, and the braking torque distribution gain is increased from the default 1.0 to 1.5. When the vehicle's yaw rate is detected approaching the adjusted yaw rate deviation threshold, ESC control is initiated 0.5 seconds earlier, applying braking intervention to specific wheels to more effectively control the vehicle's yaw motion and maintain stability.

[0066] For example, the auxiliary control strategy also includes adjusting the reference position of the lane centerline according to the level of wind vibration. When a lateral displacement of the bridge is detected, the reference position of the lane centerline is shifted in the opposite direction of the displacement, with an offset of Δd=k d *S v *D, where k d is the preset proportional coefficient, which can be adjusted according to actual conditions, D is the width of the bridge lane; in addition, Sv Adjust the steering assist torque. When S v When increased, the steering assist torque is increased to help the driver maintain the vehicle in the lane more easily.

[0067] In one embodiment of the present invention, if the vehicle safety control strategy is an emergency control strategy, controlling the vehicle according to the vehicle safety control strategy includes: if the center of mass sideslip angle is greater than a preset angle threshold, determining an adjusted steering angle based on the preset angle threshold, a preset steering gain coefficient and the center of mass sideslip angle, and controlling the vehicle to steer based on the adjusted steering angle; detecting the distance between the vehicle and the obstacle in front, obtaining a predicted collision time based on the distance and the current vehicle speed, and if the predicted collision time is less than the preset time threshold, triggering emergency braking and controlling the vehicle to stop.

[0068] Exemplarily, the emergency control strategy includes triggering AEB (Automatic Emergency Braking) / AES (Automatic Emergency Steering) when the risk index is greater than or equal to a third risk threshold, which is set to 90% in this embodiment. {safe} (e.g. 15°) or the predicted collision time TTc is less than the safety time TTc {safe} (e.g. 1.5 seconds), the system triggers AEB (Automatic Emergency Braking) or AES (Automatic Emergency Steering). The control logic of AEB is: according to the current speed of the vehicle and the distance to the obstacle, the required brake pressure is calculated through the brake pressure curve model, and the brake pressure is gradually increased to achieve full braking; when the safe space allows and the driver does not resist, the AES system takes over the steering and controls the vehicle according to the preset steering angle control law, such as θ steer =k s *(β-β {safe} ), where k s is the preset steering gain coefficient, β is the sideslip angle of the center of mass, θ steer To adjust the steering angle, β {safe} The preset angle threshold allows for emergency obstacle avoidance or lane centering based on the adjusted steering angle.

[0069] Figure 3 A vehicle safety control strategy generation flow chart provided in one embodiment of the present invention, according to Figure 3 The vehicle safety control strategy generation shown includes fusing bridge-end data and vehicle-end data, calculating a risk index based on the fused data, performing a grading operation if the risk index is greater than 60%, generating a warning strategy if the risk index is greater than 60% and less than 70%, generating an auxiliary control strategy if the risk index is greater than or equal to 70% and less than 90%, and generating an emergency control strategy if the risk index is greater than or equal to 90%.

[0070] See also Figure 4 , Figure 4 This is a block diagram of a vehicle safety control device provided in one embodiment of the present invention. The device can be applied to Figure 1 The implementation environment shown is as follows. The apparatus may also be applicable to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the apparatus is applicable.

[0071] like Figure 4 As shown, the exemplary vehicle safety control device includes:

[0072] An information input module 410 is configured to obtain vehicle driving data, a vibration level of the bridge, and a bridge deck wind speed and wind direction angle at the vehicle's location, wherein the vehicle driving data includes at least a vehicle heading angle, a lateral acceleration, a current vehicle speed, a yaw rate, and a sideslip angle of the center of mass;

[0073] Risk calculation module 420 is configured to determine an angle difference based on the bridge deck wind direction angle and the vehicle heading angle, determine a wind impact parameter based on the angle difference and the bridge deck wind speed, and determine a risk index by performing a weighted summation based on a preset weighting coefficient, the wind impact parameter, the vibration level, the lateral acceleration, the yaw rate, the center of mass sideslip angle, and the current vehicle speed;

[0074] The strategy generation module 430 is used to determine the corresponding vehicle safety control strategy according to the comparison result between the risk index and the preset risk threshold, and control the vehicle according to the vehicle safety control strategy.

[0075] The information input module 410 obtains the vibration level of the bridge, including: obtaining the bridge displacement amplitude and the bridge vibration main frequency based on the bridge sensor, obtaining the displacement amplitude parameter based on the bridge displacement amplitude and a preset maximum amplitude threshold, and obtaining the frequency parameter based on the bridge vibration main frequency and a preset maximum frequency threshold; and obtaining the vibration level by weighted summation of the displacement amplitude parameter and the frequency parameter.

[0076] The information input module 410 obtains the bridge deck wind speed and bridge deck wind direction angle at the vehicle position, including: collecting the bridge deck wind speed and bridge deck wind direction angle at multiple collection points based on the anemometer set on the bridge deck; performing spatial interpolation on the bridge deck wind speed at the multiple collection points to obtain the bridge deck wind speed at the vehicle position; converting the bridge deck wind direction angles at the multiple collection points into unit vectors and then performing spatial interpolation to obtain the interpolation vector at the vehicle position, and converting the interpolation vector at the vehicle position into the bridge deck wind direction angle at the vehicle position.

[0077] The strategy generation module 430 presets risk thresholds including a first risk threshold, a second risk threshold and a third risk threshold. The corresponding vehicle safety control strategy is determined based on the comparison result between the risk index and the preset risk threshold, including: if the risk index is less than the first risk threshold, the vehicle safety control strategy is determined as a warning strategy, and the preset risk thresholds include the first risk threshold and the second risk threshold; if the risk index is greater than or equal to the first risk threshold and less than the second risk threshold, the vehicle safety control strategy is determined as an auxiliary control strategy; if the risk index is greater than or equal to the second risk threshold, the vehicle safety control strategy is determined as an emergency control strategy.

[0078] The strategy generation module 430 controls the vehicle according to the vehicle safety control strategy, including: sending an alarm based on a preset warning icon and a preset warning voice; determining the recommended speed based on the vibration level and a comparison table of preset vibration levels and recommended speeds, and displaying comparison information between the current speed and the recommended speed based on the vehicle's display screen.

[0079] The strategy generation module 430 controls the vehicle according to the vehicle safety control strategy, including: obtaining the maximum speed limit of the bridge, determining the safe speed limit based on the maximum speed limit, the vibration level and the preset speed limit parameters, and limiting the current speed of the vehicle based on the safe speed limit; obtaining the width of the bridge lane, determining the lane centerline offset based on the width, the vibration level and the preset proportional coefficient, and adjusting the reference position of the lane centerline based on the lane centerline offset; if the vibration level is greater than the preset level threshold, increasing the vehicle's steering assist torque.

[0080] The strategy generation module 430 controls the vehicle according to the vehicle safety control strategy, including: if the center of mass sideslip angle is greater than a preset angle threshold, adjusting the steering angle based on the preset angle threshold, the preset steering gain coefficient and the center of mass sideslip angle, and controlling the vehicle to steer based on the adjusted steering angle; detecting the distance between the vehicle and the obstacle in front, and obtaining a predicted collision time based on the distance and the current vehicle speed. If the predicted collision time is less than the preset time threshold, emergency braking is triggered to control the vehicle to stop.

[0081] Through the above-mentioned device, the bridge-end data and the vehicle-end data are deeply integrated, breaking through the limitations of pure vehicle-end data or pure bridge-end data. The risk index is calculated through dual-end data, thereby improving the vehicle safety control accuracy under bridge wind-vibration conditions. By formulating safety control strategies locally on the vehicle side, the response speed and safety are improved.

[0082] It can be understood that the vehicle safety control apparatus provided by the above-mentioned embodiments and the vehicle safety control method provided by the above-mentioned embodiments belong to the same concept, wherein the specific manner in which the vehicle safety control method performs operations has been described in detail in the above-mentioned embodiments, which will not be repeated here. The vehicle safety control apparatus provided by the above-mentioned embodiments can be divided into different functional modules according to the actual application, that is, the internal structure of the vehicle safety control apparatus is divided into different functional modules, and then all or part of the functions of the corresponding functional modules are implemented by the vehicle safety control method described in the above-mentioned embodiments. This will not be specifically limited here. For example, the information input module 410 includes a function for executing step S210 and its related steps, the risk calculation module 420 includes a function for executing step S220 and its related steps, and the strategy generation module 430 includes a function for executing step S230 and its related steps.

[0083] Figure 5 is a structural schematic diagram of an electronic device provided in an embodiment of the present application. It should be noted that, Figure 5 The computer system 500 of the electronic device shown is only an example and should not limit the functions and use range of the embodiments of the present application.

[0084] As Figure 5 shown, the computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to programs stored in a read-only memory (ROM) 502 or programs loaded from a storage portion 508 to a random access memory (RAM) 503, such as the method described in the above-mentioned embodiments. In the RAM 503, various programs and data required for system operation are also stored. The CPU 501, the ROM 502, and the RAM 503 are connected to each other through a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0085] The following components are connected to the I / O interface 505: an input part 506 including a keyboard, a mouse, etc.; an output part 507 including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc., and a speaker, etc.; a storage part 508 including a hard disk, etc.; and a communication part 509 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication part 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the I / O interface 505 as necessary. A removable medium 511 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is attached to the drive 510 as necessary, so that a computer program read out therefrom is installed in the storage part 508 as necessary.

[0086] In particular, the processes described above with reference to the flowcharts can be implemented as a computer software program according to embodiments of the present application. For example, embodiments of the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing a computer program for executing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via the communication part 509, and / or installed from the removable medium 511. When the computer program is executed by the central processing unit (CPU) 501, various functions defined in the system of the present application are executed.

[0087] It should be noted that the computer-readable medium in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the two. The computer-readable storage medium may, for example, be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (Compact Disc Read-Only Memory, CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, the computer-readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, which carries computer-readable computer programs. Such a propagated data signal can take on various forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, which can send, propagate, or transmit programs for use by or in connection with an instruction execution system, apparatus, or device. The computer programs contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, or the like, or any suitable combination of the above.

[0088] The flowcharts and block diagrams in the drawings illustrate the possible implementation architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present application. In the flowcharts or block diagrams, each block can represent a module, a program segment, or a part of code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in different orders than those noted in the drawings. For example, two blocks represented in succession can actually be executed substantially in parallel, and sometimes in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams or flowcharts, and the combination of blocks in the block diagrams or flowcharts, can be implemented by a dedicated hardware-based system that performs the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0089] The units described in the embodiments of the present application can be implemented by software, or can be implemented by hardware, and the described units can also be arranged in a processor. In some cases, the names of the units do not constitute a limitation on the units themselves.

[0090] Another aspect of the present application also provides a computer readable storage medium, which stores a computer program. The computer program is executed by a processor of a computer, so that the computer executes the vehicle safety control method as described above. The computer readable storage medium can be included in the electronic device described in the above embodiments, or can exist separately and not be assembled into the electronic device.

[0091] Another aspect of the present application also provides a computer program product or a computer program, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle safety control method provided in each of the above embodiments.

[0092] The above embodiments only exemplarily illustrate the principles and effects of the present application, and are not used to limit the present application. Any person skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by any person skilled in the art without departing from the spirit and technical thought of the present application should be covered by the claims of the present application.

Claims

1. A vehicle safety control method, characterized in that: The method comprises: Acquiring vehicle driving data, bridge vibration level, bridge deck wind speed and bridge deck wind direction angle at the vehicle location, wherein the vehicle driving data includes at least vehicle heading angle, lateral acceleration, current vehicle speed, yaw rate, and center of mass sideslip angle; An angle difference is obtained based on the bridge deck wind direction angle and the vehicle heading angle, a wind impact parameter is obtained based on the angle difference and the bridge deck wind speed, and a risk index is obtained by weighted summation based on a preset weighting coefficient, the wind impact parameter, the vibration level, the lateral acceleration, the yaw rate, the center of mass sideslip angle, and the current vehicle speed; A corresponding vehicle safety control strategy is determined based on a comparison result between the risk index and a preset risk threshold, and the vehicle is controlled based on the vehicle safety control strategy.

2. The vehicle safety control method according to claim 1, characterized in that: The preset risk thresholds include a first risk threshold, a second risk threshold, and a third risk threshold. Determining a corresponding vehicle safety control strategy based on a comparison result between the risk index and the preset risk thresholds includes: If the risk index is greater than or equal to the first risk threshold and less than the second risk threshold, determining the vehicle safety control strategy as a warning strategy; If the risk index is greater than or equal to the second risk threshold and less than the third risk threshold, determining the vehicle safety control strategy as an auxiliary control strategy; If the risk index is greater than or equal to the third risk threshold, the vehicle safety control strategy is determined to be an emergency control strategy.

3. The vehicle safety control method according to claim 2, characterized in that: If the vehicle safety control strategy is the early warning strategy, controlling the vehicle according to the vehicle safety control strategy includes: Sending alarms based on preset alarm icons and preset alarm voices; The recommended vehicle speed is determined according to the vibration level and a comparison table of preset vibration levels and recommended vehicle speeds, and comparison information between the current vehicle speed and the recommended vehicle speed is displayed on a display screen of the vehicle.

4. The vehicle safety control method according to claim 2, characterized in that: If the vehicle safety control strategy is the auxiliary control strategy, controlling the vehicle according to the vehicle safety control strategy includes: obtaining a maximum speed limit of the bridge, determining a safe speed limit based on the maximum speed limit, the vibration level, and a preset speed limit parameter, and limiting the current speed of the vehicle based on the safe speed limit; Obtaining a width of the bridge lane, determining a lane centerline offset according to the width, the vibration level, and a preset proportional coefficient, and adjusting a reference position of the lane centerline based on the lane centerline offset; If the vibration level is greater than a preset level threshold, the steering assist torque of the vehicle is increased.

5. The vehicle safety control method according to claim 2, characterized in that: If the vehicle safety control strategy is the emergency control strategy, controlling the vehicle according to the vehicle safety control strategy includes: If the center-of-mass sideslip angle is greater than a preset angle threshold, determining an adjusted steering angle based on the preset angle threshold, a preset steering gain coefficient, and the center-of-mass sideslip angle, and controlling the vehicle to steer based on the adjusted steering angle; The distance between the vehicle and the obstacle ahead is detected, and a predicted collision time is obtained based on the distance and the current vehicle speed. If the predicted collision time is less than a preset time threshold, emergency braking is triggered to control the vehicle to stop.

6. The vehicle safety control method according to any one of claims 1 to 5, characterized in that: Obtaining the vibration level of a bridge involves: obtaining a bridge displacement amplitude and a bridge vibration main frequency based on a bridge sensor, obtaining a displacement amplitude parameter based on the bridge displacement amplitude and a preset maximum amplitude threshold, and obtaining a frequency parameter based on the bridge vibration main frequency and a preset maximum frequency threshold; The vibration level is obtained by performing weighted summation on the displacement amplitude parameter and the frequency parameter.

7. The vehicle safety control method according to any one of claims 1 to 5, characterized in that: Obtaining the bridge deck wind speed and bridge deck wind direction angle at the vehicle position includes: The wind speed and wind direction angle of the bridge deck are collected at multiple collection points based on anemometers installed on the bridge deck; Performing spatial interpolation on the bridge deck wind speeds at the plurality of collection points to obtain the bridge deck wind speed at the vehicle position; The bridge deck wind direction angles at the multiple collection points are converted into unit vectors and then spatially interpolated to obtain an interpolation vector at the vehicle position. The interpolation vector at the vehicle position is converted into the bridge deck wind direction angle at the vehicle position.

8. A vehicle safety control device, characterized in that: The device comprises: An information input module is used to obtain vehicle driving data, a vibration level of the bridge, and a bridge deck wind speed and a bridge deck wind direction angle at the vehicle position, wherein the vehicle driving data includes at least a vehicle heading angle, a lateral acceleration, a current vehicle speed, a yaw angular velocity, and a sideslip angle of the center of mass; a risk calculation module, configured to obtain an angle difference based on the bridge deck wind direction angle and the vehicle heading angle, obtain a wind impact parameter based on the angle difference and the bridge deck wind speed, and obtain a risk index by performing a weighted summation based on a preset weighting coefficient, the wind impact parameter, the vibration level, the lateral acceleration, the yaw rate, the center of mass sideslip angle, and the current vehicle speed; The strategy generation module is used to determine the corresponding vehicle safety control strategy based on the comparison result of the risk index and the preset risk threshold, and control the vehicle according to the vehicle safety control strategy.

9. An electronic device, characterized in that: The electronic device comprises: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the vehicle safety control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor of a computer, the computer is caused to execute the vehicle safety control method according to any one of claims 1 to 7.

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