Laser device of vehicle, anti-collision system, anti-collision method and vehicle display

Abstract

The invention discloses a vehicle laser device, an anti-collision system, an anti-collision method and a vehicle displayer, and the laser device comprises a shell, a first laser radar set, a second laser radar set and a high-precision rotary table. A rotating table top of the high-precision rotating table can rotate around a rotating center line I of the rotating table top of the high-precision rotating table under the driving of a motor I in the high-precision rotating table, a motor II and a support are arranged on the rotating table top, the first set of laser radar is arranged on the support, and the second set of laser radar is arranged on the rotating table top. The included angle between the center line of the laser beam emitted by at least one laser radar in the second set of laser radars and the horizontal plane ranges from-0.5 degrees to 0.5 degrees. The rotating table top of the high-precision rotating table can be driven by the motor I to rotate around the rotating center line I of the rotating table top and meanwhile drive the second set of laser radars to rotate around the rotating center line I.

Description

Technical Field

[0001] The present application relates to a laser device for a vehicle and its application and method. Background Art

[0002] The present invention relates to an application, control method and device using a laser radar.

[0003] LiDAR is an active remote sensing device that uses photoelectric technology for detection. It combines photoelectric detection technology with laser technology and is an advanced detection method that uses laser as a detection light source. LiDAR is mainly composed of a transmitting module, a scanning control module, a receiving module, and a data processing module. It uses the transmitting module to transmit a detection signal to the target, and then receives the echo signal of the detection signal for processing to obtain information such as the distance, reflectivity, speed, and size of the detected target. LiDAR equipment has high precision, strong anti-interference ability, high sensitivity, and is not easily affected by dark conditions. It has been widely used in autonomous driving, vehicle-road collaboration, logistics vehicles, robots, public smart transportation and other fields. Various AEBS systems of existing vehicles have the disadvantages of low detection accuracy and easy false alarms. Summary of the Invention

[0004] The purpose of this application is to provide an AEBS system using lidar that can accurately detect obstacles and potholes on the road ahead of a moving vehicle.

[0005] In the first aspect, the present application provides a laser device for a vehicle, which includes a shell, a first group of laser radars, a second group of laser radars, and a high-precision turntable. The first group of laser radars, the second group of laser radars, and the high-precision turntable are arranged in the shell, and a projection window for laser beam penetration is provided on the shell. The rotating table of the high-precision turntable can rotate around the rotation center line I of the rotating table of the high-precision turntable under the drive of the motor I in the high-precision turntable. The rotating table is provided with a motor II and a bracket. The motor II can drive the bracket to rotate around the rotation center line II of the bracket. The rotation center line II of the bracket intersects the rotation center line I of the rotating table perpendicularly at the rotation point. The first group of laser radars is arranged on the bracket. The center line of the laser beam emitted by at least one laser radar in the first group is perpendicular to the rotation center line II of the above-mentioned bracket and intersects with the above-mentioned rotation point. The distance between adjacent detection centers of other laser radars in the first group can be greater than 2 cm and can be staggered with each other. Open, the second group of laser radars is arranged on a rotating table, the center line of the laser beam emitted by at least one laser radar in the second group of laser radars intersects with the rotation center line I of the rotating table and is located in a vertical plane perpendicular to the horizontal plane or is perpendicular to the rotation center line II of the bracket in a non-planar manner, the angle between the center line of the laser beam emitted by the second group of laser radars and the horizontal plane is between plus or minus 0.5 degrees, the laser device can be arranged on the vehicle, and the laser device can control the rotation of motor II according to the braking distance determined by the vehicle speed to make the laser beam emitted by the first group of laser radars point to the road surface at the braking distance in front of the vehicle, the rotating table of the high-precision turntable can be driven by motor I to rotate around the rotation center line I of the rotating table and at the same time drive the second group of laser radars to rotate around the rotation center line I, during rotation, the laser beam emitted by the first group of laser radars points to the front and can be concentrated more than 70 meters in front, and at the same time, the laser beam emitted horizontally by the second group of laser radars can also be concentrated more than 70 meters in front;

[0006] In the second aspect, the present application provides a laser device for a vehicle, comprising a shell, a first group of laser radars, a millimeter-wave radar, and a high-precision turntable. The first group of laser radars, millimeter-wave radars, and high-precision turntable are arranged in the shell, and a projection window for laser beam penetration is provided on the shell. The rotating table of the high-precision turntable can rotate around the rotation center line I of the rotating table of the high-precision turntable under the drive of the motor I in the high-precision turntable. The rotating table is provided with a motor II and a bracket. The motor II can drive the bracket to rotate around the rotation center line II of the bracket. The rotation center line of the bracket Ⅱ intersects with the rotation center line Ⅰ of the rotating table at the rotation point. The above-mentioned first group of laser radars is arranged on the bracket. The laser radar can rotate around the rotation center line Ⅰ of the rotating table under the drive of the rotating table and can also rotate around the rotation center line Ⅱ of the bracket at the same time. A millimeter wave radar is arranged on the rotating table of the high-precision turntable. The rotating table of the high-precision turntable can rotate under the drive of motor Ⅰ. During rotation, the laser beam emitted by the first group of laser Reids rotates around the rotation center line Ⅰ of the rotating table. At the same time, the rotating table also drives the millimeter wave radar to rotate and emit millimeter wave beams;

[0007] A third group of laser radars is further provided on the bracket, and another group of laser radars is located above the first group of laser radars, and the ranging centers of the third group of laser radars are located on the same horizontal line or on the same vertical line;

[0008] The anti-collision system includes a plurality of laser radars, wherein the laser beams emitted by the plurality of laser radars converge in front of the vehicle, and the center lines of the laser beams emitted by the plurality of laser radars form a point cloud on a vertically arranged reflector, and the distance between adjacent point clouds on the reflector decreases as the distance between the reflector and the ranging center of the laser radar increases;

[0009] The high-precision turntable is fixed to the shaft of a motor. The centerline of the motor shaft is perpendicular to the rotation centerline I of the rotating table and intersects at a point. The collision avoidance system can calculate the compensation angle based on conditions such as terrain or vehicle bumps and control the rotation compensation of motor II. In this way, the projection direction of the centerline of the laser beam emitted by the lidar or the centerline of the millimeter wave emitted by the millimeter wave radar on the rotating table can be compensated and adjusted.

[0010] The FPGA of the laser radar is provided with an obstacle or pit confirmation module, which determines whether it is an obstacle or a pit based on the degree of aggregation of multiple departure points exceeding a threshold;

[0011] The FPGA of the laser radar is provided with a pitch angle calculation module, which is used to select or calculate the safe distance according to the vehicle speed, and calculate the angle between the laser beam emitted by the laser radar and the horizontal line according to the safe distance;

[0012] The rotating table of the high-precision turntable is provided with one or more laser radars, and the center lines of the laser beams emitted by the one or more laser radars intersect with the rotation center line I of the rotating table and are emitted above the rotating table with an angle of less than 0.5 degrees with the horizontal line; or the rotating table of the high-precision turntable is provided with one or more laser radars, and the distance between adjacent detection centers of the one or more laser radars is greater than 2 centimeters, and the distance between adjacent point clouds of the lasers emitted by the one or more laser radars on the reflector vertically arranged in front of the vehicle decreases as the distance between the reflector and the vehicle increases;

[0013] Among them, the center line of the laser beam emitted by the laser radar I intersects the rotation center line of the rotating table of the high-precision turntable perpendicularly at the rotation point, and multiple laser radars are arranged in the plane formed by the center line of the laser beam emitted by the laser radar I and the rotation center line of the rotating table. The above-mentioned multiple laser radars are located above and below the laser radar I. The center lines of the laser beams emitted by the above-mentioned multiple laser radars and the center line I of the laser beam emitted by the laser radar I are located in the same plane and intersect with the horizontal road surface at a safe distance L in front of the vehicle at a point. Since the laser beam has a diffusion angle, which is generally less than 5 degrees, the point clouds generated by the detection of multiple laser beams within a large range have an overlapping range. Such a point cloud can improve the detection accuracy. The position design of the above-mentioned multiple laser radars facilitates the signal processing unit to process data, which can improve the computing efficiency;

[0014] Among them, the laser radar includes a transceiver module and a signal processing module. The vehicle is equipped with a motion state sensor for transmitting information about the vehicle's tilt, acceleration, deceleration, and steering state to the information analysis unit. The information analysis unit transmits the information to the control unit after analysis to correct the deviation of the laser emission direction.

[0015] In a third aspect, the present application provides a collision avoidance system. The collision avoidance system adopts the above-mentioned vehicle laser emitting device. The above-mentioned laser emitting device belongs to a sensor unit and is a mechanical laser radar capable of collecting surrounding environment information. The collision avoidance system also includes a shell signal processing unit, a control unit, and an collision avoidance execution unit. The signal processing unit includes:

[0016] The signal processing unit is provided with a trajectory line generation module, which establishes a rectangular coordinate system with the ranging center of the laser radar as the coordinate origin, and calculates the coordinates of the center of the turning circle at the location and the function equation of the left and right driving trajectory lines of the vehicle body according to the front wheel turning angle and the vehicle body structure;

[0017] The information analysis unit is provided with an obstacle or pit position comparison and judgment module for judging whether the obstacle or pit is located within the safe operation trajectory;

[0018] The collision avoidance system determines the braking distance based on vehicle speed and controls the rotation of motor II to direct the laser beam emitted by the first set of laser radars toward the road surface at the braking distance ahead of the vehicle. Simultaneously, the rotating table of the high-precision turntable is driven by motor I to rotate. This rotation drives the laser beam directed toward the road surface at the braking distance ahead of the vehicle around the rotating table's rotation centerline I and also drives the second set of laser radars to rotate around rotation centerline I. When the laser beam emitted by the first set of laser radars toward the road surface at the braking distance ahead of the vehicle detects an obstacle or pothole between the left and right safe operating trajectories ahead of the vehicle, the collision avoidance system's collision avoidance execution unit is activated in real time to decelerate and brake. The first set of laser radars may be one or more, and the second set of laser radars may also be one or more. The collision avoidance system can detect surrounding objects ahead using the substantially horizontal laser beams emitted by the second set of laser radars. The system can also calculate the relative speed of the vehicle's own speed compared to the longitudinal speed of the object ahead based on the distance detected within a set interval. This enables real-time monitoring of the distance and relative speed between the vehicle and the object ahead, with the monitoring data used as a warning for the collision avoidance system.

[0019] Among them, the signal processing unit of the anti-collision system can also be provided with a pitch angle calculation module, which is used to select or calculate the braking distance and safety distance according to the vehicle speed, calculate the angle between the direction of the laser radar emitting laser and the horizontal line according to the braking distance, and transmit the angle signal to the control unit. In this way, the control unit can obtain the angle signal and control the rotation of motor II according to the size of the angle to make the laser beam emitted by the first group of laser radars point to the road surface at the braking distance in front of the vehicle. The above-mentioned braking distance is the braking distance that the existing well-known vehicle should have with the object or vehicle in front of the road at a specific driving speed. For example, when the vehicle speed is 120 kilometers per hour, the braking distance on dry road is 80-100 meters, and the braking distance is 1 second. The reaction distance calculated based on the reaction time is 33.3 meters, and the safety distance is 120-150 meters. When the vehicle speed is 100 km / h, the braking distance on dry roads is 50-60 meters, and the reaction distance calculated based on a 1-second reaction time is 27.8 meters, and the safety distance is 80-100 meters. When the vehicle speed is 50 km / h, the braking distance on dry roads is 12-15 meters, and the reaction distance calculated based on a 1-second reaction time is 13.9 meters, and the safety distance is 25-30 meters. When the vehicle speed is 30 km / h, the braking distance on dry roads is 4-6 meters, and the reaction distance calculated based on a 1-second reaction time is 8.3 meters, and the safety distance is 10-15 meters. Redundancy can be added for greater safety.

[0020] The anti-collision system includes multiple laser radars, which are mounted on a bracket or on a rotating table of a high-precision turntable. The laser beams emitted by the multiple laser radars converge into a point in front of the vehicle. Specific methods include:

[0021] The anti-collision system comprises a plurality of laser radars arranged in a spiral or staggered, laser beams emitted by the plurality of laser radars converge at a set safety distance of 100 meters in front of the vehicle, and center lines of the laser beams emitted by the plurality of laser radars form point clouds on a vertically arranged reflecting plate, distances between adjacent point clouds on the reflecting plate decrease with increasing distances of the reflecting plate from a ranging center of the laser radars.

[0022] When the anti-collision system is started, the motor I drives the rotating table to rotate, and the information analysis unit (also referred to as the data analysis unit) of the AEB receives vehicle speed sensor data and calculates the rotation angle data of the motor II at the safety distance to send to the control unit, and the control unit controls the motor II to rotate to the position, at which time the scanning line shape of the rotating laser radar is like a conical surface and can scan the ground at the safety distance, and the motor I can drive the laser radar to rotate 360 degrees or swing within a range of 180 degrees in front of the vehicle.

[0023] The laser radar obtains distance data of non-ground points, and calculates x coordinates and y coordinates of the obstacles or pits in the laser radar coordinate system after confirming that the non-ground points are obstacles or pits; the analog front end board (AFE) receives light reflection signals and converts them into electrical signals, the electrical signals are transmitted to an analog-to-digital conversion device on the data acquisition board (DAQ), and then digital signals are transmitted to the FPGA board through the FMC interface for analysis and operation.

[0024] The x coordinates and y coordinates of the non-ground points in the laser radar coordinate system of the vehicle, and the above-mentioned variable center of the circle as the coordinate origin of the vehicle trajectory coordinate system are used to calculate the radius r1 of the closest position of the vehicle shell to the center of the circle and the radius r2 of the farthest position of the vehicle shell to the center of the circle, and further calculate the left side safe running trajectory line equation and the right side safe running trajectory line equation of the vehicle at the front wheel rotation angle at this moment, and the information analysis unit of the system can also transform the x coordinates and y coordinates of the point cloud in the laser radar coordinate system of the non-ground points detected by the laser radar to the vehicle body coordinate system.

[0025] 1. In a fourth aspect, the application provides an anti-collision method, comprising the following steps:

[0026] In a first step, after the AEBS anti-collision system is started (S101), the pitch angle operation module selects or calculates the braking distance or safety distance of the vehicle running according to the vehicle speed information, the AEBS controls the laser beam emitted by the laser radar to be vertically rotated to the stop position, and controls the laser radar to continuously rotate and emit laser light to the road surface at the braking distance or safety distance in front of the vehicle, while the vehicle trajectory line generation module obtains the front wheel rotation angle information and calculates the circle center coordinate (and generates the safe running trajectory line equations on both sides of the vehicle) (S110).

[0027] Step 2: The FPGA provided with the obstacle or pit judgment module analyzes the non-ground detection point and determines that it is an obstacle or pit (S108 is yes) and transmits the coordinates and other information to the information analysis unit (S109);

[0028] Step 3: After obtaining the information, the information analysis unit provided with the obstacle or pothole position comparison and judgment module determines whether the obstacle or pothole is located within the safe operation trajectory line in the vehicle body coordinate system (S115);

[0029] Step 4: If r1-f ≤ L ≤ r2+f, the obstacle is within the safe operation trajectory (S117), and the control unit activates the AEBS execution unit action after receiving the signal (S119), L is the distance between the obstacle or pit and the coordinate origin, f is the redundant distance, r1 is the radius of the vehicle body point closest to the center of the turning circle when changing direction, and r2 is the radius of the vehicle body point farthest from the center of the turning circle when changing direction;

[0030] Step 5: When the collision risk disappears, the system exits the execution unit action (S118), and the AEBS collision avoidance system enters a waiting state;

[0031] Among them, the rotating table of the high-precision turntable can rotate under the drive of motor Ⅰ. When rotating, it drives the laser beam pointed to the road surface at the braking distance in front of the vehicle to rotate around the rotation center line Ⅰ of the rotating table. At this time, the laser beam rotates around the rotation point to form a cone surface. This cone surface dynamically opens forward or contracts toward the rotation center line Ⅰ according to the braking distance determined by the vehicle speed. When the vehicle is moving forward, when an obstacle or pit appears within the running trajectory line or the safe running trajectory line on the road in front of the vehicle where the vehicle is about to reach its position, the laser radar emits a laser beam that reaches the surface of the obstacle or the inner surface of the pit. After reflection, it is processed by the anti-collision system to obtain information such as distance and position. When it is confirmed as an obstacle or pit by the anti-collision system, it means When there is a risk of collision, the execution unit of the collision avoidance system is activated in real time to perform deceleration or braking. That is, the laser radar emits a laser beam that reaches the surface of the obstacle or the inner surface of the pit, and the reflection is processed by the signal processing unit to obtain information such as distance and position. When it is confirmed that the detected non-ground point is an obstacle or a pit, the main control chip of the laser radar transmits information such as the coordinates of the obstacle or the pit to the signal processing unit. The signal processing unit uses the trajectory generation module to generate the left safe operation trajectory equation and the right safe operation trajectory equation at this moment and judge whether the obstacle or pit is located between the left safe operation trajectory and the right safe operation trajectory. When the signal processing unit judges that the obstacle or pit is located on the safety track on both sides of the vehicle, When within the full operating trajectory, the control unit activates the execution unit of the anti-collision system to perform deceleration or braking. Of course, there is also a method for determining the position of obstacles or potholes as follows: When the main control chip of the laser radar transmits information such as the coordinates of the obstacle or pothole to the signal processing unit, the signal processing unit uses the trajectory generation module to calculate the coordinates of the center of the turning circle at this moment, the rotation radius r1 of the vehicle body closest to the center of the turning circle, and the rotation radius r2 of the vehicle body farthest from the center of the turning circle. The information analysis unit calculates the distance L between the obstacle or pothole and the center of the turning circle. The signal processing unit transmits r1, r2, and L to the control unit. When the control unit determines that r1-f≤L≤r2+f, f is the redundant distance, indicating that When an obstacle or pothole is located between the left and right safe operating trajectory lines, the execution unit of the collision avoidance system is activated to perform deceleration or braking. The laser radar is a device that emits laser beams and receives echoes to obtain information about the surrounding environment. The laser radar includes a transmitting module and a receiving module. The receiving module uses a detector, and the transmitting module uses a laser or radar. The laser radar adopts the mature laser radar technology solutions available on the market, such as the integrated transmitting and receiving transceiver module used by RoboSense M1, or the VCSEL laser transmitting and receiving module of Hesai Technology's Hesai 128. Of course, we can also use the transmitting module or receiving module of mature laser radars on the market separately.

[0032] In a fifth aspect, the present application provides a storage medium on which an execution optimization program for an AEBS function is stored. When the execution optimization program for the AEBS function is executed by a processor, the steps of the execution optimization method for the AEBS function are implemented.

[0033] In the sixth aspect, a vehicle display is characterized in that: after the display adopts the technical features realized by the steps of the AEBS collision avoidance method or the functions of the AEBS collision avoidance system as described in any one of claims 1 to 2, the display can display the laser scanning detection line projected by the laser device at the braking distance or safety distance of the road ahead according to the vehicle speed at that time when the vehicle is moving forward. The display can also display the projection of the vehicle on the road according to the actual size of the vehicle. According to the turning angle when the vehicle changes direction, the display can also display the safe operating trajectory line on the left side and the safe operating trajectory line on the right side of the vehicle body.

[0034] In the seventh aspect, a vehicle is provided with an anti-collision system, the anti-collision system includes a laser device, a signal processing unit, a control unit, and an anti-collision execution unit. The laser device includes a shell, a laser, a receiver, a main control board, and a high-precision turntable. The laser, receiver, main control board, and high-precision turntable are arranged in the shell, and a projection window for laser beam penetration is provided on the shell. The laser emits a laser beam, receives the echo through the receiver, and obtains the surrounding environment information including x-coordinate, y-coordinate, z-coordinate, reflected energy, and each frame timestamp through analysis and calculation by the main control board. The laser adopts the existing mature products on the market, such as: Hesai Technology's Hesai 128 VCSEL laser from iPhone As a product from the same supplier, RoboSense M1 uses a transceiver that integrates a laser and a receiver. The laser is arranged on a high-precision turntable, which is horizontally arranged on the vehicle. The high-precision turntable can be arranged on the top of the vehicle or above the vehicle chassis. The rotating table of the high-precision turntable can rotate around the vertical rotation center line I driven by motor I. Motor II and a bracket are arranged on the rotating table. Motor II can drive the bracket to rotate around the rotation center line II of the bracket. The rotation center line II of the bracket intersects with the rotation center line I of the rotating table at the rotation point. The laser and the receiver are arranged on the bracket and the center line I of the laser beam emitted by the laser intersects with the rotation center line I of the rotating table I and the rotation center line I of the bracket. The rotation center line II intersects at the above-mentioned rotation point. One or more lasers or receivers are also arranged beside the above-mentioned laser and receiver. The laser can rotate around the rotation center line I and at the same time around the rotation center line II of the bracket driven by the rotating table. The rotation center line I of the high-precision turntable is perpendicular to the horizontal ground. The signal processing unit of the anti-collision system is provided with a pitch angle calculation module for selecting or calculating the braking distance and safety distance according to the vehicle speed, and calculating the angle between the direction of the laser radar emitting the laser and the horizontal line according to the braking distance and transmitting the angle signal to the control unit. In this way, the control unit can obtain the angle signal and control the rotation of the motor II according to the size of the angle to make the laser beam emitted by the first group of laser radars point to the horizontal line. The braking distance to the road ahead of the vehicle is the braking distance that a conventional vehicle should have when braking against an object or vehicle ahead of it at a specific speed. For example, at a speed of 120 km / h, the braking distance on dry roads is 80-100 meters, the reaction distance calculated based on a 1-second reaction time is 33.3 meters, and the safety distance is 120-150 meters. At a speed of 100 km / h, the braking distance on dry roads is 50-60 meters, the reaction distance calculated based on a 1-second reaction time is 27.8 meters, and the safety distance is 80-100 meters. At a speed of 50 km / h, the braking distance on dry roads is 12-15 meters, the reaction distance calculated based on a 1-second reaction time is 13.9 meters, and a safe distance of 25-30 meters; at a speed of 30 km / h, the braking distance on dry roads is 4-6 meters, and based on a 1-second reaction time, the reaction distance is 8.3 meters, and a safe distance of 10-15 meters. Redundancy can be added for greater safety.

[0035] One or more laser radars are provided on the rotating table of the high-precision turntable. The center lines of the laser beams emitted by the one or more laser radars intersect with the rotation center line 1 of the rotating table and are emitted above the rotating table with an angle of less than 0.5 degrees with the horizontal line.

[0036] Among them, another high-precision turntable is arranged under the vehicle or under the vehicle chassis, and one or more laser radars are arranged on the rotating table of the other high-precision turntable. The center line of the laser beam emitted by the above laser radar is parallel to the horizontal line and the distance from the horizontal ground is greater than 10 cm and less than 60 cm. The position settings of the above multiple laser radars include: the center line of the laser beam emitted by the above multiple laser radars intersects with the rotation center line of the rotating table of the above another high-precision turntable at the rotation point. Another scheme is that the distance between adjacent detection centers of the above multiple laser radars is greater than 2 cm, the laser beams emitted by the above multiple laser radars converge in front of the vehicle, and the center lines of the laser beams emitted by the above multiple laser radars form point clouds on the vertically arranged reflective plate. The distance between adjacent point clouds on the above reflective plate decreases as the distance between the reflective plate and the ranging center of the laser radar increases. Alternatively, another scheme is that the distance between adjacent detection centers of the above multiple laser radars is less than 36 cm. The laser beams emitted by multiple laser radars converge into a point in front of the vehicle. When the horizontal distance between the convergence point and the detection center of the laser radar is 100 meters and the distance between adjacent detection centers of multiple laser radars is 36 centimeters, the intersection angle of the center lines of the laser beams emitted by adjacent laser radars is 0.21 degrees. Therefore, it can be seen that the distance between the center lines of adjacent laser beams within 200 meters in front of the laser radar detection center is less than or equal to 36 centimeters, ensuring that adjacent laser beams have an overlapping range within 200 meters, thereby improving the detection accuracy. The outer shell of the high-precision turntable is also connected to the horizontal rotation shaft of another motor. The high-precision turntable can be driven by another motor to perform pitch movements to adjust the direction of the laser emitted by the laser radar. For example, when encountering a sloping road or a bumpy road, the control unit can control the rotation of the other motor based on the size of the compensation angle output after analyzing and processing the data transmitted by various sensors, so as to achieve real-time adjustment of the reverse direction of the laser emitted by the laser radar;

[0037] The steering wheel or front wheel of the vehicle is provided with an angle sensor, which is responsible for transmitting the angle information of the front wheel or steering wheel to the main control chip of the laser radar or to the data analysis unit or to the control unit for calculation and decision-making;

[0038] The signal processing unit of the collision avoidance system is provided with a pitch angle calculation module for selecting or calculating a safe distance according to the vehicle speed, and calculating the angle between the laser beam emitted by the laser radar and the horizontal line according to the safe distance;

[0039] The information analysis unit is provided with a trajectory generation module, which establishes a rectangular coordinate system with the ranging center of the laser radar as the coordinate origin, and calculates the coordinates of the center of the turning circle at the location according to the front wheel turning angle and the vehicle body structure, as well as the function equation of the left side running trajectory line and the function equation of the right side running trajectory line. That is, the above-mentioned trajectory generation module contains the written function equation of the left side safe running trajectory line and the function equation of the right side safe running trajectory line in the vehicle body coordinate system or the laser radar coordinate system, which can change with the steering wheel angle of the vehicle;

[0040] Wherein, the information analysis unit is provided with an obstacle or pit position comparison and judgment module, which is used to judge whether the obstacle or pit is located within the safe operation trajectory. After the information analysis unit (also called the data analysis unit) obtains the information, it judges whether the obstacle or pit is located within the safe operation trajectory. The above-mentioned obstacle or pit position comparison and judgment module may also include written function equations of the left side safe operation trajectory and the right side safe operation trajectory that can change with the steering wheel angle of the vehicle in the vehicle coordinate system or the laser radar coordinate system (the above-mentioned trajectory generation module is incorporated into the obstacle or pit position comparison and judgment module). The laser energy returned from the obstacle or pit is received by the receiving module and transmitted to the main control chip. The main control chip calculates the x-coordinate and y-coordinate of the obstacle or pit and inputs them into the obstacle or pit setting. The information analysis unit of the position comparison and judgment module makes a judgment. If the x-coordinate and y-coordinate of the obstacle or pothole are within the safe operation trajectory line on the left side and the safe operation trajectory line on the right side of the vehicle body, the information is transmitted to the control unit to directly activate the deceleration, braking and other action processes of the anti-collision system, or the information is transmitted to the control unit. After the control unit makes a detailed judgment on the risk of collision, the warning, deceleration, braking and other action processes of the anti-collision system are activated to ensure that the vehicle does not hit the obstacle or pothole. One of the specific judgment processes of the obstacle or pothole position comparison and judgment module is as follows: Based on the spatial rectangular coordinate system, namely the lidar coordinate system, the driving state of the vehicle is first determined: according to the steering wheel of the vehicle The turning angle or the turning angle of the left front wheel, combined with the size and structure data of the vehicle body, determines the running trajectory line equation of the vehicle body at the moment of the vehicle turning angle (which may be the left running trajectory line equation or the right running trajectory line equation) and the running trajectory line equation of the vehicle body at the farthest distance from the center of the turning circle (which may be the left running trajectory line equation or the right running trajectory line equation), so as to determine the running trajectory line equation of the vehicle body at the closest distance to the center of the turning circle and the running trajectory line equation of the vehicle body at the farthest distance from the center of the turning circle after adding the redundant distance, that is, combined with the size and structure of the vehicle body, The data of the vehicle's steering wheel angle or the left front wheel angle has a one-to-one correspondence with the left and right safe running trajectory equations. Once the vehicle's steering wheel angle or the left front wheel angle is determined, the center of the vehicle's turning circle, that is, the center of rotation, is also determined. It can also be explained that combined with the vehicle's body size and structural data, the vehicle's steering wheel angle or the left front wheel angle has a one-to-one correspondence with the vehicle's turning radius. We calculate the coordinates of the center of the turning circle when the vehicle turns, and calculate the running trajectory equations of the vehicle's leftmost and rightmost bodies at the current state of the vehicle's turning angle, that is, the functional relationship of the vehicle's leftmost and rightmost bodies rotating around the center of the turning circle.The coordinates of the vehicle body point with the maximum radius r2 and the vehicle body point with the minimum radius r1 can also be calculated. One method for comparing and judging the position of obstacles or potholes is as follows: we write the function equations of the left safe operation trajectory line and the right safe operation trajectory line with the left front wheel angle or the steering wheel angle in the vehicle body coordinate system as variables into the obstacle or pothole position comparison and judgment module in the data analysis unit or control unit; when the vehicle is driving, the information detected by the laser radar is analyzed and converted to obtain the x-coordinate and y-coordinate of the obstacle or pothole in the coordinate system. , and at the same time calculate the coordinates of the center of the turning circle when the vehicle turns at this moment, and calculate the distance L between the obstacle or pothole and the center of the circle; then, the obstacle or pothole position comparison and judgment module compares the size relationship of the three data: the rotation radius r2 of the vehicle body point with the largest radius in the coordinate system when the vehicle turns at this moment, the rotation radius r1 of the vehicle body point with the smallest radius in the coordinate system, and the distance L between the obstacle or pothole and the center of the turning circle in the coordinate system: if L = r1 or L = r2, then it means that the obstacle or pothole is on the trajectory line that the vehicle is about to reach. If r1 <L<r2,那么说明障碍物或凹坑位于车辆即将行驶到位的运行轨迹线范围内,危险,如果L> r2 or L <r1,那么说明障碍物位于车辆即将行驶到位的运行轨迹线的外侧,车辆理论上可安全行驶,实际应考虑冗余距离进行判断;最后,如果数据分析单元或控制单元分析、推算出障碍物或凹坑位于运行轨迹线上或位于运行轨迹线范围内,控制单元可以直接激发控制系统的执行单元进行减速、制动等动作,还可通过控制单元细分的模块根据车辆的车速、位置方向、相对距离、障碍物的运动状态等因素更详细精准判断是否存在碰撞的风险,如果存在就激发防撞系统控制防撞执行单元进行自动减速或自动刹车动作,如果L> r1 or L <r2,那么说明障碍物位于车辆即将行驶到位的轨迹线的外侧,车辆理论上可安全行驶,实际应用应考虑冗余距离进行判断上述运行轨迹线增加安全冗余距离后形成安全运行轨迹线,这是把车身转弯时最大半径的车身点的半径r2增加一个冗余距离f,把车身转弯时最小半径的车身点的半径r1减少一个冗余距离f,也就是把车身转弯时带有冗余距离的最大转弯半径r1+f,最小转弯半径r2-f与L进行比较,如果L=r1-f或L=r2+f,那么说明障碍物或凹坑在安全运行轨迹线上,危险状态,如果r1-f<L<r2+f,那么说明障碍物或凹坑位于安全运行轨迹线范围内,危险状态,如果L>r2+f or L <r1-f,那么说明障碍物或凹坑位于车辆即将行驶到位的安全运行轨迹线范围的外侧,车辆可安全行驶,After considering the redundant distance f, the function equations of the left safe operation trajectory and the right safe operation trajectory can also be established;

[0041] Among them, the bracket is also provided with a group of laser radars. According to the vehicle speed, the laser beam emitted by the group of laser radars is directed to the road surface at a safe distance in front of the vehicle. The number of the group of laser radars is one or more. The signal processing unit of the anti-collision system is provided with a pitch angle calculation module for selecting or calculating the safe distance according to the vehicle speed, calculating the angle between the direction of the laser emitted by the laser radar and the horizontal line according to the safe distance, and transmitting the angle signal to the control unit. In this way, the control unit obtains the angle signal and can control the rotation of the motor II according to the size of the angle to make the laser beam emitted by the first group of laser radars point to the safe distance L in front of the vehicle. For a road surface at 100 km / h, the above-mentioned safety distance is the safety distance that a vehicle should maintain from an object or vehicle ahead on the road at a specific driving speed. For example, at a speed of 100 km / h, to ensure the response time of braking, the safety distance L ahead of the vehicle should be no less than 100 km. However, for greater safety, a redundancy can be added. For example, at a speed of 100 km / h, the safety distance can be set to 150 km or 200 km. The extra safety redundancy distance of 50 km or 100 km improves the driver's response time for deceleration and braking.

[0042] The signal processing unit or the control unit determines whether the obstacle or the pit is located within the range between the left safe operation trajectory line and the right safe operation trajectory line according to the coordinate position of the obstacle or the pit;

[0043] Among them, the vehicle's electronic stability control system (ESC) serves as the actuator of the emergency braking system (AEBS);

[0044] For M1 vehicles, at least under all vehicle load conditions within the speed range of 10 km / h to 80 km / h, the system is activated when it detects a possible collision risk with the vehicle ahead, and is in standby mode when no collision risk is detected;

[0045] By the above technical solution, the anti-collision system with the laser device can quickly detect the position of the obstacle or the pit when the vehicle is running, accurately judge whether the obstacle is located in the track range of the safe operation of the vehicle, and once the obstacle or the pit is found in the track range of the safe operation of the vehicle, the execution unit of the control unit can be controlled to perform deceleration, braking and other actions, which is fast and does not require complex calculation process. The prior art is to activate the deceleration and braking action of the anti-collision execution unit of the AEBS after calculating and analyzing the data of the detection distance when there is a risk of collision, which is time-consuming and requires a large amount of calculation power. The technical solution of the present application saves the response time, because the laser emitted by the first group of laser radars rotates to the road surface in front of the vehicle at the braking distance, and at this moment, the left and right safe track lines of the vehicle are running between the left and right safe track lines. Because the detection angle is small, most of the detection data is not detected. For the small part of the non-ground points detected, the anti-collision system can determine whether the detected non-ground points are obstacles or pits after simple calculation and comparison. The anti-collision system can also quickly determine whether the detected non-ground points are between the left and right safe track lines, i.e. whether they are within the safe track line range of the vehicle. The technical solution can reduce the calculation power of the control unit and improve the detection accuracy and response ability of the anti-collision system. The relative speed is also easy to obtain by the existing sensor technology, but the technical solution of the present application can more easily obtain the relative speed through the detection of the second group of laser radars. BRIEF DESCRIPTION OF DRAWINGS

[0046] Because the human eye cannot directly see the 905nm or other wavelength laser line emitted by the laser radar, first of all, it is declared that the laser beam or the center line of the laser beam or the circular arc line formed by the laser emitted to the ground or the safe running track line of the vehicle drawn in the drawings of the specification of the present application cannot be directly seen in reality. The drawing of the above-mentioned line in the specification is only to facilitate the explanation of the technical solution of the present application, and the above-mentioned laser beam or the center line of the laser beam or the circular arc line formed by the laser emitted to the ground or the safe track line of the vehicle cannot be directly seen in the drawing.

[0047] Figure 1 is the system schematic diagram of the anti-collision system of the embodiment of the present application;

[0048] Figure 2 is the schematic diagram of the first structure of the laser device of the vehicle of the embodiment of the present application;

[0049] Figure 3 is the schematic diagram of the laser beam emitted by the first structure of the laser device of the vehicle of the embodiment of the present application;

[0050] Figure 4 A schematic diagram of a simplified structure of a first structure of a laser device for a vehicle according to an embodiment of the present application;

[0051] Figure 5 A schematic diagram of a second structure of a laser device for a vehicle according to an embodiment of the present application;

[0052] Figure 6 A side view schematic diagram of the laser radar emitting laser when the second structure of the laser device of the vehicle in the embodiment of the present application is installed on the vehicle;

[0053] Figure 7 This is a control flow chart of the anti-collision system for the implementation case of this application;

[0054] Figure 8 When the first structure of the laser device of the vehicle of the embodiment of the present application is set on the vehicle, Figure 7 The control process of the anti-collision system is a schematic diagram of the control process of forming an arc-shaped line scanning line on the road when the laser device emits laser when the vehicle is driving on the road;

[0055] Figure 9 A schematic diagram of an optimized device structure for executing the AEBS function in the hardware operating environment of the anti-collision system according to an embodiment of the present application;

[0056] Figure 10 A flowchart of a first embodiment of a method for optimizing the execution of functions of a collision avoidance system according to an embodiment of the present application;

[0057] Figure 11 This is a flow chart of a second embodiment of an execution optimization method for a collision avoidance system according to an implementation example of this application;

[0058] Figure 12 A flowchart of a third embodiment of a method for optimizing the execution of functions of a collision avoidance system according to an embodiment of the present application;

[0059] Figure 13 An execution optimization device for the AEB function proposed in the anti-collision system of this application implementation case. Specific implementation plan

[0060] Since the human eye cannot directly see the 905-nanometer or other wavelength laser lines emitted by the lidar, it is first stated that the laser beam or the center line of the laser beam or the arc line formed by the laser emitting to the ground or the safe running trajectory line of the vehicle drawn in the drawings of the specification of this application cannot be directly seen in reality. The drawing of the above-mentioned lines in the drawings of the specification is only for the convenience of explaining the technical solution of this application, and the above-mentioned laser beam or the center line of the laser beam or the arc line formed by the laser emitting to the ground or the safe running trajectory line of the vehicle that cannot be directly seen by the human eye are drawn in the drawings for the convenience of explanation.

[0061] like Figure 1 As shown, Figure 1The system diagram of the anti-collision system of the embodiment of the present application is shown in FIG. The vehicle is provided with: a sensor unit (10), including: an angle sensor for identifying the steering direction and measuring the magnitude of the steering angle, including a motion state sensor (103) for vehicle tilt and acceleration, the angle sensor being arranged on the rotation shaft of the front wheel or on the rotation shaft of the steering wheel, and the angle sensor being able to directly output the rotation angle of the front wheel or output the rotation angle of the front wheel by conversion; a laser emitting device (102) or a laser rangefinder for emitting a laser beam and receiving an echo to obtain information about the surrounding environment; a signal processing unit (20), including: a motion state processing module (203) for processing, converting and analyzing the motion state sensor data, a laser control module (204) for controlling the emission direction of the laser beam; 04), a distance processing module 201 for calculating and analyzing the detection distance, analyzing whether there is a sudden change or a break in the detection distance data, and analyzing the positional relationship between the obstacle or the pit and the vehicle running trajectory line or the vehicle safe running trajectory line; a control unit (30) for receiving and processing the angle data transmitted by the signal processing unit, and controlling the laser control module of the signal processing unit to direct the laser emitting device (102) to adjust the angle so that the laser beam can rotate and scan the detection distance at a safe distance on the road in front of the vehicle, so that the laser radar can not only detect the road surface distance at a safe distance between the safe running trajectory lines on the left and right sides of the vehicle, but also detect the road surface distance at a safe distance between the safe running trajectory lines on the left and right sides of the vehicle. The data obtained by detecting the safe distance outside the safe operation trajectory line is used for the data analysis unit of the AEBS to calculate, analyze and judge potential targets, such as the lane change situation of the front and side vehicles, the situation of electric vehicles or pedestrians crossing the road, the situation of ghost heads, etc. The distance processing module (201) obtains the distance information and analyzes the distance information to judge whether there are obstacles or potholes on the road surface. The above-mentioned distance processing module (201) can be integrated into the FPGA of the laser emitting device (102) instead of being set in the signal processing unit (20), and judges whether to activate the AEBS anti-collision execution unit (40) by analyzing the positional relationship between the obstacles or potholes and the safe operation trajectory lines on the left and right sides of the vehicle. If the signal When the signal processing unit (20) determines that there is an obstacle or a pothole on the road surface between the safe running trajectory lines on the left and right sides of the vehicle, it means that the vehicle has a collision risk when moving forward in this state, and the anti-collision execution unit is activated in real time by the control unit; the anti-collision execution unit (40) includes: a speed controller (401) for reducing or closing the oil circuit or controlling the motor to reduce the speed to control the vehicle speed by executing the control unit signal, a brake device (402) for connecting the brake circuit to brake the vehicle by executing the control unit signal, an instrument (403) for displaying a front obstacle warning by executing the control unit signal, and a brake light (404) for alerting the rear vehicle by executing the control unit signal.

[0062] The motion state sensor (103) includes an angle sensor, a steering sensor, a 3-axis accelerometer, a 3-axis gyroscope, a 3-axis magnetometer, an air pressure sensor, and an inclination sensor, one or a combination of which can be used to collect relevant signals and transmit them to the motion state processing module (203) for calculation and analysis.

[0063] The laser emitting device (102) can emit laser beams at a certain angle to the ground while rotating according to the instructions of the control unit (30) through the laser control module (204) to form an arc line on the ground, including but not limited to: mechanical laser radar, single-line laser emitter, multi-line laser radar, rotatable single-line laser emitter. The detection distance data of the above-mentioned light spots are used to determine whether there are obstacles or potholes on the front running track of the vehicle.

[0064] The motion state processing module (203) receives data from the motion state sensor (103) and calculates the turning angle of the left front wheel or the right front wheel of the vehicle through fusion algorithms including Kalman filtering, particle filtering, and complementary filtering. It can also calculate the inclination, acceleration, and steering state of the vehicle and transmit the data to the control unit for laser beam angle correction.

[0065] The laser control module (204) receives control signals from the control unit (30) and controls the angle of the laser emitter.

[0066] The control unit (30) is equipped with a microcomputer, a wiring harness interface, etc. The microcomputer has a well-known structure including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an I / O, and a CAN (Controller Area Network) communication device. The control unit (30) is mainly used to connect to the signal processing unit (20), receive sensor signals, analyze and process data, and send the data to the laser control module (204) to control the laser emitter to rotate and scan the road surface in front of the vehicle at a specific angle calculated to detect the distance. If an obstacle or a pit is found within the safe trajectory line in front of the vehicle, it indicates that there is a collision risk, that is, the anti-collision execution unit (40) is activated in real time to perform anti-collision action. When the laser emitter of the laser emitting device (102) rotates and emits laser to detect the environment outside the safe operation trajectory line on the left and right sides in front of the vehicle, the distance and coordinate data of the obstacles or pits obtained are transmitted to the signal processing unit of the collision avoidance system. The signal processing unit calculates and analyzes the obtained obstacle or pit information based on the trajectory rectangular coordinate system established by the trajectory coordinate system generation module to determine whether the potential target object has a collision risk, such as the lane change situation of the vehicle in front and side, the situation of electric vehicles or pedestrians crossing the road, the situation of ghost head-on, etc.

[0067] The braking device (402) may be part of any suitable vehicle braking system, including systems associated with disc brakes, drum brakes, electro-hydraulic brakes, electro-mechanical brakes, regenerative brakes, brake-by-wire, and the like.

[0068] An alarm indicator light is provided on the instrument (403). When a safety risk is posed by an obstacle ahead, the alarm indicator light issues a warning, automatically avoids a collision, and prompts the driver to take over and take further measures.

[0069] When the brake light (404) determines that an obstacle ahead needs to be avoided, the brake device (402) is automatically activated and the brake light is turned on at the same time, prompting the vehicle behind to take an early warning and avoid the obstacle.

[0070] like Figure 2 As shown, Figure 2This is a schematic diagram of the first structure of the laser device of a vehicle in the implementation case of this application. A vehicle is provided with an anti-collision system, the anti-collision system includes a shell, a laser radar, a signal processing unit, a control unit, and an anti-collision execution unit. The perception module includes a laser radar and a high-precision turntable. The laser radar is a device that emits a laser beam and receives an echo to obtain information about the surrounding environment. The laser radar includes a transmitting module and a receiving module. The receiving module adopts a detector, and the transmitting module adopts a laser or radar. The laser radar adopts the mature laser radar technology solutions currently available on the market, such as: the transmitting and receiving integrated transceiver module adopted by RoboSense M1, or the VCSEL laser transmitting and receiving module of Hesai Technology's Hesai 128. Of course, we can also use the transmitting module or receiving module of the mature laser radar on the market separately. The laser transmitting module can also adopt an ultrasonic radar or a millimeter wave radar, such as Figure 2As shown, the laser radar 8, the laser radar 9, and the laser radar 11 are arranged on a high-precision turntable 1, which is arranged in the front middle part of the roof of the vehicle. The high-precision turntable 1 can also be arranged above the chassis of the vehicle. The rotating table 2 of the high-precision turntable 1 is parallel to the horizontal plane. The rotating table 2 of the high-precision turntable 1 can rotate around the vertical rotation center line 19 of the rotating table 2 under the drive of the motor arranged in the base shell 21. The rotating table 2 is provided with a motor 3 and a bracket 6. The motor 3 adopts a servo motor, the motor 3 can also adopt a stepping motor, the motor 3 can also adopt a steering gear and other structures. The motor 3 can drive the bracket 6 to rotate around the rotation center line 7 of the bracket 6. The rotation center line 7 is also the rotation center line of the rotating shaft 5 of the motor 3. The rotation center line 7 of the bracket 6 intersects with the rotation center line 19 of the rotating table 2 at the rotation point 12. The laser radar 8 is arranged on the bracket 6 and the center line 16 of the laser beam emitted by the laser radar 8 intersects with the rotation center line 19 of the rotating table 2 and the rotation center line 7 of the bracket 6 at the rotation point 12. The laser radar 9 and the laser radar 11 are also arranged on the bracket 6. The detection center 12 of the laser radar 8 (the detection center of the laser radar 8 intersects with the above-mentioned rotation center line 12) The turning point 12 coincides), the detection center 13 of the laser radar 9 and the detection center 15 of the laser radar 11 are all located on the rotation center line 7 and the distance between adjacent detection centers is 2 cm, the center line 16 of the laser beam emitted by the laser radar 8, the center line 17 of the laser beam emitted by the laser radar 9, and the center line 18 of the laser beam emitted by the laser radar 11 converge in front of the vehicle, and the above-mentioned center lines 16, 17, and 18 form a point cloud on the reflective plate vertically arranged in front, and the distance between adjacent point clouds on the above-mentioned reflective plate decreases as the distance between the reflective plate and the high-precision turntable 1 increases.The laser radar 8, the laser radar 9 and the laser radar 11 can rotate around the rotation center line 19 of the rotating platform 2 under the driving of the motor 3 and can also rotate around the rotation center line 7 of the support 6. The rotation center line 19 of the rotating platform 2 of the high-precision rotating table 1 is perpendicular to the horizontal ground, and the rotating platform 2 of the high-precision rotating table 1 can rotate under the driving of the motor arranged in the base shell 21. When rotating, the center line 16, the center line 17 and the center line 18 of the laser beam pointing to the road surface at the braking distance L in front of the vehicle rotate around the rotation center line 19 of the rotating platform. At this time, the center line 16 of the laser beam rotates around the rotation point 12 to form a conical surface. The conical surface dynamically expands forward or shrinks to the rotation center line 19 according to the braking distance determined by the vehicle speed. When an obstacle or a pothole appears in the running track line or the safe running track line range on the road in front of the vehicle when the vehicle is about to run to the position, the center line 16, the center line 17 and the center line 18 of the laser beam emitted by the laser radar reach the surface of the obstacle or the inner surface of the pothole, are reflected, and the detection distance, coordinates and other information are obtained through the calculation and processing of the main control chip of the laser radar and the non-ground point is confirmed to be an obstacle or a pothole by the control unit. Then, the anti-collision execution unit is activated to perform the deceleration and braking action process. Furthermore, the laser radar 12, the laser radar 13 and the laser radar 15 on the support 6 can also verify the obstacle found by the millimeter wave radar 91. The specific method is as follows: when the millimeter wave radar 91 detects object data, the planar coordinates of the object are transmitted to the control unit. The control unit can control the laser radar 12, the laser radar 13 and the laser radar 15 to quickly aim at the position of the object detected by the millimeter wave radar 91 to emit laser for detection. If no non-ground point data is detected, it means that the millimeter wave radar 91 is false, and the anti-collision system does not respond. If a non-ground point is detected and verified as an obstacle, the anti-collision system responds to perform the corresponding action.

[0071] Of course, the number and position of the laser radars arranged on the rotating platform 2 of the high-precision rotating table 1 can also be changed in various ways, including: only one laser radar 8 is arranged on the rotating platform 2 of the high-precision rotating table 1, and no laser radars 9 and 11 are arranged; more than three laser radars are arranged on the rotating platform 2 of the high-precision rotating table 1; and the laser radars 9 and 11 are arranged above the laser radar 8, and the detection center 12 of the laser radar 8, the detection center of the laser radar 9 and the detection center of the laser radar 15 are located on the rotation center line 19, and the distance between adjacent detection centers is greater than 2 cm.

[0072] There is also a technical solution: the center line of the laser beam emitted by the above-mentioned one or more laser radars intersects with the rotation center line 19 of the rotating table 2 and is emitted above the rotating table 2 and the angle with the horizontal line is less than 0.5 degrees, or one or more laser radars are arranged on the rotating table 2 of the above-mentioned high-precision turntable 1, and the distance between adjacent detection centers of the above-mentioned multiple laser radars is greater than 1.7 cm, and the distance between adjacent point clouds of the laser beams emitted by the above-mentioned multiple laser radars on the reflector vertically arranged in front of the vehicle decreases with the increase of the distance between the above-mentioned reflector and the vehicle.

[0073] like Figure 3 As shown, Figure 3 This is a schematic diagram of the laser beam emitted by the laser radar of the first structure of the laser device of the vehicle in the embodiment of this application converging into one point. Figure 3 As described, a motor 3 is provided on the rotating surface of the high-precision turntable 1, and a bracket is connected to the rotating shaft of the motor 3. A laser radar 8, a laser radar 9, and a laser radar 11 are provided on the bracket. The center line 16 of the laser beam emitted by the laser radar 8, the center line 17 of the laser beam emitted by the laser radar 9, and the center line 18 of the laser beam emitted by the laser radar 11 converge at a point 39 in the front. The distance between point 39 and the high-precision turntable 1 is greater than 100 meters. At this time, the angle between the center lines of adjacent laser beams is 0.01 degrees, which can ensure that the center lines 16, 17, and 18 all overlap in the point cloud on the reflector at 200 meters. By allowing the laser radar 8, the laser radar 9, and the laser radar 11 to emit laser beams in sequence, it can be ensured that the reflected light will not interfere with each other, and at the same time, the angular resolution and detection accuracy can be improved.

[0074] like Figure 4 As shown, Figure 4The first structure of the laser device of the vehicle of the embodiment of the present application is a schematic diagram of a simplified structure. Another high-precision turntable 22 is arranged below the vehicle or below the vehicle chassis, and a rotating table 25 of the high-precision turntable 22 is provided with a laser radar 26, a laser radar 27, and a laser radar 28. The detection center 32 of the laser radar 26, the detection center 33 of the laser radar 27, and the detection center 35 of the laser radar 28 are located on the same straight line, which is convenient for operation. The detection center of the laser radar 27 is located on the rotation center line 27 of the rotating table 25. The center line 29 of the laser beam emitted by the laser radar 26, the center line 38 of the laser beam emitted by the laser radar 27, and the center line 31 of the laser beam emitted by the laser radar 28 are parallel to the horizontal plane and have a horizontal ground distance greater than 10 cm and less than 60 cm. The arrangement positions of the laser radar 26, the laser radar 27, and the laser radar 28 include: the distance between adjacent detection centers of the laser radar 26, the laser radar 27, and the laser radar 28 is greater than 1.7 cm. The laser beams emitted by the laser radar 26, the laser radar 27, and the laser radar 28 converge in front of the vehicle. The center line 29 of the laser beam emitted by the laser radar 26, the center line 38 of the laser beam emitted by the laser radar 27, and the center line 31 of the laser beam emitted by the laser radar 28 form point clouds on the vertically arranged reflection plate in front. The distance between adjacent point clouds on the above-mentioned reflection plate decreases with the increase of the distance between the reflection plate and the high-precision turntable 22. There is also a scheme in which the distance between adjacent detection centers of the laser radar 26, the laser radar 27, and the laser radar 28 is less than 36 cm. The laser beams emitted by the laser radar 26, the laser radar 27, and the laser radar 28 converge into a point in front of the vehicle. When the horizontal distance between the above-mentioned convergence point and the detection center of the laser radar is 100 m and the distance between adjacent detection centers of the laser radar 26, the laser radar 27, and the laser radar 28 is 36 cm, the angle at which the center lines of the laser beams emitted by adjacent laser radars intersect is 0.21 degrees. Therefore, it can be known that the distance between the center line 29 and the center line 38 of the laser beam and the distance between the center line 38 and the center line 31 of the laser beam within a range of 200 m in front of the detection center of the laser radar 26, the laser radar 27, and the laser radar 28 are all less than or equal to 36 cm, which ensures that adjacent laser beams have a range of overlap within 200 m due to the existence of the beam divergence angle, thereby improving the detection precision. Of course, there is also a scheme in which the detection centers of the above-mentioned laser radar 26, the laser radar 27, and the laser radar 28 are all located on the rotation center line 37 and the distance between adjacent detection points is greater than 1.7 cm. There is also a scheme in which the plane formed by the laser beams emitted by the above-mentioned laser radar 26, the laser radar 27, and the laser radar 28 is perpendicular to the horizontal plane, and the center lines of the laser beams emitted by the laser radar 26, the laser radar 27, and the laser radar 28 intersect at a point on the rotation center line 37. There is also a scheme in which the center lines of the laser beams emitted by the above-mentioned laser radar 26, the laser radar 27, and the laser radar 28 are parallel to the horizontal plane and intersect at a point on the rotation center line 37.

[0075] like Figure 5 As shown, Figure 5 Schematic diagram of the second structure of the laser device of the vehicle in the embodiment of this application. Figure 5 As shown, the third sensor unit 101 includes a housing ( Figure 5 Not shown), the first laser radar, the second laser radar, the high-precision turntable 82, the main control chip and various circuit boards ( Figure 5 Not shown, but well known to those skilled in the art), the first group of laser radars, the second group of laser radars, and the high-precision turntable are arranged in a shell, and a projection window for laser beam penetration is provided on the shell. The first group of laser radars are laser radar 108, laser radar 109, and laser radar 111, and the second group of laser radars are laser radar 85, laser radar 86, and laser radar 87. The rotating table 83 of the high-precision turntable 82 can rotate around the rotation center line 112 of the rotating table 83 of the high-precision turntable 82 driven by the motor I in the high-precision turntable 82. The rotating table 83 is provided with an electric motor 95 and a bracket 97. The motor 95 can drive the bracket 97 to rotate around the rotation center line 113 of the bracket 97. The rotation center line 113 of the bracket 97 and the rotation center line 112 of the rotating table 83 intersect vertically at the rotation point 108. The first group of laser radars is arranged on the bracket. The center line 105 of the laser beam emitted by the laser radar 108 in the first group of laser radars is perpendicular to the rotation center line 113 of the bracket 97 and intersects with the rotation point 108. The second group of laser radars is arranged on the rotating table 83. The center line of the laser beam emitted by at least one laser radar in the second group of laser radars is at an angle between plus or minus 0.5 degrees and the horizontal plane. The laser radar 8 5, the ranging center of the laser radar 86, and the ranging center of the laser radar 87 are located in the same straight line to facilitate chip calculation. The collision avoidance system determines the braking distance according to the vehicle speed and controls the rotation shaft 96 of the motor 95 to rotate so that the laser beam emitted by the first group of laser radars points to the road surface at the braking distance in front of the vehicle. At the same time, the rotating table 83 of the high-precision turntable 82 can be driven by the motor I in the high-precision turntable 82 to rotate. During the rotation, the laser beam pointed to the road surface at the braking distance in front of the vehicle is driven to rotate around the rotation center line 112 of the rotating table 83 and the second group of laser radars is driven to rotate around the rotation center line 112. When the laser emitted by the first group of laser radars to the road surface at the braking distance in front of the vehicle is between the left safe operation trajectory line and the right safe operation trajectory line in front of the vehicle, once an obstacle or pothole is detected, the collision avoidance execution unit of the collision avoidance system is activated in real time to perform deceleration and braking actions.

[0076] like Figure 5As shown, the center line 105 of the laser beam emitted by the laser radar 108, the center line 106 of the laser beam emitted by the laser radar 108, and the center line 107 of the laser beam emitted by the laser radar 111 converge at 100 meters in front of the vehicle. The center lines 105, 106, and 107 of the laser beam form point clouds on the vertically arranged reflector in front. The distance between adjacent points decreases as the distance between the reflector and the high-precision turntable 82 increases. Similarly, the center line 88 of the laser beam emitted by the laser radar 85, the center line 92 of the laser beam emitted by the laser radar 86, and the center line 93 of the laser beam emitted by the laser radar 87 converge at 100 meters in front of the vehicle. The center lines 88, 92, and 93 of the laser beam form point clouds on the vertically arranged reflector in front. The distance between adjacent points decreases as the distance between the reflector and the high-precision turntable 82 increases.

[0077] After the high-precision turntable 82 is set on the vehicle, when the vehicle starts to move forward, the first group of laser radars on the high-precision turntable 82 emits lasers and rotates around the rotation center line 112 of the rotating table 83. The lasers emitted by the first group of laser radars form a cone surface to form an arc-shaped scanning point cloud on the road surface. As the vehicle speed increases, the lasers emitted by the first group of laser radars form a cone surface that advances from near to far under the drive of the motor 95. When the vehicle speed decreases, the lasers form a cone surface that shrinks from far to inward under the drive of the motor 95. In this way, the laser beams emitted by the first group of laser radars on the high-precision turntable 82 can scan the road surface at the braking distance ahead. The rotation scan detects the distance. When no data is detected, it means that the angle between the laser beam and the ground is small and no reflected light is received. At this time, it means that there are no obstacles or potholes on the road surface at the detection point. If there are obstacles or potholes on the road ahead, the first set of lidars will detect the distance. When multiple consecutive non-ground points exceeding the threshold are found gathered in one place, it means that there are obstacles or potholes at the laser detection point. When it is confirmed that there are obstacles or potholes within the safe operating trajectory line, it means that there is a collision risk for the vehicle, and the anti-collision execution unit of the anti-collision system will be activated in real time to perform deceleration, braking and other actions. When the collision risk is eliminated, the execution unit of the anti-collision system will exit the action. Therefore, the first set of laser radars on the high-precision turntable 82 can be responsible for the safety detection of the road surface between the left safe operation trajectory line and the right safe operation trajectory line of the vehicle at the braking distance. However, when the high-precision turntable 82 is set at a distance less than 38 cm and greater than 10 cm from the ground in front of the vehicle (headlight position), due to the low setting position, when the vehicle starts from a standstill, in the low-speed stage after starting, the first set of laser radars begins to gradually expand outward in the direction perpendicular to the ground. Therefore, during this low-speed period, the first set of laser radars cannot detect lateral moving objects such as vehicles and ghost-peeking objects at a close distance in front of the running vehicle and outside the left safe operation trajectory line and the right safe operation trajectory line, which will form a detection blind spot and cannot meet the standard. Therefore, when the vehicle starts to drive, the left safe operation trajectory line The task of detecting the safety of the outer side of the full operating trajectory and the right safe operating trajectory is assigned to the second group of laser radars. The second group of laser radars can not only perform real-time detection of the lateral moving objects outside the left safe operating trajectory and the right safe operating trajectory when the vehicle 51 is traveling, analyze the position, speed, and time of entering the vehicle's driving safety range of the lateral moving objects, and judge whether there is a collision risk to decide whether to activate the execution unit action of the anti-collision system, but also detect and monitor the range of the vehicle's safe operating trajectory when the second group of laser radars can perform horizontal rotation scanning detection. The combination of the first group of laser radars and the second group of laser radars has the function of precise detection, can eliminate detection blind spots, and can well complete the AEBS test.

[0078] like Figure 6 As shown, Figure 6This is a side view schematic diagram of the laser radar emitting laser light when the second structure of the laser device of the vehicle in the embodiment of this application is installed on the vehicle. A high-precision turntable 82 is installed in front of the roof of vehicle 160. The laser beam emitted by the first group of laser radars on high-precision turntable 82 can rotate and scan the road surface at the braking distance ahead to detect the distance. The center lines 105 and 106 of the laser beams emitted by the first group of laser radars converge at point 161 100 meters ahead of the vehicle. Due to the overlap of the point clouds, this improves detection accuracy. The center lines 88 and 92 of the laser beams emitted by the second group of laser radars on high-precision turntable 82 are parallel to the horizontal plane and converge at point 162 100 meters ahead of the vehicle. Similarly, the design of converging the laser beams emitted by the second group of laser radars 100 meters ahead improves detection accuracy.

[0079] like Figure 7 As shown, Figure 7 This is a control flow chart of the anti-collision method for the implementation case of this application.

[0080] The collision avoidance method includes the following steps:

[0081] Step 1: After the AEBS collision avoidance system is activated (S101), the pitch angle calculation module obtains vehicle speed information and selects or calculates the braking distance or safety distance of the vehicle. The AEBS controls the laser beam emitted by the laser radar to rotate vertically and stop, and controls the laser radar to continuously rotate and emit laser light toward the road surface at the braking distance or safety distance in front of the vehicle. At the same time, the vehicle trajectory generation module obtains the front wheel angle information and calculates the center coordinates (and generates the safe operation trajectory equations on both sides of the vehicle) (S110);

[0082] Step 2: The FPGA provided with the obstacle or pit judgment module analyzes the non-ground detection point and determines that it is an obstacle or pit (S108 is yes) and transmits the coordinates and other information to the information analysis unit (S109);

[0083] Step 3: After obtaining the information, the information analysis unit provided with the obstacle or pothole position comparison and judgment module determines whether the obstacle or pothole is located within the safe operation trajectory line in the vehicle body coordinate system (S115);

[0084] Step 4: If r1-f ≤ L ≤r2+f, the obstacle is located in the safe running track line (S117), the control unit obtains the signal and activates the execution unit of the AEBS (S119), L is the distance between the obstacle or pit and the coordinate origin, f is the redundant distance, r1 is the radius of the rotation of the closest car body point to the turning circle center around the turning circle center during turning, and r2 is the radius of the rotation of the farthest car body point to the turning circle center around the turning circle center during turning;

[0085] The fifth step: when the collision danger disappears, the system exits the execution unit action (S118), and the AEBS anti-collision system is in a waiting state.

[0086] The specific description is as follows: the anti-collision system is turned off and the laser radar is in the initial state (S100). After the anti-collision system is started (S101), the FPGA equipped with a pitch angle calculation module obtains the vehicle speed information to control the vertical rotation of the laser beam emitted by the laser radar to stop and control the laser radar to rotate and emit laser continuously (S105). That is, when the steps described below are running, even if the vehicle speed changes and the front wheel angle changes, the laser radar always emits laser to the road surface and continuously rotates or swings around the rotation center line of the rotating table on the high-precision rotating table. When the FPGA does not analyze the data of the detection distance At this time (S107), the above-mentioned laser radar still rotates and emits laser under the control of FPGA, and when the FPGA equipped with an obstacle or pothole judgment module (also known as a distance analysis module) analyzes a non-ground detection point; when it is judged that the non-ground detection point is not an obstacle or a pothole (S108 is not), the above-mentioned laser radar still rotates and emits laser under the control of FPGA, and when it is judged that it is an obstacle or a pothole (S108 is), the FPGA calculates the coordinates of the obstacle or pothole in the vehicle body coordinate system (the coordinate conversion can be performed from the laser radar coordinate system to the vehicle body coordinate system) and transmits it to the data analysis unit (S109).When the system is started (S101), a data analysis unit provided with a vehicle trajectory generation module obtains the front wheel turning angle information, takes the midpoint of the vehicle's rear wheel axle as the coordinate origin, establishes a vehicle body coordinate system, determines the coordinates of the center of the turning circle, and, in combination with the vehicle's external structural dimensions, determines the closest and farthest parts of the vehicle body around the center of the turning circle when the vehicle is traveling. According to the coordinates of the closest and farthest parts of the vehicle body around the center of the turning circle and the coordinates of the center of the turning circle, the left side safe running trajectory equation and the right side safe running trajectory equation of the vehicle at this moment are calculated. It is particularly noted that when the vehicle is in a straight line, there is no turning center. The left side safe running trajectory of a straight vehicle is the running trajectory of the position coordinates of the leftmost part of the vehicle body plus the redundant distance. The left side safe running trajectory equation is x=-(a+h), where a is the horizontal distance between the leftmost part of the vehicle body and the coordinate origin of the vehicle coordinate system, and h is the safety redundant distance. The right side safe running trajectory of a straight vehicle is the most The running trajectory of the position coordinates of the right side of the vehicle body after adding the redundant distance, the equation of the safe running trajectory on the right side is x=a+h, a is the horizontal distance between the leftmost part of the vehicle body and the coordinate origin of the vehicle body coordinate system, and h is the safe redundant distance (S110). In this way, when the above-mentioned FPGA calculates the coordinates of the obstacle or pit in the vehicle body coordinate system and transmits it to the data analysis unit (S109), after the data analysis unit equipped with the obstacle or pit position comparison and judgment module obtains information, it can be judged on the vehicle body coordinate system whether the obstacle or pit is located within the safe running trajectory range (S115), and L is set as the distance between the coordinates of the obstacle or pit and the coordinates of the center of the turning circle, r1 is the rotation radius of the vehicle body point with the smallest distance from the center of the turning circle when changing direction, and the radius of the safe trajectory after reducing the redundant distance h, r2 is the rotation radius of the vehicle body point with the largest distance from the center of the turning circle when changing direction, and the radius of the safe trajectory after increasing the safe redundant distance h, if L>r2+f or L <r1-f,障碍物或凹坑位于安全轨迹范围外(S110),那么车辆可正常行驶,不会激活AEBS的执行单元动作,如果r1-f≤L≤r2+f障碍物位于安全轨迹范围内(S117),控制单元获得信号后激活防撞系统的执行单元动作(S119),当碰撞危险消失后,系统取消执行单元动作(S118)。随着车辆行驶时前轮转角变化或方向盘转角变化(S111)会连续不断让设置有轨迹线生成模块的数据分析单元获取前轮转角信息,建立新的运行轨迹线方程和安全运行轨迹线方程(S110),同时在车速不断变化(S103)时,设置有障碍物或凹坑位置比较判断模块的FPGA会连续不断获取车速信息控制激光雷达发射的激光线束竖向转动到位同时控制激光雷达不间断旋转发射激光(S105)。

[0087] like Figure 8As shown, Figure 8 When the first structure of the laser device of the vehicle of the embodiment of the present application is set on the vehicle, Figure 7 The control process of the anti-collision system is a schematic diagram of a control process in which a laser device emits laser light to form an arc-shaped line scanning line on the road when a vehicle is traveling on the road.

[0088] The working method or workflow of the obstacle or pothole judgment module is as follows:

[0089] When the system is started (S101), a data analysis unit equipped with an obstacle or pothole judgment module obtains front wheel turning angle information, takes the midpoint of the vehicle's rear wheel axle as the coordinate origin, the Y axis is the positive forward direction of the vehicle when it is traveling straight ahead, the X axis points to the left side of the vehicle, and the Z axis is vertically upward, establishes a vehicle coordinate system, determines the coordinates of the center of the turning circle, and combines the vehicle's external structure and dimensions to determine the coordinates of the closest and farthest points of the vehicle body around the center of the turning circle when the vehicle is traveling. Based on the coordinates of the closest and farthest points of the vehicle body around the center of the turning circle and the coordinates of the center of the turning circle, the equations of the left and right safe running trajectory lines of the vehicle at this moment are calculated. It is particularly noted that when the vehicle is traveling in a straight line, there is no turning center. The left safe running trajectory line of the vehicle traveling straight ahead is The leftmost body coordinate trajectory is obtained by adding a redundant distance to the body coordinates. The equation for the left safe operation trajectory is x=-(a+f), where f is the distance between the body coordinates at the point closest to the center of the turning circle and the coordinate origin of the body coordinate system. f is the safety redundant distance. The right safe operation trajectory of a straight-moving vehicle is obtained by adding a redundant distance to the body coordinates at the rightmost body coordinates. The equation for the right safe operation trajectory is x=a+f, where a is the horizontal distance between the rightmost body coordinates and the coordinate origin of the body coordinate system. f is the safety redundant distance (S110). The coordinates of the turning circle center of the vehicle are (a, 0). The equation for the safe operation trajectory of the body at the point closest to the center of the circle is: (xa) 2 +y 2 =(r1-f) 2 , r1 is the rotation radius at the nearest vehicle body, f is the safety margin distance greater than 0, for example, f = 30 cm or f = 50 cm, and the equation of the safe running trajectory line at the vehicle body farthest from the center coordinate is: (xa) 2 +y 2 =(r2+f) 2 , r2 is the rotation radius of the farthest body, f is the safety redundancy distance greater than 0, for example, f = 30 cm or f = 50 cm; More specifically, when the center coordinates of the circle are (10, 0), the vehicle turns counterclockwise, and the equation of the safe running trajectory line on the left side of the vehicle, that is, the safe running trajectory line equation of the body closest to the center coordinates of the circle, is: (x-10) 2 +y2 =(r1-f) 2 The equation of the safe running trajectory line on the right side of the vehicle, that is, the safe running trajectory line equation at the part of the vehicle body farthest from the center of the circle, is: (xa) 2 +y 2 =(r2+f) 2 When the center coordinates are (-10, 0), the vehicle turns clockwise. The equation for the safe running trajectory line on the left side of the vehicle, that is, the safe running trajectory line equation at the part of the vehicle body closest to the center coordinates, is:

[0090] (x+10) 2 +y 2 =(r2+f) 2 The equation of the safe running trajectory line on the right side of the vehicle, that is, the safe running trajectory line equation of the vehicle body closest to the center coordinates, is: (x+10) 2 +y 2 =(r1-f) 2 .

[0091] 2. When the FPGA calculates the coordinates of the obstacle or pit in the vehicle coordinate system and transmits them to the data analysis unit (S109), the data analysis unit equipped with the obstacle or pit position comparison and judgment module can obtain the information and judge whether the obstacle or pit is within the safe operation trajectory in the vehicle coordinate system (S115). L is set as the distance between the coordinates of the obstacle or pit and the coordinates of the center of the turning circle, r1 is the rotation radius of the vehicle body point with the smallest distance from the center of the turning circle when changing direction, and r2 is the rotation radius of the vehicle body point with the largest distance from the center of the turning circle when changing direction. After considering the above redundant distance f, if L>r2+f or L <r1-f,障碍物或凹坑位于安全运行轨迹范围外(S110),那么车辆可正常行驶,不会激活AEBS的执行单元动作,如果r1-f≤L≤r2+f障碍物位于安全运行轨迹范围内(S117),控制单元获得信号后激活AEBS的执行单元动作(S119),当碰撞危险消失后,系统取消执行单元动作(S118)。随着车辆行驶时前轮转角变化或方向盘转角变化(S111)会连续不断让设置右障碍物或凹坑位置比较判断模块的数据分析单元获取前轮转角信息,建立新的安全运行轨迹线方程(S110),同时在车速不断变化(S103)时,控制单元会连续不断获取车速信息控制激光雷达发射的激光线束竖向转动到位同时控制激光雷达不间断旋转发射激光进行探测(S105)。

[0092] like Figure 8As shown, a coordinate system is established with the midpoint of the rear axle centerline 63 of vehicle 62 as the coordinate origin 80, the front of vehicle 62 as the Y-axis 81, and the right side of vehicle 62 as the X-axis 79. The following example uses the ideal vehicle turning situation, where the center of the turning circle is located on rear axle centerline 63. When the left front wheel 65 rotates counterclockwise by angle A, the point closest to the turning circle center 68 is point 72, and the point farthest from the turning circle center 68 is point 71. When the vehicle 62 rotates A, based on the vehicle 62's front and rear wheelbase, the positions of the front and rear wheels in the vehicle body, the projection size of the vehicle body shape on the horizontal road surface and other structural data, the coordinates of the center of the circle can be calculated as (a, 0). The rotation radius of the point 72 on the vehicle body closest to the turning circle center 68 is calculated as r1, where r1 is the distance between point 72 and the turning circle center 68. The turning radius of the point 71 on the vehicle body farthest from the turning circle center 68 is calculated as r2, where r2 is the distance between the turning circle center 68 and point 71. Figure 8 As shown, the trajectory equation of point 72 rotating around the center point 68 of the turning circle is: (xa) 2 +y 2 =r1 2 , which is reflected in the coordinate system as the arc trajectory line 75; the trajectory equation of point 71 rotating around the center point 68 of the turning circle is: (xa) 2 +y 2 =r2 2 , which is reflected in the coordinate system as arc trajectory 76. After taking into account the safety margin distance f outside the arc trajectory 75 and the arc trajectory 76, the function equation of the safe operation trajectory 73 of the point 72 closest to the vehicle body rotating around the turning circle center 68 is: (xa) 2 +y 2 =(r1-f) 2 The function equation of the safe running trajectory line 78 of the farthest point 71 of the vehicle body rotating around the center of the turning circle 68 is: (xa) 2 +y 2 =(r2+f) 2 ;

[0093] Of course, there is also a method to determine the position of obstacles or potholes as follows: when the main control chip of the laser radar transmits information such as the coordinates of the obstacle or pothole to the signal processing unit, the signal processing unit uses the trajectory generation module to generate the coordinates of the current turning circle center, the rotation radius r1 of the vehicle body closest to the turning circle center, and the rotation radius r2 of the vehicle body farthest from the turning circle center. The information analysis unit calculates the distance L between the coordinates of the obstacle or pothole and the turning circle center 68. The signal processing unit transmits r1, r2, and L to the control unit. When the control unit determines that r1-f≤L≤r2+f, it indicates that the pothole is located between the left safe operation trajectory line and the right safe operation trajectory line, and activates the execution unit of the anti-collision system to perform deceleration or braking.

[0094] like Figure 8 As shown, in front of the vehicle 62, there is provided a Figure 2 The anti-collision system shown is a high-precision turntable with a laser radar 66. After the anti-collision system is started, the turntable of the high-precision turntable rotates around the center line of rotation driven by the motor, and the laser radar 66 on the bracket on the turntable continuously emits laser at the same time. At this moment, the center line 69 of the laser beam emitted by the laser radar 66 is projected toward the road ahead at a certain angle under the control of the control unit according to the vehicle speed, and rotates with the rotation of the turntable to form an arc-shaped detection line 70 on the road surface. When the laser radar is rotating and emitting, if the main control chip does not detect a distance value, it means that there is no reflected light due to the small reflection angle, so it is judged that there is no obstacle or pit. If a value is detected, that is, there is a non-ground point, the main control chip FPGA determines whether it is an obstacle or pit based on whether the size of the non-ground point exceeds the threshold and whether there is aggregation. When an obstacle or pit appears on the detection line 70, the detection distance after the laser radar detects the distance to the obstacle or pit will show a sudden change in value compared with the theoretical distance, break and deviate from multiple aggregation points of the theoretical distance, that is, multiple detection points exceeding the set threshold are continuously detected. After the control unit determines that there is a collision risk, it activates the AEBS anti-collision execution unit to perform actions such as deceleration or braking. When the laser radar rotation frequency is 10HZ, combined with the laser radar's emission frequency, the laser radar can detect at least multiple obstacles or pits per second, and it is found that the detection distance has a sudden change in value, break and exceeds the threshold compared with the theoretical distance. That is, when there is an obstacle on the operating safety control trajectory, the detection distance value will suddenly change on the detection line 70 and be less than the set threshold range of the theoretical distance. When multiple cycles of detection distance are completed and the detection distance suddenly changes beyond the threshold, it can be verified that the FPGA is not misjudging.

[0095] Generally speaking, in a rectangular coordinate system, the function equation of a circle with a center coordinate (a, b) and a radius r is: (xa) 2 +(yb) 2 =r 2 According to the actual vehicle structure design, the turning center of each vehicle will not be located on the wheel axis of the rear wheel, so the turning center of the actual vehicle when changing direction is (a, b), and the various points of the vehicle body revolve around the turning center (a, b), and the position of the turning center can also be corrected considering various conditions such as the road friction coefficient.

[0096] like Figure 9 As shown, Figure 9 A schematic diagram of the device structure for optimizing the execution of the AEBS function in the hardware operating environment of the anti-collision system of the implementation case of this application.

[0097] like Figure 9 As shown, the execution optimization device of the AEBS function may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen, an input unit such as a keyboard, and the user interface 1003 may optionally include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (WIreless-FIdelity, WI-FI) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may optionally also be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that,

[0098] like Figure 9 As shown, the memory 1005 as a storage medium may include an operating system, a data storage module, a network communication module, a user interface module, and an execution optimization program for the AEB function.

[0099] exist Figure 9 In the AEBS function execution optimization device shown, the network interface 1004 is mainly used for data communication with other devices; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the AEB function execution optimization device of the present application can be set in the AEBS function execution optimization device, and the AEBS function execution optimization device calls the AEBS function execution optimization program stored in the memory 1005 through the processor 1001, and executes the AEB function execution optimization method provided by the embodiment of the present invention.

[0100] Those skilled in the art will understand that Figure 9 The structure shown in the figure does not constitute a limitation on the device for optimizing the execution of the AEBS function, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0101] like Figure 10 As shown, Figure 10 This is a flow chart of the first embodiment of the method for optimizing the execution of the anti-collision system function according to the embodiment of this application. In this embodiment, the method for optimizing the execution of the AEB function includes:

[0102] Step S10: Obtain the preset passing area obstacle information, and determine the obstacle motion information.

[0103] It should be noted that the preset passing area refers to a three-dimensional space surrounded by a conical surface formed by rotating the laser beam at a certain angle with the vertical direction with the ranging center of the laser transmitter of the laser emitting device on the vehicle as the center, and the above-mentioned conical surface forms a certain size of a fan-shaped area on the road surface. The preset passing area here not only refers to the safe area that can be driven, but also can be called the safe running trajectory area. The safe area that can be driven includes the passing area formed between the left running trajectory line and the right running trajectory line of the vehicle body to be driven at the moment under the turning angle state of the front wheel, and the preset redundant passing area outside the left running trajectory line and the right running trajectory line, for example, when the vehicle is driving on the road, in order to consider the possibility of collision between the vehicle and the pedestrians or other moving objects appearing on both sides of the left running trajectory line and the right running trajectory line of the vehicle body, the laser emitting device detects the preset redundant passing area outside the safe area, which is a region that may interfere with the vehicle in each direction. When the obstacle appears in the preset redundant passing area, the information analysis unit further identifies the motion characteristics of the obstacle through the information perception acquisition module, and judges the collision risk between each obstacle and the vehicle.

[0104] It can be understood that the obstacle motion information includes the motion speed, motion direction of the obstacle itself, and the relative position between the obstacle and the vehicle. At the same time, since the occurrence of the collision event is related not only to the speed in the motion direction of the vehicle itself, but also to the speed in the vertical direction of the direction of the vehicle running on the passing area formed between the left running trajectory line and the right running trajectory line of the vehicle body, for example, when the pedestrian crosses the road, the speed judgment at the time of collision mainly considers the speed of the moving object in the vertical direction on the passing area formed between the left running trajectory line and the right running trajectory line of the vehicle body, and when the vehicle is adjacent to the front and back, the relative speed and distance between them in the motion direction are mainly considered.

[0105] The AEBS will trigger the action of the execution unit as long as it judges that the obstacle in the safe area has a collision risk. The AEBS will continue to track the judgment result of the collision risk until the obstacle disappears or no longer has a collision risk.

[0106] Step S30: Based on the evaluation result, according to the obstacle motion information, after triggering the action of the execution unit, the information analysis unit will calculate the real-time required deceleration.

[0107] It should be noted that in both pedestrian-jaywalking and rear-end-of-vehicle collisions, the obstacle in both cases can be divided into a velocity component in the same direction as the vehicle's motion and a velocity component perpendicular to it. Since vehicles have a certain volume, in the case of a cross-traffic collision, the velocity components of the cross-traffic object in the vehicle's motion direction can cancel each other out. When the vehicle's left or right trajectory intersects the obstacle's lateral trajectory at the intersection, a potential collision zone is formed. If the obstacle's velocity along the lateral trajectory is too slow, the vehicle will cross the obstacle's lateral trajectory before the obstacle. Similarly, if the obstacle's velocity along the lateral trajectory is too fast, the obstacle will cross the vehicle's safety zone before the vehicle. Therefore, in both of these situations, if all conditions remain unchanged, the vehicle does not need to decelerate; that is, the required deceleration is zero. Only when the obstacle's motion state changes is the collision risk and required deceleration reassessed based on updated motion information.

[0108] It is understandable that when there is a risk of collision, it is necessary to further determine the time required to reduce the vehicle's speed in the direction of movement to the same level as the obstacle. Since there is a certain distance between the vehicle and the obstacle, the required deceleration required for vehicle braking can be determined based on the braking distance and the current speed difference between the two, starting from the time when there is a risk of collision.

[0109] It should be understood that when the motion state of the obstacle changes, data such as collision risk and speed difference will also be updated synchronously, and the required deceleration required for further vehicle braking will also change, so the required deceleration here is the real-time value of the calculation.

[0110] It should be noted that the calculation is generally performed through engineering methods such as vehicle dynamics models and braking force balance equations. The following describes the calculation of the specific required deceleration. It is stated that this example only applies to the longitudinal rear-end collision scenario of the vehicle and is not applicable to the cross-crossing scenario, so only the longitudinal rear-end collision scenario is described. In this scenario, the obstacle motion information that needs to be obtained in advance includes: the relative longitudinal distance d between the vehicle and the obstacle rel , the obstacle's longitudinal acceleration a obj In addition, before the collision event, the system needs to set the safe distance between the vehicle and the obstacle, which refers to the longitudinal speed d of the obstacle. secure , v obj Refers to the longitudinal acceleration of the obstacle, refers to the vehicle's speed. Finally, based on the above physical quantities, the ADAS system calculates the required deceleration a of the vehicle at the current moment to avoid collision. Avoid .

[0111] When the ego vehicle speed is greater than the obstacle speed and the obstacle is decelerating, i.e. the relative speed v rel and the target acceleration a obj are both negative, then the predicted collision time t g and the time t objstop required for the obstacle to decelerate to a stop need to be calculated and compared.

[0112] If t g < t objstop , then the required deceleration a Avoid is calculated as follows:

[0113]

[0114] If t g ≥ t objstop , then the required deceleration a Avoid is calculated as follows:

[0115]

[0116] The above calculation method is for the case where the ego vehicle speed is greater than the obstacle speed and the obstacle is decelerating. It should be understood that this case is the most probable case among all collision events. The required deceleration in other cases should be calculated based on the premise of reducing the severity and risk of collision. In order to maximize the safety of the driver and passengers, the actual required deceleration should be lower than the calculation result of the above formula, resulting in stronger braking effect, which will help the vehicle to reduce speed as soon as possible to minimize the damage caused by the collision.

[0117] On the other hand, when the relative speed v rel is negative and the target acceleration a obj is positive, i.e. the ego vehicle speed is greater than the target speed and the target is accelerating, as long as the relative distance between the two vehicles is reduced to a safe distance before their speeds become the same, there is no risk of collision. The calculation formula for the required deceleration a Avoid in this case is as follows:

[0118]

[0119] When the relative speed v rel is positive and the target acceleration a obj is negative, i.e. the ego vehicle speed is less than the target speed and the target is decelerating, the speed of the obstacle will eventually be the same as the ego vehicle, so there is always a risk of collision. The calculation formula for the required deceleration a Avoid in this case is as follows:

[0120]

[0121] It should be understood that the specific method for calculating the required deceleration will vary depending on the vehicle and braking system. This is provided for illustrative purposes only. The actual method for calculating the braking deceleration can be adaptively adjusted based on this method. Step S40: When the real-time required deceleration is lower than the braking threshold, the AEBS system is activated to brake the vehicle and the real-time required deceleration is updated.

[0122] It should be noted that when a certain distance is maintained between the vehicle and an obstacle, there is no need to slow down as soon as there is a risk of collision. This will cause the vehicle to frequently perform small braking, which will greatly affect the driving experience. Therefore, a braking threshold needs to be set. When the real-time required deceleration reaches the braking threshold, the braking action of the AEBS system needs to be further activated.

[0123] It is understandable that the real-time required deceleration is equivalent to the physical property of acceleration, but the data should be a negative value, that is, when the absolute value of the real-time required deceleration is higher than the absolute value of the braking threshold, the AEBS system needs to be activated for braking.

[0124] It should be understood that after the AEBS system is activated for braking, the vehicle will brake and decelerate, and a series of values ​​such as the judgment result of the collision risk and the relative speed between the two will cause the real-time required deceleration to change.

[0125] Step S50: determining an updated collision risk based on the updated real-time required deceleration, and exiting the braking action of the AEBS system when the evaluation result is no collision risk.

[0126] It should be noted that the condition for exiting the AEBS system's braking action is that there is absolutely no collision risk. That is to say, when the real-time required deceleration is zero, if there are some special circumstances, such as the braking distance between the current vehicle and the obstacle is too small, the previous collision risk judgment result will be continued. Only when the collision risk completely disappears will the AEBS system's braking action be exited to cancel the braking effect on the vehicle.

[0127] In the embodiment, the obstacle information in the preset driving area is acquired, the obstacle motion information is determined, the collision risk of the vehicle at the current time is evaluated according to the obstacle motion information, the real-time required deceleration is calculated based on the evaluation result and the obstacle motion information, when the real-time required deceleration is lower than the braking threshold, the AEBS system is activated to brake the vehicle, and the real-time required deceleration is updated, the updated collision risk is determined according to the updated real-time required deceleration, and when the evaluation result is no collision risk, the braking of the AEBS system is exited. By acquiring the obstacle information in the preset driving area and determining the obstacle motion information, the system can more accurately evaluate the collision risk of the vehicle at the current time, considering the specific situation between the vehicle and the obstacle, including the speed difference, the distance and other factors, the system can adaptively determine the requirement of deceleration to avoid collision to the greatest extent, and meanwhile, the element for executing the judgment of the AEBS system is the required deceleration, which will further timely control the generation and end of braking, and optimize the driving experience in the process.

[0128] Reference Figure 11 , Figure 11 The flowchart of the execution optimization method of the second embodiment of the anti-collision system of the application.

[0129] Based on the above first embodiment, the step S10 in the execution optimization method of the AEBS function of the embodiment comprises:

[0130] Step S101: determining the coordinates of all obstacles in the preset driving area by the vehicle-mounted sensing module. It should be noted that the vehicle-mounted sensing module is a laser radar, which can acquire the data of the surrounding environment in real time, including the position, size, speed and other information of the obstacle, through steps such as feature extraction of sensor data, target detection and tracking, environment map construction, etc., the coordinates of all obstacles in the preset driving area around the vehicle can be determined after the sensor data is properly processed and fused.

[0131] Step S102: acquiring the motion speed of each obstacle in the motion direction of the vehicle and the motion speed in the direction perpendicular to the motion direction of the vehicle.

[0132] It should be noted that the data information acquired by the vehicle-mounted sensing module in the above step can further determine the motion speed of each obstacle and the speed component of the motion speed of the object in two directions.

[0133] Step S103: obtaining the motion information of each obstacle according to the coordinates corresponding to the obstacle, the motion speed in the motion direction of the vehicle and the motion speed in the direction perpendicular to the motion direction of the vehicle.

[0134] It can be understood that the collected and analyzed information is integrated, and the coordinate position of each obstacle and the velocity components in two directions are arranged in the order of the distance between the obstacle and the left or right running trajectory line on both sides of the safety range of the vehicle in the moving direction to obtain the motion information of each obstacle.

[0135] Based on the first embodiment described above, step S20 in the method for optimizing the execution of the AEBS function of this embodiment includes: step S201: determining, based on the speed of the obstacle in a direction perpendicular to the direction of motion of the vehicle and the coordinates of the obstacle, the time required for the obstacle to pass through the intersection of the left or right trajectory line on both sides of the vehicle and the straight line in the direction of motion of the obstacle, as a first time interval.

[0136] It should be noted that in the actual situation where an obstacle collides with a vehicle, when the vehicle collides with the obstacle, both of them move forward at their own speeds to the collision point before the collision occurs. By reversing this process, it can be seen that when the obstacle moves in the horizontal direction, the vehicle maintains a uniform speed, and the area where the two intersect and collide is determined. This area is the intersection segment of the left running trajectory line or the right running trajectory line on both sides of the vehicle and the extension line of the actual movement direction of the obstacle. Only when both are at the position of this intersection segment, there is a possibility of collision between the two.

[0137] It should be understood that when the horizontal speed of the obstacle is determined, and the intersection positions of the left or right running trajectory lines on both sides of the vehicle and the straight line in the direction of movement of the obstacle are determined at the same time, the time when the obstacle reaches these two intersection points can be calculated, and this time can be used as the two endpoints of the first time interval.

[0138] Step S202: Based on the speed of the obstacle in the direction of motion of the host vehicle, the obstacle's coordinates, and the host vehicle's speed, the time required for the front and rear ends of the host vehicle to respectively cross the straight line in the direction of motion of the obstacle is determined as the second time interval. It will be appreciated that, as described in the previous step, the time interval required for the vehicle to completely cross the extended trajectory of the obstacle's direction of motion at its current speed and trajectory must be calculated. This calculation not only takes into account the relative speeds of the vehicle and the obstacle in that direction, but also the front and rear lengths of the vehicle itself, as well as the left or right trajectory lines on either side of the vehicle. The resulting passage time is then calculated, and the time interval between the front end of the vehicle passing through and the rear end leaving the obstacle is used as the second time interval to determine the time interval when the second collision occurred.

[0139] Step S203: When the first time interval and the second time interval intersect, it is considered that there is a collision risk at the current moment.

[0140] It can be understood that when the first time interval and the second time interval in the above steps intersect, the vehicle speed and the obstacle speed at the current time, and the relative position of the two, the motion trajectory lines on both sides will collide in the intersection area. When there is no intersection point between the two time intervals, it is possible that the obstacle has passed the intersection area in the horizontal direction first, or the vehicle has left the intersection area first. In both cases, it indicates that there is no collision risk between the obstacle and the vehicle according to the current speed, and when the motion state of either party changes, the collision risk should be recalculated.

[0141] It should be understood that the rear-end event is a special case in the above judgment, that is, the obstacle has a very small or zero speed in the horizontal direction, but always maintains the same direction of motion as the vehicle. This type of obstacle will have a potential collision risk with the vehicle for a long period of time. When there is a vehicle in front of the vehicle and they are driving in the same lane, it is obvious that the front vehicle as an obstacle has no speed in the horizontal direction, that is, according to the speed of zero, the first time interval in the above steps is actually infinite, that is, the two time intervals must intersect. The judgment method in the above steps is still applicable.

[0142] In the present embodiment, the ABES system can accurately determine the coordinates of all obstacles in the preset driving area, as well as their motion speed in the direction of vehicle motion and the speed component in the vertical direction, through the data obtained by the information analysis unit of the ABES, i.e. the vehicle-mounted sensing and identification module. Then, the relative speed and relative position of the obstacle and the vehicle in the direction of motion are comprehensively considered, and the speed and length of the vehicle itself, as well as the left or right running trajectory line of the vehicle body, are combined. The ABES system of the present application can more finely evaluate the collision risk, thereby improving the driving safety and providing an effective way to judge the collision risk.

[0143] Referring to Figure 12 , Figure 12 The flowchart of the third embodiment of the execution optimization method of the function of the anti-collision system of the present application.

[0144] Based on the first embodiment, the step S30 in the execution optimization method of the AEBS function of the present embodiment includes:

[0145] Step S301: When the evaluation result is a collision risk, the relative distance in the direction of vehicle motion is calculated according to the obstacle coordinates and the position of the vehicle, and the left or right running trajectory line of the vehicle body.

[0146] It can be understood that when the assessment result is that there is a collision risk, the relative distance in the direction of movement of the vehicle can be determined based on the obstacle position coordinates and the position coordinates of the vehicle on the plane, the left running trajectory line or the right running trajectory line of the vehicle body.

[0147] Step S302: Determine the speed difference between the obstacle and the vehicle according to the speed of the obstacle in the direction of movement.

[0148] It should be noted that the speed difference here only considers the difference between the two in the direction of movement of the vehicle, that is, the relative speed in the direction of movement. In this direction, in addition to the speed of the vehicle being changed by braking or other reasons, the speed of the obstacle itself may also change.

[0149] Step S303: Calculate the real-time required deceleration according to the speed difference and the relative distance.

[0150] It can be understood that when the relative speed and relative distance are determined, the longest braking time for the two to meet at the current moment can be calculated. Since the relative distance should theoretically be higher than the safe distance, the deceleration value of the vehicle in the process of reducing the relative distance to the safe distance without exceeding the longest braking time is calculated, and this deceleration value is used as the required deceleration.

[0151] It should be understood that when both vehicles decelerate to maintain a safe distance and remain relatively stationary at the same speed, the deceleration value calculated based on this condition is the required deceleration.

[0152] Based on the first embodiment, step S40 in the AEBS function execution optimization method of this embodiment includes:

[0153] Step S401: When the real-time required deceleration is lower than the braking threshold, activating the AEB system.

[0154] It is understandable that when the required deceleration between the vehicle and the obstacle is low, there is no need to brake immediately. When the current speed remains unchanged, the required deceleration will gradually increase as the relative distance decreases. When it increases to the braking threshold, the vehicle system will consider that the conditions required for braking have been met, that is, the AEB system control execution unit can be activated at this moment to perform braking.

[0155] Step S402: The AEB system generates a braking signal and sends it to the IPB system. The IPB system decelerates the vehicle and updates the real-time speed of the vehicle in real time.

[0156] It is understandable that when the AEB system generates a braking signal and feeds it back to the vehicle system, the real-time speed of the vehicle itself will change after the vehicle system performs deceleration braking.

[0157] Furthermore, after entering the AEB adjustment stage, a braking deceleration is generated according to the real-time required deceleration; when the real-time speed of the vehicle changes, the magnitude of the braking deceleration is adjusted based on the braking deceleration generation strategy to keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

[0158] It is understandable that when entering the AEB adjustment stage, the braking deceleration generated should be slightly greater than the required deceleration. At the same time, since the real-time speed of the vehicle itself will change after deceleration, the required deceleration will decrease. If the braking deceleration generated remains unchanged, the difference between the two will become smaller and smaller. Since acceleration refers to force in the physical sense, the increasing difference in acceleration will cause the user to feel a strong sense of frustration or push back during driving, which is reflected in the vehicle as the vehicle nodding. Only when the difference between the two is within a smaller range, the user's feeling of the braking adjustment will not be obvious, and the range of the difference between the braking deceleration and the required deceleration is the preset stable range for stable operation of the vehicle.

[0159] Step S403: Determine an updated real-time required deceleration according to the real-time speed and the real-time obstacle motion information.

[0160] Furthermore, when the distance between the obstacle and the vehicle is greater than the safe distance and the real-time required deceleration drops below the braking threshold, it can be considered that there is no collision risk between the vehicle and the obstacle.

[0161] It is understood that when the AEBS system detects that the distance between the vehicle and an obstacle is greater than the safe distance, the system will calculate the required deceleration based on the real-time situation. Once the calculated real-time required deceleration falls below the braking threshold, the AEB system will determine that there is no collision risk between the vehicle and the obstacle at the current moment. In this case, the AEBS system can take the following measures: reduce or release the emergency brake and gradually reduce the deceleration to below the braking threshold. The system may also issue a deceleration command to control the slow reduction of the vehicle's speed to ensure that the distance from the obstacle is maintained at a certain safe distance.

[0162] Furthermore, when the distance between the obstacle and the vehicle is less than the safe distance and the real-time required deceleration drops to zero, the braking time is extended until the distance between the obstacle and the vehicle is greater than the safe distance. In this case, it can be considered that there is no collision risk between the vehicle and the obstacle.

[0163] It is understood that when the AEBS system detects that the distance between the obstacle and the vehicle is less than the safe distance, the system calculates the required deceleration and sends a corresponding deceleration command. As deceleration continues, the real-time required deceleration will gradually decrease until the deceleration drops to zero. In this case, the AEB system will extend the braking time. It may continue to monitor the distance between the obstacle and the vehicle until the distance exceeds the safe distance. Once the assessment results show that there is no risk of collision between the vehicle and the obstacle, the AEBS system will exit and stop sending deceleration commands to the actuator. This measure of extending the braking time is intended to ensure that the safe distance between the vehicle and the obstacle is restored. After the distance is restored to a safe range and the assessment results confirm that there is no collision risk, the AEBS system will promptly exit as needed to resume normal driving mode.

[0164] Furthermore, the AEBS system is exited when the assessment result shows that there is no collision risk.

[0165] It should be noted that when the AEBS system receives an exit command, it will not immediately remove the braking deceleration, but will gradually reduce it to zero at a certain attenuation rate. This process will comprehensively consider the current vehicle speed and the current braking deceleration, and stop braking control in a timely manner while maximizing user driving comfort.

[0166] In this embodiment, the real-time required deceleration is determined by calculating the relative distance and speed difference between the obstacle and the vehicle in the direction of movement. Then, by monitoring the real-time required deceleration, when the required deceleration is lower than the braking threshold, the AEB system is activated. During the AEB adjustment phase, a braking signal is generated and fed back to the vehicle system to decelerate the vehicle and update the real-time speed of the vehicle in real time. When adjusting the braking deceleration, the system will keep the difference between the braking deceleration and the real-time required deceleration within a preset stable range based on the real-time required deceleration and the real-time speed of the vehicle to ensure smooth operation of the vehicle and driving comfort. This series of processes effectively takes into account both driving safety and comfort.

[0167] like Figure 13 As shown, Figure 13 An execution optimization device for the AEB function proposed in the anti-collision system of this application implementation case.

[0168] The information acquisition module 100 is used to obtain obstacle information in a preset travel area and determine obstacle motion information.

[0169] The collision risk assessment module 200 is configured to assess the collision risk of the vehicle at the current moment based on the obstacle motion information.

[0170] The real-time deceleration calculation module 300 is configured to calculate the real-time required deceleration based on the evaluation result and the obstacle motion information.

[0171] The braking control module 400 is configured to activate the AEB system to brake the vehicle and update the real-time required deceleration when the real-time required deceleration is lower than a braking threshold.

[0172] The braking control module 400 is further configured to determine an updated collision risk based on the updated real-time required deceleration, and to exit the braking action of the AEB system when the evaluation result indicates no collision risk.

[0173] In one embodiment, the information acquisition module 100 is also used to determine the coordinates of all obstacles in the preset travel area through the vehicle-mounted perception and recognition module; obtain the movement speed of each obstacle in the direction of movement of the vehicle and the movement speed in the direction perpendicular to the direction of movement of the vehicle; and obtain the movement information of each obstacle based on the coordinates corresponding to the obstacle, the movement speed in the direction of movement of the vehicle, and the movement speed in the direction perpendicular to the direction of movement of the vehicle.

[0174] In one embodiment, the collision risk assessment module 200 is further used to determine the time required for the obstacle to pass through the intersection of the left running trajectory line or the right running trajectory line of the vehicle body and the straight line in the moving direction of the obstacle, respectively, based on the moving speed of the obstacle in the direction perpendicular to the moving direction of the vehicle and the obstacle coordinates, as a first time interval; and to determine the time required for the front and rear contours of the vehicle to pass through the straight line in the moving direction of the obstacle, respectively, based on the moving speed of the obstacle in the moving direction of the vehicle, the obstacle coordinates and the speed of the vehicle, as a second time interval; when the first time interval and the second time interval have an intersection, it is considered that there is a collision risk at the current moment.

[0175] In one embodiment, the real-time deceleration calculation module 300 is also used to calculate the relative distance in the movement direction of the left running trajectory line or the right running trajectory line of the vehicle body based on the obstacle coordinates and the position of the vehicle when the assessment result is that there is a collision risk; determine the speed difference between the two based on the movement speed of the obstacle in the movement direction of the vehicle; and calculate the real-time required deceleration based on the speed difference and the relative distance.

[0176] In one embodiment, the braking control module 400 is further configured to activate the AEB system when the real-time required deceleration is lower than a braking threshold; generate a braking signal through the AEBS control unit and send it to the IPB system, which decelerates the vehicle and updates the real-time speed of the vehicle in real time; and determine the updated real-time required deceleration based on the real-time speed and real-time obstacle motion information.

[0177] In one embodiment, the braking control module 400 is further configured to generate a braking deceleration based on the real-time required deceleration after entering the AEBS adjustment phase; and when the real-time speed of the vehicle changes, adjust the magnitude of the braking deceleration based on a braking deceleration generation strategy to maintain the difference between the braking deceleration and the real-time required deceleration within a preset stable range.

[0178] In one embodiment, the braking control module 400 is further configured to, when the distance between the obstacle and the vehicle is greater than the safety distance and the real-time required deceleration drops below the braking threshold, consider that there is no collision risk between the vehicle and the obstacle; when the distance between the obstacle and the vehicle is less than the safety distance and the real-time required deceleration drops to zero, extend the braking time until the distance between the obstacle and the vehicle is greater than the safety distance, consider that there is no collision risk between the vehicle and the obstacle; and exit the braking of the AEB system when an assessment result indicates that there is no collision risk.

[0179] In addition, to achieve the above-mentioned purpose, the present invention provides an execution optimization device for an AEBS function, wherein the execution optimization device for an AEBS function comprises: a memory, a processor, and an execution optimization program for an AEBS function stored in the memory and executable on the processor, wherein the execution optimization program for an AEBS function is configured to implement the steps of the execution optimization method for an AEBS function.

[0180] It should be noted that, in this article, the terms "comprises", "includes" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system that includes a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements that are inherent to such process, method, article or system.

[0181] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better embodiment. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0182] The above merely describes the preferred embodiments of the present application, and is not intended to limit the patent scope of the present application, and any equivalent structure or equivalent process conversion, or direct or indirect application in other related technical fields, which are made by using the content of the present application specification and drawings, are also included in the patent protection scope of the present application.

Claims

1. A laser device for a vehicle, characterized in that: The laser device includes a shell, a first group of laser radars, a second group of laser radars, and a high-precision turntable. The first group of laser radars, the second group of laser radars, and the high-precision turntable are arranged in the shell. The rotating table of the high-precision turntable can rotate around the rotation center line I of the rotating table of the high-precision turntable under the drive of the motor I in the high-precision turntable. The rotating table is provided with a motor II and a bracket. Motor II can drive the bracket to rotate around the rotation center line II of the bracket. The rotation center line II of the bracket intersects the rotation center line I of the rotating table perpendicularly at the rotation point. The first group of laser radars is arranged on the bracket. The center line of the laser beam emitted by at least one laser radar in the first group is perpendicular to the rotation center line II of the above-mentioned bracket and intersects the above-mentioned rotation point. The above-mentioned second group of laser radars is arranged on the rotating table. The center line of the laser beam emitted by at least one laser radar in the above-mentioned second group of laser radars is at an angle between plus or minus 0.5 degrees and the horizontal plane. The rotating table of the high-precision turntable can rotate around the rotation center line I of the rotating table under the drive of motor I while driving the second group of laser radars to rotate around the rotation center line I.

2. A laser device for a vehicle, characterized in that: It includes a shell, a first group of laser radars, a millimeter-wave radar, and a high-precision turntable. The first group of laser radars, millimeter-wave radars, and high-precision turntable are arranged in the shell. The rotating table of the high-precision turntable can rotate around the rotation center line I of the rotating table of the high-precision turntable under the drive of the motor I in the high-precision turntable. The rotating table is provided with a motor II and a bracket. The motor II can drive the bracket to rotate around the rotation center line II of the bracket. The rotation center line II of the bracket intersects with the rotation center line I of the rotating table at a rotation point. The above-mentioned first group of laser radars is arranged on the bracket. The laser radar can rotate around the rotation center line I of the rotating table under the drive of the rotating table and can also rotate around the rotation center line II of the bracket at the same time. The millimeter-wave radar is arranged on the rotating table of the high-precision turntable. The rotating table of the high-precision turntable can rotate under the drive of the motor I. During rotation, the laser beam rotates around the rotation center line I of the rotating table. At the same time, the rotating table also drives the millimeter-wave radar to rotate and emit a millimeter-wave beam.

3. A vehicle laser emitting device according to claim 1 or claim 2, characterized in that: A third group of laser radars is also provided on the bracket. The third group of laser radars is located above the first group of laser radars, and the ranging centers of the third group of laser radars are located on the same horizontal line or the same vertical line.

4. A laser emitting device for a vehicle according to claim 1 or claim 2, characterized in that: The collision avoidance system includes multiple laser radars, and the laser beams emitted by the above multiple laser radars converge in front of the vehicle. The center lines of the laser beams emitted by the above multiple laser radars form point clouds on a vertically arranged reflector. The distance between adjacent point clouds on the reflector decreases as the distance between the reflector and the ranging center of the laser radar increases.

5. A vehicle equipped with a collision avoidance system according to claim 1 or claim 2, characterized in that: The high-precision turntable is fixed on the rotating shaft of a motor, and the center line of the rotating shaft of the motor is perpendicular to the rotating center line I of the rotating table and intersects at one point.

6. A vehicle laser emitting device according to claim 1 or claim 2, characterized in that: The FPGA of the laser radar is provided with an obstacle or pit confirmation module, which determines whether it is an obstacle or a pit based on the degree of aggregation of multiple departure points exceeding a threshold.

7. A vehicle laser emitting device according to claim 1 or claim 2, characterized in that: The FPGA of the laser radar is provided with a pitch angle calculation module, which is used to select or calculate the safe distance according to the vehicle speed, and to calculate the angle between the laser beam emitted by the laser radar and the horizontal line according to the safe distance.

8. A collision avoidance system, characterized in that: The anti-collision system adopts the vehicle laser emitting device according to any one of claims 1 to 6, wherein the laser emitting device belongs to a sensor unit and is a mechanical laser radar capable of collecting surrounding environment information. The anti-collision system also includes a shell signal processing unit, a control unit, and an anti-collision execution unit. The signal processing unit includes: The signal processing unit is provided with a trajectory line generation module, which establishes a rectangular coordinate system with the ranging center of the laser radar as the coordinate origin, and calculates the coordinates of the center of the turning circle at the location and the function equation of the left and right driving trajectory lines of the vehicle body according to the front wheel turning angle and the vehicle body structure; The information analysis unit is provided with an obstacle or pit position comparison and judgment module for judging whether the obstacle or pit is located within the safe operation trajectory.

9. A collision avoidance method, characterized in that: The following steps are involved: Step 1: After the AEBS collision avoidance system is activated (S101), the pitch angle calculation module obtains vehicle speed information and selects or calculates the braking distance or safety distance of the vehicle. The AEBS controls the laser beam emitted by the laser radar to rotate vertically and stop, and controls the laser radar to continuously rotate and emit laser light toward the road surface at the braking distance or safety distance in front of the vehicle. At the same time, the vehicle trajectory generation module obtains the front wheel angle information and calculates the center coordinates (and generates the safe operation trajectory equations on both sides of the vehicle) (S110); Step 2: The FPGA provided with the obstacle or pit judgment module analyzes the non-ground detection point and determines that it is an obstacle or pit (S108 is yes) and transmits the coordinates and other information to the information analysis unit (S109); Step 3: After obtaining the information, the information analysis unit provided with the obstacle or pothole position comparison and judgment module determines whether the obstacle or pothole is located within the safe operation trajectory line in the vehicle body coordinate system (S115); Step 4: If r1-f ≤ L ≤ r2+f, the obstacle is within the safe operation trajectory (S117), and the control unit activates the AEBS execution unit action after receiving the signal (S119), L is the distance between the obstacle or pit and the coordinate origin, f is the redundant distance, r1 is the radius of the vehicle body point closest to the center of the turning circle when changing direction, and r2 is the radius of the vehicle body point farthest from the center of the turning circle when changing direction; Step 5: When the collision risk disappears, the system exits the execution unit action (S118) and the AEBS anti-collision system is in a waiting state.

10. A vehicle display, characterized in that: After the display adopts the technical features of the steps of the AEBS collision avoidance method or the functions of the AEBS collision avoidance system as described in any one of claims 1 to 2, the display can display the laser scanning detection line projected by the laser device to the braking distance or safety distance of the road ahead according to the vehicle speed at that time when the vehicle is moving forward.

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