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 application relates to a laser device of a vehicle and application and method thereof. BACKGROUND

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

[0003] The laser radar is an active remote sensing device using photoelectric technology for detection, which combines photoelectric detection technology and laser technology, and is an advanced detection method using laser as a detection light source. The laser radar mainly comprises a transmitting module, a scanning control module, a receiving module and a data processing module. The laser radar transmits a detection signal to a target through the transmitting module, receives a return signal of the detection signal for processing, and thus obtains information such as distance, reflectivity, speed and size of the detection target. The laser radar device has high precision, strong anti-interference ability, high sensitivity and is not easily affected by dark conditions. At present, the laser radar device has been widely applied in the fields of automatic driving, vehicle-road cooperation, logistics vehicles, robots and public intelligent transportation. The existing various AEBS systems of vehicles have the defects of low detection precision and easy false alarm. SUMMARY

[0004] The application aims to provide an AEBS system using a laser radar, which can accurately detect obstacles and potholes on the road in front of a driving vehicle.

[0005] The first aspect provides a laser device of a vehicle, the laser device comprising a housing, a first group of lidars, a second group of lidars, and a high-precision turntable, the first group of lidars, the second group of lidars, and the high-precision turntable being arranged in the housing, the housing being provided with a projection window for laser beams to penetrate, a rotating table of the high-precision turntable being capable of rotating around a rotating center line I of the rotating table of the high-precision turntable under the driving of a motor I in the high-precision turntable, the rotating table being provided with a motor II and a support, the motor II being capable of driving the support to rotate around a rotating center line II of the support, the rotating center line II of the support being perpendicular to the rotating center line I of the rotating table and intersecting the rotating point, the first group of lidars being arranged on the support, a center line of a laser beam emitted by at least one of the first group of lidars being perpendicular to the rotating center line II of the support and intersecting the rotating point, a distance between detection centers of adjacent other lidars of the first group being greater than 2 cm and staggered with each other, the second group of lidars being arranged on the rotating table, a center line of a laser beam emitted by at least one of the second group of lidars intersecting the rotating center line I of the rotating table and being in a vertical plane perpendicular to a horizontal plane or being out of the vertical plane and perpendicular to the rotating center line II of the support, an angle between the center line of the laser beam emitted by the second group of lidars and the horizontal plane being between 0.5 degrees and -0.5 degrees, the laser device being capable of being arranged on the vehicle, the laser device being capable of controlling the motor II to rotate to allow the laser beam emitted by the first group of lidars to point to a road surface at a braking distance in front of the vehicle according to a braking distance determined according to a vehicle speed, the rotating table of the high-precision turntable being capable of rotating around the rotating center line I of the rotating table under the driving of the motor I while driving the second group of lidars to rotate around the rotating center line I, the laser beam emitted by the first group of lidars pointing to the front during the rotation and being capable of being gathered at a position greater than 70 meters in front, and the laser beam emitted by the second group of lidars horizontally being capable of being gathered at a position greater than 70 meters in front as well.

[0006] In a second aspect, the application provides a laser device for a vehicle, comprising a housing, a first group of laser radars, a millimeter wave radar, and a high-precision turntable, wherein the first group of laser radars, the millimeter wave radar, and the high-precision turntable are arranged in the housing, the housing is provided with a projection window for laser beams to penetrate, the rotating platform of the high-precision turntable can rotate around the rotation center line I of the rotating platform of the high-precision turntable under the driving of the motor I in the high-precision turntable, the motor II and the support are arranged on the rotating platform, the motor II can drive the support to rotate around the rotation center line II of the support, the rotation center line II of the support intersects with the rotation center line I of the rotating platform at a rotation point, the first group of laser radars is arranged on the support, the laser radars can rotate around the rotation center line I of the rotating platform and around the rotation center line II of the support under the driving of the rotating platform, the millimeter wave radar is arranged on the rotating platform of the high-precision turntable, and the rotating platform of the high-precision turntable can rotate under the driving of the motor I; when rotating, the laser beams emitted by the first group of laser radars rotate around the rotation center line I of the rotating platform, and at the same time, the rotating platform also drives the millimeter wave radar to rotate and emit millimeter wave beams;

[0007] The support is further provided with a third group of laser radars, and the other 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 comprises a plurality of laser radars, the laser beams emitted by the plurality of laser radars converge in front of the vehicle, the center lines of the laser beams emitted by the plurality of laser radars form point clouds on the vertically arranged reflection plate, and the distances between adjacent point clouds on the reflection plate decrease with the increase of the distances between the reflection plate and the ranging centers of the laser radars.

[0009] The high-precision turntable is fixed on the rotating shaft of an electric motor, the center line of the rotating shaft of the electric motor is perpendicular to the rotation center line I of the rotating platform and intersects with a point, the anti-collision system can calculate a compensation angle according to the terrain or the bumping of the vehicle and control the rotation compensation of the motor II, so that the projection direction of the center line of the laser beams emitted by the laser radars on the rotating platform or the center line of the millimeter waves emitted by the millimeter wave radar can be compensated and adjusted.

[0010] The FPGA of the laser radar is provided with an obstacle or pit confirmation module, and whether it is an obstacle or a pit is determined according to the aggregation degree of a plurality of points away from the threshold.

[0011] The FPGA of the laser radar is provided with a pitch angle operation module, which is used for selecting or calculating a safety distance according to the vehicle speed, and calculating the angle between the laser beams emitted by the laser radar and the horizontal line according to the safety distance.

[0012] The high-precision rotating table is provided with one or more laser radars, a center line of a laser beam emitted by the one or more laser radars intersects with a rotating center line I of the rotating table and is emitted upwards of the rotating table and an included angle with a horizontal line is less than 0.5 degrees, or the high-precision rotating table is provided with one or more laser radars, a distance between adjacent detection centers of the one or more laser radars is greater than 2 cm, and a distance between adjacent point clouds of laser emitted by the one or more laser radars on a reflector vertically arranged in front of a vehicle decreases with an increase of a distance between the reflector and the vehicle.

[0013] The center line of the laser beam emitted by the laser radar I intersects perpendicularly with the rotating center line of the rotating table of the high-precision rotating table at a rotating point, a plurality of laser radars are arranged in a plane formed by the center line of the laser beam emitted by the laser radar I and the rotating center line of the rotating table, the plurality of laser radars are located above and below the laser radar I, center lines of laser beams emitted by the plurality of laser radars are located in the same plane as the center line I of the laser beam emitted by the laser radar I and intersect with a horizontal road surface at a safety distance L in front of the vehicle at a point, since the laser beam has a diffusion angle, generally less than 5 degrees, the point clouds generated by the plurality of laser beams in a large range have a coincident range, and such point clouds can improve the detection accuracy, and the position design of the plurality of laser radars facilitates the signal processing unit to process data and can improve the operation efficiency.

[0014] The laser radar includes a transceiving module and a signal processing module, the vehicle is provided with a motion state sensor for transmitting inclination, acceleration, deceleration and steering state information of the vehicle to an information analysis unit, the information analysis unit analyzes and transmits to a control unit for correcting the deviation of the laser emission direction after analysis.

[0015] In a third aspect, the application provides a collision avoidance system, the collision avoidance system adopts the laser emission device of the vehicle, the laser emission device belongs to a sensor unit and is a mechanical laser radar, can collect surrounding environment information, and the collision avoidance system further includes a shell, a signal processing unit, a control unit and a collision avoidance execution unit, the signal processing unit includes:

[0016] The signal processing unit is provided with a trajectory line generation module, a rectangular coordinate system is established with a ranging center of the laser radar as a coordinate origin, and a coordinate of a turning circle center and function equations of a left driving trajectory line and a right driving trajectory line of the vehicle body are calculated according to a front wheel turning angle and a vehicle body structure;

[0017] The information analysis unit is provided with a position comparison and judgment module of an obstacle or a pit, for judging whether the obstacle or the pit is located in a safe running track range;

[0018] The anti-collision system determines the braking distance according to the vehicle speed, and controls the motor II to rotate to direct the laser beams emitted by the first group of laser radars to the road surface at the braking distance in front of the vehicle. Meanwhile, the rotating table of the high-precision rotating table can rotate under the drive of the motor I. When rotating, the laser beams directing to the road surface at the braking distance in front of the vehicle rotate around the rotating center line I of the rotating table and drive the second group of laser radars to rotate around the rotating center line I. When the laser emitted by the first group of laser radars to the road surface at the braking distance in front of the vehicle detects an obstacle or a pit between the left and right safe running trajectory lines in front of the vehicle, the anti-collision execution unit of the anti-collision system is activated in real time to slow down and brake. The number of the first group of laser radars is one or more, and the number of the second group of laser radars is also one or more. The anti-collision system can detect the objects in front of the vehicle through the laser beams emitted horizontally by the second group of laser radars, and can calculate the relative speed of the vehicle after comparing the self-running speed of the vehicle with the longitudinal speed of the object in front of the vehicle according to the distance of the object in front of the vehicle detected within the set interval. This can realize real-time monitoring of the distance and relative speed of the vehicle and the object in front of the vehicle, and the monitoring data is used for the warning function of the anti-collision system.

[0019] The signal processing unit of the anti-collision system can also be provided with a pitch angle calculation module for selecting or calculating the braking distance and the safety distance according to the vehicle speed, calculating the angle between the direction of the laser emitted by the laser radar and the horizontal line, and sending the rotation angle signal to the control unit. In this way, the control unit can control the motor II to rotate to direct the laser beams emitted by the first group of laser radars to the road surface at the braking distance in front of the vehicle according to the rotation angle. The braking distance is the braking distance that the vehicle should have with the object or vehicle in front of the road at a specific running speed, which is well known. For example, when the vehicle speed is 120 km / h, the dry road braking distance is 80-100 meters, the reaction distance calculated according to a 1-second reaction time is 33.3 meters, and the safety distance is 120-150 meters. When the vehicle speed is 100 km / h, the dry road braking distance is 50-60 meters, the reaction distance calculated according to 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 dry road braking distance is 12-15 meters, the reaction distance calculated according to 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 dry road braking distance is 4-6 meters, the reaction distance calculated according to a 1-second reaction time is 8.3 meters, and the safety distance is 10-15 meters. To be more secure, redundancy can be increased.

[0020] The anti-collision system includes a plurality of laser radars. The plurality of laser radars are arranged on the support or the rotating table of the high-precision rotating table. The laser beams emitted by the plurality of laser radars converge into a point in front of the vehicle. The specific mode includes:

[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 emit laser to the road surface at the braking distance or safety distance in front of the vehicle without interruption, and the vehicle trajectory line generation module obtains the front wheel rotation angle information and calculates the center coordinates (and generates the safe running trajectory line equations on both sides of the vehicle) (S110).

[0027] Second step: the FPGA with obstacle or pit judgment module analyzes the non-ground detection points and judges whether it is an obstacle or a pit, and then sends the coordinate information to the information analysis unit (S109) when S108 is true;

[0028] Third step: the information analysis unit with obstacle or pit position comparison judgment module obtains information, and judges whether the obstacle or pit is located within the safe running track line range in the vehicle body coordinate system (S115);

[0029] Fourth step: if r1-f ≤ L ≤ r2+f, the obstacle is located within the safe running track line range (S117), and the control unit activates the execution unit of the AEBS after obtaining 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 rotation of the closest vehicle body point to the turning circle center during turning, and r2 is the radius of the rotation of the farthest vehicle body point to the turning circle center during turning;

[0030] 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;

[0031] Wherein, the rotating table of the high-precision rotating table can rotate under the driving of motor I, and when rotating, it drives the laser beam pointing to the road surface at the braking distance in front of the vehicle to rotate around the rotating center line I of the rotating table. At this time, the rotation of the laser beam around the rotating point forms a conical surface. This conical surface dynamically expands forward or shrinks to the rotating center line I according to the braking distance determined by the vehicle speed. When the vehicle is about to run onto the road in front of the position, an obstacle or a pothole appears in the running track line or the safe running track line range of the road in front of the vehicle, and the laser beam emitted by the laser radar reaches the surface of the obstacle or the inner surface of the pothole and is reflected to obtain distance and position information through the anti-collision system processing. When the anti-collision system confirms that it is an obstacle or a pothole, it means that there is a risk of collision, and the execution unit of the anti-collision system is activated in real time to slow down or brake. That is, when the laser beam emitted by the laser radar reaches the surface of the obstacle or the inner surface of the pothole and is reflected to obtain distance and position information through the signal processing unit processing, it is confirmed that the detected non-ground point is an obstacle or a pothole. When the laser radar's main control chip transmits the coordinates of the obstacle or the pothole to the signal processing unit, the signal processing unit generates the left and right safe running track line equations at this moment using the track line generation module and judges whether the obstacle or the pothole is located between the left and right safe running track lines. When the signal processing unit judges that the obstacle or the pothole is located in the safe running track line range on both sides of the vehicle, the execution unit of the anti-collision system is activated through the control unit to slow down or brake. Of course, there is also a method to judge the position of the obstacle or the pothole as follows: When the laser radar's main control chip transmits the coordinates of the obstacle or the pothole to the signal processing unit, the signal processing unit calculates the coordinates of the turning circle center at this moment, the rotating radius r1 at the part of the vehicle closest to the turning circle center, and the rotating radius r2 at the part of the vehicle farthest from the turning circle center using the track line generation module. The information analysis unit calculates the distance L between the obstacle or the pothole and the turning circle center. The signal processing unit transmits r1, r2, and L to the control unit. When r1-f≤L≤r2+f, f is a redundant distance, indicating that the obstacle or the pothole is located between the left and right safe running track lines, and the execution unit of the anti-collision system is activated to slow down or brake.

[0032] In the fifth aspect, the application provides a storage medium, wherein the storage medium stores an AEBS function execution optimization program, and the AEBS function execution optimization program, when executed by a processor, implements the steps of the AEBS function execution optimization method.

[0033] In the sixth aspect, a vehicle display is characterized in that, after the display adopts the technical features of the steps of the AEBS anti-collision method or the functions of the AEBS anti-collision system as claimed in any one of claims 1 to 2, the display can display a laser scanning detection line projected by a laser device to a braking distance or a safety distance in front of a road surface according to a vehicle speed at the time when the vehicle is moving forward, and the display can also display a projection of the vehicle on the road surface according to an actual size of the vehicle, and the display can also display a left safety running trajectory line and a right safety running trajectory line on the vehicle body according to a turning angle when the vehicle is turning.

[0034] In a seventh aspect, a vehicle provided with a collision avoidance system, the collision avoidance system comprising a laser device, a signal processing unit, a control unit, a collision avoidance execution unit, the laser device comprising a housing, a laser, a receiver, a main control board, a high-precision turntable, the laser, the receiver, the main control board, and the high-precision turntable being arranged in the housing, the housing being provided with a projection window for the laser beam to penetrate, the laser emitting a laser beam, the laser beam being received by the receiver and analyzed and calculated by the main control board to obtain surrounding environment information including x-coordinate, y-coordinate, z-coordinate, reflected energy, and time stamp of each frame, the laser using existing mature products on the market, such as VCSEL laser of Hesai 128 and products from the same supplier as that of iPhone, and the laser and the receiver being integrated into a transceiver device of Speedtech M1, the laser being arranged on the high-precision turntable, the high-precision turntable being horizontally arranged on the vehicle, the high-precision turntable being arranged on the top of the vehicle or above the vehicle chassis, the rotating table of the high-precision turntable being able to rotate around a vertical rotation center line I under the drive of a motor I, a motor II and a support being arranged on the rotating table, the motor II being able to drive the support to rotate around a rotation center line II of the support, the rotation center line II of the support intersecting with the rotation center line I of the rotating table at a rotation point, the laser and the receiver being arranged on the support, and a center line I of the laser beam emitted by the laser intersecting with the rotation center line I of the rotating table I and the rotation center line II of the support at the rotation point, one or more lasers or receivers being further arranged beside the laser and the receiver, the laser being able to rotate around the rotation center line I of the rotating table and the rotation center line II of the support under the drive of the rotating table, the rotation center line I of the high-precision turntable being perpendicular to the horizontal ground, the signal processing unit of the collision avoidance system being provided with a pitch angle calculation module for selecting or calculating a braking distance and a safety distance according to the vehicle speed, calculating an included angle between the direction of the laser emitted by the laser radar and the horizontal line according to the braking distance, and transmitting the rotation angle signal to the control unit, so that the control unit obtains the rotation angle signal and controls the motor II to rotate according to the rotation 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 braking distance being a braking distance that the vehicle should have with the object or vehicle in front of the road under a certain driving speed, for example, when the vehicle speed is 120 km / h, the dry road braking distance is 80-100 meters, the reaction distance calculated according to the reaction time of 1 second is 33.3 meters, and the safety distance is 120-150 meters; when the vehicle speed is 100 km / h, the dry road braking distance is 50-60 meters, the reaction distance calculated according to the reaction time of 1 second is 27.8 meters, and the safety distance is 80-100 meters; when the vehicle speed is 50 km / h, the dry road braking distance is 12-15 meters, the reaction distance calculated according to the reaction time of 1 second is 13.9 meters, the safe distance is 25-30 meters; when the vehicle speed is 30 km / h, the dry road braking distance is 4-6 meters, the reaction distance is 8.3 meters according to 1 second reaction time, and the safe distance is 10-15 meters, and the redundancy can be increased for more safety.

[0035] The rotating table of the high-precision rotating table is provided with one or more laser radars, the center line of the laser beams emitted by the one or more laser radars intersects the rotating center line 1 of the rotating table and is emitted upwards of the rotating table, and the included angle with the horizontal line is less than 0.5 degrees.

[0036] The lower part of the vehicle or the lower part of the vehicle chassis is provided with another high-precision rotating table, the rotating table of the other high-precision rotating table is provided with one or more laser radars, the center line of the laser beams emitted by the laser radars is parallel to the horizontal line and the distance from the horizontal ground is greater than 10 cm and less than 60 cm, and the position of the plurality of laser radars is set to include that the center line of the laser beams emitted by the plurality of laser radars intersects the rotating center line of the rotating table of the other high-precision rotating table at a rotating point, and another scheme is that the distance between adjacent detection centers of the plurality of laser radars is greater than 2 cm, the laser beams emitted by the plurality of laser radars converge in front of the vehicle, the center line of the laser beams emitted by the plurality of laser radars forms a point cloud on the vertically arranged reflecting plate, the distance between adjacent point clouds on the reflecting plate decreases with the increase of the distance between the reflecting plate and the ranging center of the laser radar, or another scheme is that the distance between adjacent detection centers of the plurality of laser radars is less than 36 cm, the laser beams emitted by the plurality of 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 the plurality of laser radars is 36 cm, the angle at which the center lines of the laser beams emitted by adjacent laser radars intersect is 0.21 degrees, so it can be known that the distance between the center lines of adjacent laser beams within the range of 200 meters in front of the detection center of the laser radar is less than or equal to 36 cm, which ensures that adjacent laser beams have an overlapping range within 200 meters and improves the detection accuracy, the outer shell of the high-precision rotating table is further connected with the horizontal rotating shaft of another motor, and the high-precision rotating table can make pitching motion under the driving of another motor to adjust the direction of the laser emitted by the laser radar, for example, when encountering a road with a slope or a bumpy road, the control unit can output the size of the compensation angle according to the data transmitted by various sensors after analysis and processing to control the rotation of another motor to realize real-time adjustment of the reverse direction of the laser emitted by the laser radar.

[0037] The steering wheel or the front wheel of the vehicle is provided with an angle sensor, and the angle sensor is responsible for transmitting the turning angle information of the front wheel or the 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 anti-collision system is provided with a pitch angle operation module, which is used for selecting or calculating a safety distance according to a vehicle speed, and calculating an included angle between a laser beam emitted by the laser radar and a horizontal line according to the safety distance.

[0039] The information analysis unit is provided with a trajectory line generation module, which establishes a rectangular coordinate system with a ranging center of the laser radar as a coordinate origin, calculates coordinates of a turning circle center and function equations of a left running trajectory line and a right running trajectory line of the vehicle body according to a front wheel turning angle and a vehicle body structure, that is, the trajectory line generation module contains written function equations of the left and right safety running trajectory lines of the vehicle body in the vehicle body coordinate system or the laser radar coordinate system, which can change with a steering wheel angle of the vehicle.

[0040] The information analysis unit is provided with an obstacle or pit position comparison judgment module for judging whether the obstacle or pit is located within the safe running track range. After the information analysis unit (also referred to as a data analysis unit) acquires information, it judges whether the obstacle or pit is located within the safe running track line range. The obstacle or pit position comparison judgment module can also contain a function equation of a left safe running track line of a vehicle body that can change with the steering wheel angle of the vehicle in the vehicle body coordinate system or the laser radar coordinate system, and a function equation of a right safe running track line. 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 information analysis unit of the obstacle or pit position comparison judgment module for judgment. If the x coordinate and y coordinate of the obstacle or pit are located within the left safe running track line and the right safe running track line, 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 for detailed judgment of the collision risk and then the warning, deceleration, braking, and other action processes of the anti-collision system are activated, ensuring that the vehicle will not collide with the obstacle or pit. One of the specific judgment processes of the obstacle or pit position comparison judgment module is as follows: a space rectangular coordinate system is established with the ranging center of the laser radar as the origin, and the laser radar coordinate system is used as the basis. First, the driving state of the vehicle is determined: according to the steering angle of the vehicle or the steering angle of the left front wheel, in combination with the size and structure data of the vehicle body, the running track line equation at the vehicle body position closest to the variable direction circle center and the running track line equation at the vehicle body position farthest from the variable direction circle center are determined, and the left safe running track line equation and the right safe running track line equation with increased redundancy distance are determined. That is, in combination with the size and structure data of the vehicle body, the steering angle of the vehicle or the steering angle of the left front wheel and the left safe running track line equation and the right safe running track line equation are in a one-to-one correspondence. Once the steering angle of the vehicle or the steering angle of the left front wheel is determined, the variable direction circle center of the vehicle during driving, i.e., the rotation center, is also determined. In combination with the size and structure data of the vehicle body, the steering angle of the vehicle or the steering angle of the left front wheel and the vehicle turning radius are in a one-to-one correspondence. The coordinates of the variable direction circle center during vehicle turning are calculated, and the function relationship of the running track line equations at the leftmost and rightmost positions of the vehicle body during vehicle turning is calculated.The coordinates of the body point of the maximum radius r2 and the body point of the minimum radius r1 can also be calculated. One of the methods for comparing the position of the obstacle or pit is as follows: we write the function equation of the left side safe running trajectory line and the function equation of the right side safe running trajectory line with the turning angle of the left front wheel or the turning angle of the steering wheel as the variable into the obstacle or pit position comparison judgment module in the data analysis unit or the control unit; when the vehicle is running, the information detected by the laser radar is analyzed and converted to obtain the x coordinate and y coordinate of the obstacle or pit in the coordinate system, and the turning center coordinate of the vehicle at this moment is calculated, and the distance L between the obstacle or pit and the turning center is calculated; then, the obstacle or pit position comparison judgment module compares the size relationship of the three data of the rotating radius r2 of the body point of the maximum radius in the coordinate system, the rotating radius r1 of the body point of the minimum radius in the coordinate system, and the distance L between the obstacle or pit and the turning center in the coordinate system: if L=r1 or L=r2, it means that the obstacle or pit is on the trajectory line where the vehicle is about to run to the position, if r1L<r2, it means that the obstacle or pit is located in the running trajectory line range of the vehicle, which is dangerous, if L>r2 or L<r1, it means that the obstacle is located outside the running trajectory line of the vehicle, which is theoretically safe for the vehicle to run, and the actual judgment should consider the redundant distance; finally, if the data analysis unit or the control unit analyzes and calculates that the obstacle or pit is located on the running trajectory line or in the running trajectory line range, the control unit can directly stimulate the execution unit of the control system to perform deceleration, braking and other actions, and the module subdivided by the control unit can make more detailed and accurate judgment on whether there is a risk of collision according to the vehicle speed, position direction, relative distance, motion state of the obstacle and other factors, and if there is, the anti-collision system control anti-collision execution unit is stimulated to perform automatic deceleration or automatic braking action, if L>r1 or L<r2, it means that the obstacle is located outside the trajectory line where the vehicle is about to run to the position, which is theoretically safe for the vehicle to run, and the actual application should consider the redundant distance for judgment. The above running trajectory line increases the safe redundant distance to form a safe running trajectory line, which is to increase the radius r2 of the body point of the maximum radius when the vehicle turns by a redundant distance f, and to reduce the radius r1 of the body point of the minimum radius when the vehicle turns by a redundant distance f, that is, to compare the maximum turning radius r1+f and the minimum turning radius r2-f with L, if L=r1-f or L=r2+f, it means that the obstacle or pit is on the safe running trajectory line, which is a dangerous state, if r1-fL<r2+f, it means that the obstacle or pit is located in the safe running trajectory line range, which is a dangerous state, if L>r2+f or L<r1-f, it means that the obstacle or pit is located outside the safe running trajectory line range where the vehicle is about to run to the position, which is safe for the vehicle to run,The function equation of the left side safe running trajectory line and the function equation of the right side safe running trajectory line can also be established considering the redundant distance f.

[0041] The bracket is further provided with a group of laser radars, the laser beams emitted by the group of laser radars are directed to the road surface at a safe distance in front of the vehicle according to the vehicle speed, 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, which is used for selecting or calculating the safe distance according to the vehicle speed, calculating the included angle between the direction of the laser emitted by the laser radar and the horizontal line according to the safe distance, and delivering the turning angle signal to the control unit, so that the control unit can control the motor II to rotate according to the turning angle signal to make the laser beams emitted by the first group of laser radars directed to the road surface at a safe distance L in front of the vehicle.

[0042] The signal processing unit or the control unit judges whether the obstacle or the pit is located in the range between the left side safe running trajectory line and the right side safe running trajectory line according to the coordinate position of the obstacle or the pit.

[0043] The vehicle electronic stability control system (ESC) is used as an actuator of the emergency braking system (AEBS).

[0044] For M1 type vehicles, the system is in an activated state when a collision danger with a vehicle in front is monitored, and is in a standby state when no collision danger is monitored, at least under all vehicle load conditions in the speed range of 10 km / h to 80 km / h.

[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 laser line of 905 nanometers or other wavelengths emitted by the laser radar, it is first stated that the laser beam or the center line of the laser beam or the circular arc line formed by the laser emission to the ground or the safe running trajectory line of the vehicle drawn in the drawings of the specification of the present application cannot be directly seen in reality, and the drawing of the above-mentioned lines in the drawings of the specification is only for the convenience of explaining the technical scheme of the present application. The above-mentioned laser beam or the center line of the laser beam or the circular arc line formed by the laser emission to the ground or the safe trajectory line of the vehicle is drawn in the drawing to facilitate explanation.

[0061] As Figure 1 shown, Figure 1The figure is a system diagram of the anti-collision system of the present application. The vehicle is provided with: a sensor unit (10) comprising: an angle sensor for steering direction recognition and steering angle measurement, a motion state sensor (103) for vehicle inclination, acceleration, the angle sensor being arranged on the rotating shaft of the front wheel or on the rotating shaft of the steering wheel, the angle sensor being capable of directly outputting the rotating angle of the front wheel or outputting the rotating angle of the front wheel through conversion; a laser emitting device (102) or a laser range finder for emitting a laser beam and receiving a return wave to obtain surrounding environment information; a signal processing unit (20) comprising: a motion state processing module (203) for processing, converting and analyzing motion state sensor data, a laser control module (204) for controlling the direction of the laser beam, a distance processing module (201) for calculating and analyzing the detected distance, analyzing whether there is a sudden change or break in the detected distance data, and analyzing the positional relationship between the obstacle or pit and the vehicle running track or the vehicle safe running track; a control unit (30) for receiving and processing angle data transmitted by the signal processing unit, and controlling the laser control module of the signal processing unit to command the laser emitting device (102) to adjust the angle so that the laser beam can rotate and scan the detected distance at the safe distance in front of the vehicle. In this way, the laser radar can not only detect the road surface at the safe distance between the left and right safe running tracks in front of the vehicle, but also obtain data for the AEBS data analysis unit to calculate, analyze and judge potential targets, such as lane changing of a vehicle in front, electric vehicle or pedestrian crossing the road surface, ghost probe, etc. The distance processing module (201) obtains distance information and analyzes the distance information to determine whether there is an obstacle or pit 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 arranged in the signal processing unit (20), and a collision avoidance execution unit (40) for judging whether to activate AEBS by analyzing the positional relationship between the obstacle or pit and the left and right safe running tracks of the vehicle. If the signal processing unit (20) determines that there is an obstacle or pit on the road surface between the left and right safe running tracks of the vehicle, it means that the vehicle has a collision risk when driving in this state, and the collision avoidance execution unit is activated to perform the collision avoidance action process in real time under the linkage control of the control unit. The collision avoidance execution unit (40) comprises: a vehicle speed regulator (401) for executing the signal of the control unit to reduce or close the oil circuit or control the motor to reduce the speed to control the vehicle speed, a brake device (402) for executing the signal of the control unit to connect the brake circuit to brake the vehicle, an instrument (403) for executing the signal of the control unit to display the front obstacle warning, and a brake light (404) for executing the signal of the control unit to remind the rear vehicle.

[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 2Figure 1 is a schematic diagram of a first structure of a laser device for a vehicle according to an embodiment of the present application. A vehicle provided with a collision avoidance system, the collision avoidance system comprising a housing, a laser radar, a signal processing unit, a control unit, a collision avoidance execution unit, the perception module comprising a laser radar, a high-precision turntable, the laser radar being a device that emits a laser beam and receives a return wave to obtain surrounding environment information, the laser radar comprising a transmitting module and a receiving module, the receiving module using a detector, the transmitting module using a laser or radar, the laser radar using a mature laser radar technology solution on the market, for example: the transmitting and receiving integrated transceiver module used by Speedten Jucheng M1, or the VCSEL laser transmitting and receiving module of Huisa Technology Huisa 128, of course we can also separately use the transmitting module or receiving module of the mature laser radar on the market, the laser transmitting module can also use ultrasonic radar or millimeter wave radar, such as Figure 2As shown, the laser radar 8, the laser radar 9 and the laser radar 11 are arranged on the high-precision rotary table 1, the high-precision rotary table 1 is arranged at the front middle part of the roof of the vehicle, the high-precision rotary table 1 can also be arranged above the chassis of the vehicle, the rotating table surface 2 of the high-precision rotary table 1 is parallel to the horizontal plane, the rotating table surface 2 of the high-precision rotary table 1 can rotate around the vertical rotation center line 19 of the rotating table surface 2 under the driving of the motor arranged in the base shell 21, the motor 3 and the support 6 are arranged on the rotating table surface 2, the motor 3 adopts a servo motor, the motor 3 can also adopt a stepping motor, the motor 3 can also adopt a rudder motor and the like. The motor 3 can drive the support 6 to rotate around the rotation center line 7 of the support 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 support 6 intersects with the rotation center line 19 of the rotating table surface 2 at the rotation point 12, the laser radar 8 is arranged on the support 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 surface 2 and the rotation center line 7 of the support 6 at the rotation point 12, the laser radar 9 and the laser radar 11 are also arranged on the support 6, the detection center 12 of the laser radar 8 (the detection center of the laser radar 8 coincides with the above-mentioned rotation point 12), 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, the above-mentioned center line 16, center line 17 and center line 18 form point clouds on the reflection plate arranged vertically 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 rotary table 1.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 are technical solutions among them: the center line of the laser beam emitted by the above one or more laser radars intersects the rotation center line 19 of the rotating table 2 and is emitted upwards of 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 high-precision rotary table 1, the adjacent distance between the detection centers of the above multiple laser radars is greater than 1.7 cm, and the adjacent point clouds of the laser beams emitted by the above multiple laser radars on the vertically arranged reflection plate in front of the vehicle decrease in size with the increase of the distance between the reflection plate and the vehicle.

[0073] As Figure 3 shown, Figure 3 The schematic diagram of the laser beams emitted by the laser radars of the first structure of the laser device of the vehicle of the embodiment of the present application converging into a point. As Figure 3 described, the rotating surface of the high-precision rotary table 1 is provided with a motor 3, the rotating shaft of the motor 3 is connected with a support, the support is provided with a laser radar 8, a laser radar 9 and a laser radar 11, 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 point 39, the distance between the point 39 and the high-precision rotary table 1 is greater than 100 meters, at this time, the angle between the center lines of the adjacent laser beams is 0.01 degrees, which can ensure that the center line 16, the center line 17 and the center line 18 all have overlapping ranges on the point cloud on the reflection plate at 200 meters, by making the laser radar 8, the laser radar 9 and the laser radar 11 emit the laser beams in sequence, it can be ensured that each reflected light will not interfere, and at the same time, the angular resolution and the detection accuracy can be improved.

[0074] As Figure 4 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, and the above-mentioned center line 105 of the laser beam, the center line 106 of the laser beam, and the center line 107 of the laser beam form a point cloud on the vertically arranged reflector plate in front of the vehicle, and the distance between adjacent points in the point cloud decreases with the increase of the distance between the reflector plate and the high-precision turntable 82; 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, and the above-mentioned center line 88 of the laser beam, the center line 92 of the laser beam, and the center line 93 of the laser beam form a point cloud on the vertically arranged reflector plate in front of the vehicle, and the distance between adjacent points in the point cloud decreases with the increase of the distance between the reflector plate and the high-precision turntable 82

[0077] When the high-precision turntable 82 is arranged on the vehicle, and the vehicle starts to drive forward, the first group of laser radars on the high-precision turntable 82 emits laser and rotates around the rotation center line 112 of the rotating table 83. The laser emitted by the first group of laser radars forms a conical surface, which forms a circular arc scanning point cloud on the road surface. As the vehicle speed increases, the laser emitted by the first group of laser radars forms a conical surface and is pushed forward from near to far under the drive of the motor 95. When the vehicle speed decreases, the laser forms a conical surface and is retracted from far to near 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 rotate and scan the road surface in the braking distance in front of the driving direction. 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 is no obstacle or pit on the detected road surface. If there is an obstacle or pit on the road in front, the first group of laser radars will detect the distance. When it is found that a plurality of non-ground points exceeding the threshold value are gathered in one place, it means that there is an obstacle or pit in the detected laser. When it is confirmed that there is an obstacle or pit in the safe running track line range, it means that the vehicle has a collision risk, and the anti-collision execution unit of the anti-collision system is activated in real time to perform deceleration, braking and other actions. When the collision risk is eliminated, the action of the execution unit of the anti-collision system is exited. Therefore, the first group of laser radars on the high-precision turntable 82 can be responsible for the safe detection of the road surface between the left and right safe running track lines of the vehicle within the braking distance. However, when the high-precision turntable 82 is arranged at a position less than 38 cm and greater than 10 cm from the ground in front of the vehicle (the position of the vehicle lamp), due to the low arrangement position, when the vehicle starts from a stationary state, the first group of laser radars starts to gradually open outward in the direction perpendicular to the ground during the low-speed stage after starting. Therefore, during this low-speed stage, the first group of laser radars cannot detect the transversely moving objects such as vehicles and ghost objects located outside the left and right safe running track lines in the front near distance of the running vehicle, which will form a detection blind spot and cannot meet the standard. Therefore, when the vehicle starts to drive, the safe detection task outside the left and right safe running track lines is performed by the second group of laser radars. The horizontal plane rotating scanning detection of the second group of laser radars can comprehensively detect the transversely moving objects outside the left and right safe running track lines of the vehicle 51 during driving, analyze the position, speed and time of the transversely moving objects entering the safe running range of the vehicle, and judge whether there is a collision risk to decide whether to activate the execution unit action of the anti-collision system. The horizontal plane rotating scanning detection of the second group of laser radars can also detect and monitor the safe running track line range of the vehicle. The combination of the first group of laser radars and the second group of laser radars has the function of precise detection and can eliminate the detection blind spot, and can well complete the AEBS test.

[0078] As Figure 6 shown, Figure 6The side view schematic diagram of the laser radar emitting laser when the second structure of the laser device of the vehicle of the embodiment of the application is arranged on the vehicle. The high-precision turntable 82 is arranged in front of the roof of the vehicle 160, and the laser beams emitted by the first group of laser radars of the high-precision turntable 82 can perform rotational scanning detection on the road surface at the braking distance in front of the vehicle. The center lines 105 and 106 of the laser beams emitted by the first group of laser radars converge at the point 161 at 100 meters in front of the vehicle, and due to the existence of the overlapping range of the point cloud, the detection accuracy can be improved. The center lines 88 and 92 of the laser beams emitted by the second group of laser radars of the high-precision turntable 82 are parallel to the horizontal plane and converge at the point 162 at 100 meters in front of the vehicle, and the design that the laser beams emitted by the second group of laser radars converge at 100 meters in front of the vehicle can also improve the detection accuracy.

[0079] As shown in Figure 7 , Figure 7 The control flow chart of the anti-collision method of the embodiment of the application.

[0080] The anti-collision method comprises the following steps:

[0081] The first step: after the AEBS anti-collision system is started (S101), the pitch angle operation module selects or calculates the braking distance or the safety distance of the vehicle running according to the vehicle speed information, the AEBS control laser radar emits the laser beam vertically rotates to the stop position and controls the laser radar to emit laser beams to the road surface in front of the vehicle at the braking distance or the safety distance, and the vehicle trajectory line generation module obtains the front wheel steering angle information and calculates the center coordinates (and generates the safety running trajectory line equation on both sides of the vehicle) (S110);

[0082] The second step: when the FPGA provided with the obstacle or pit judgment module analyzes the non-ground detection points and judges that it is an obstacle or a pit (S108 is), the coordinate information is sent to the information analysis unit (S109);

[0083] The third step: after the information analysis unit provided with the obstacle or pit position comparison judgment module obtains the information, it is judged whether the obstacle or pit is located in the safety running trajectory line range in the vehicle body coordinate system (S115);

[0084] The fourth step: if r1-f ≤ L ≤r2+f, the obstacle is located in the safe running track line range (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] Specific description as follows: collision avoidance system is off, laser radar is in initial state (S100), after collision avoidance system is started (S101), FPGA provided with pitch angle operation module acquires vehicle speed information to control laser radar to emit laser line beam to be vertical to rotate to stop and control laser radar to emit laser without interruption (S105), that is, when each step described below is running, even in the process of vehicle speed change and front wheel angle change, laser radar always emits laser to road surface while continuously rotating or swinging on high-precision rotating table around rotating table face center line, when FPGA does not analyze data of detection distance (S107), above-mentioned laser radar still rotates and emits laser under FPGA control, when FPGA provided with obstacle or pit judgment module (also can be called distance analysis module) analyzes non-ground detection point; when it is judged that non-ground detection point is not obstacle or pit (S108 is not), above-mentioned laser radar still rotates and emits laser under FPGA control, when it is judged that it is obstacle or pit (S108 is), FPGA calculates coordinates of obstacle or pit in vehicle body coordinate system (can be converted from laser radar coordinate system to vehicle body coordinate system for coordinate conversion) and transmits to data analysis unit (S109).When the system is started (S101), the data analysis unit provided with the vehicle trajectory line generation module acquires the front wheel steering angle information, establishes the vehicle body coordinate system with the midpoint of the rear wheel axle of the vehicle as the coordinate origin, determines the coordinates of the turning circle center, and determines the closest and farthest vehicle body positions around the turning circle center during vehicle driving in combination with the outer shape and size of the vehicle. The left and right safe running trajectory line equations of the vehicle at the moment are calculated according to the coordinates of the closest and farthest vehicle body positions around the turning circle center and the coordinates of the turning circle center. It is particularly pointed out that there is no turning circle center when the vehicle is straight, and the left safe running trajectory line of the straight vehicle is the running trajectory line of the position coordinates of the leftmost vehicle body position plus a redundant distance. The left safe running trajectory line equation is x = -(a + h), a is the horizontal distance between the leftmost vehicle body position and the coordinate origin of the vehicle body coordinate system, and h is the safe redundant distance. The right safe running trajectory line of the straight vehicle is the running trajectory line of the position coordinates of the rightmost vehicle body position plus a redundant distance. The right safe running trajectory line equation is x = a + h, a is the horizontal distance between the leftmost vehicle body position and the coordinate origin of the vehicle body coordinate system, and h is the safe redundant distance (S110). Thus, when the FPGA calculates the coordinates of the obstacles or potholes in the vehicle body coordinate system and transmits them to the data analysis unit (S109), the data analysis unit provided with the obstacle or pothole position comparison and judgment module can judge whether the obstacles or potholes are located within the safe running trajectory line range on the vehicle body coordinate system after acquiring the information (S115). Let L be the distance between the coordinates of the obstacles or potholes and the coordinates of the turning circle center, r1 be the safe trajectory line radius obtained by reducing the redundant distance h from the rotation radius of the vehicle body position closest to the turning circle center during turning, and r2 be the safe trajectory line radius obtained by increasing the safe redundant distance h from the rotation radius of the vehicle body position farthest from the turning circle center during turning. If L > r2 + f or L < r1 - f, the obstacles or potholes are located outside the safe trajectory range (S110), and the vehicle can normally run without activating the execution unit of the AEBS. If r1 - f ≤ L ≤ r2 + f, the obstacles are located within the safe trajectory range (S117). The control unit activates the execution unit of the anti-collision system after obtaining the signal (S119), and cancels the execution of the unit when the collision danger disappears (S118). As the front wheel steering angle or the steering wheel steering angle changes during vehicle driving (S111), the data analysis unit provided with the trajectory line generation module continuously acquires the front wheel steering angle information, establishes new running trajectory line equations and safe running trajectory line equations (S110). Meanwhile, when the vehicle speed continuously changes (S103), the FPGA provided with the obstacle or pothole position comparison and judgment module continuously acquires the vehicle speed information to control the vertical rotation of the laser beam emitted by the laser radar and continuously rotate and emit the laser (S105).

[0087] As Figure 8As shown, Figure 8 The first structure of the laser device of the vehicle embodiment of the present application is provided on the vehicle, and the laser device is combined with Figure 7 The control flow of the anti-collision system forms a circular arc line scanning line on the road when the laser device emits laser when the vehicle is driving on the road.

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

[0089] 1When the system is started (S101), the data analysis unit provided with the obstacle or pit judgment module acquires the front wheel angle information, takes the midpoint of the rear wheel shaft of the vehicle as the coordinate origin, Y axis as the positive front direction of the vehicle straight ahead, X axis as the left side of the vehicle, and Z axis as the vertical upward, establishes the vehicle body coordinate system, determines the coordinate of the turning center, and determines the coordinates of the closest and farthest vehicle body positions around the turning center coordinate during vehicle driving in combination with the outer shape and size of the vehicle. The left and right safe running trajectory line equations of the vehicle at this moment are calculated according to the coordinates of the closest and farthest vehicle body positions around the turning center coordinate and the coordinate of the turning center. It is particularly pointed out that there is no turning center when the vehicle is straight, and the left safe running trajectory line of the straight vehicle is the trajectory line of the vehicle body coordinate after adding a redundant distance to the leftmost vehicle body position. The left safe running trajectory line equation is x = -(a + f), f is the distance between the coordinate of the closest vehicle body position around the turning center coordinate and the coordinate origin of the vehicle body coordinate system, and f is the safe redundant distance. The right safe running trajectory line of the straight vehicle is the trajectory line of the vehicle body coordinate after adding a redundant distance to the distance between the coordinate of the rightmost vehicle body position and the coordinate origin of the vehicle body coordinate system. The right safe running trajectory line equation is x = a + f, a is the horizontal distance between the rightmost vehicle body position and the coordinate origin of the vehicle body coordinate system, and f is the safe redundant distance (S110). The coordinate of the turning center of the vehicle body is (a, 0), the safe running trajectory line equation of the closest vehicle body position to the center coordinate is (x-a) 2 +y 2 =(r1-f) 2 , r1 is the rotation radius of the closest vehicle body position, f is the safe redundant distance greater than 0, for example, f = 30 cm or f = 50 cm, and the safe running trajectory line equation of the farthest vehicle body position from the center coordinate is (x-a) 2 +y 2 =(r2+f) 2 , r2 is the rotation radius of the farthest vehicle body position, f is the safe redundant distance greater than 0, for example, f = 30 cm or f = 50 cm; more specifically, when the center coordinate is (10, 0), the vehicle drives counterclockwise, and the left safe running trajectory line equation of the vehicle is the safe running trajectory line equation of the closest vehicle body position to the center coordinate, which 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, the coordinate system is established with the midpoint of the rear wheel axis center line 63 of the vehicle 62 as the coordinate origin 80, the front of the vehicle 62 as the Y axis 81, and the right side direction of the vehicle 62 as the X axis 79. The following is an example of explaining when the vehicle turns in an ideal state, and the turning circle center is located on the rear wheel axis center line 63. When the left front wheel 65 rotates counterclockwise by an angle A, the closest point of the vehicle body to the turning circle center 68 is point 72, and the farthest point of the vehicle body to the turning circle center 68 is point 71. When the vehicle 62 rotates by A, according to the front-to-rear wheel distance of the vehicle 62, the positions of the front and rear wheels in the vehicle body, the projected size of the vehicle body shape on the horizontal road surface, and other structural data, the circle center coordinates are calculated as (a, 0), the rotation radius of the closest point 72 of the vehicle body to the turning circle center 68 is calculated as r1, r1 is the distance between point 72 and the turning circle center 68, and the turning radius of the farthest point 71 of the vehicle body to the turning circle center 68 is calculated as r2, r2 is the distance between the turning circle center 68 and point 71. As shown in the figure, Figure 8 The trajectory line equation of point 72 rotating around the turning circle center point 68 is: (x-a) 2 +y 2 =r1 2 , which is reflected on the coordinate system as a circular arc trajectory line 75; the trajectory line equation of point 71 rotating around the turning circle center point 68 is: (x-a) 2 +y 2 =r2 2 , which is reflected on the coordinate system as a circular arc trajectory line 76; after considering a safety redundant distance f outside the circular arc trajectory lines 75 and 76, the function equation of the safe operation trajectory line 73 of the closest point 72 of the vehicle body rotating around the turning circle center 68 is: (x-a) 2 +y 2 =(r1-f) 2 ; the function equation of the safe operation trajectory line 78 of the farthest point 71 of the vehicle body rotating around the turning circle center 68 is: (x-a) 2 +y 2 =(r2+f) 2 ;

[0093] Of course, there is also a method for judging the position of obstacles or potholes as follows: when the main control chip of the laser radar transmits the coordinates and other information of the obstacles or potholes to the signal processing unit, the signal processing unit generates the coordinates of the turning circle center at this moment, the rotation radius r1 of the closest point of the vehicle body to the turning circle center, and the rotation radius r2 of the farthest point of the vehicle body to the turning circle center using the trajectory line generation module, the information analysis unit calculates the distance L between the coordinates of the obstacles or potholes and the turning circle center 68, the signal processing unit transmits r1, r2, and L to the control unit, and the control unit judges whether r1-f≤L≤r2+f to determine whether the pothole is located between the left and right safe operation trajectory lines, and then activates the execution unit of the anti-collision system to perform deceleration or braking action.

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

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

[0099] In Figure 9 the AEBS function execution optimization device, 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 arranged 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 embodiments of the present application.

[0100] Those skilled in the art can understand, Figure 9 the structure shown in the figure does not constitute a limitation on the AEBS function execution optimization device, and can include more or fewer components than the figure, or combine certain components, or different component arrangements.

[0101] As Figure 10 shown, Figure 10 is a flowchart of the first embodiment of the AEB function execution optimization method of the anti-collision system of the present application. In this embodiment, the AEB function execution optimization method 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 and emitting a 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 a safe area that can be driven, but also can be called a safe running trajectory area. The safe area that can be driven includes a passing area formed between a left running trajectory line and a right running trajectory line of the vehicle body to be driven at the moment under the turning angle state of the front wheel, with the leftmost vehicle body point of the vehicle body and the rightmost vehicle body point of the vehicle body on the left side of the vehicle body to be driven at the moment. The preset passing area further includes a 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 pedestrians or other moving objects that may appear 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, the 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 a pedestrian crosses the road, the speed at the time of collision is mainly considered 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 the 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, whether it is a collision event of a pedestrian crossing the road type or a collision event of two cars rear-end type, the obstacles in the two events can be divided into the speed component in the same direction of the vehicle motion speed and the speed component in the vertical direction. Since the vehicle itself has a certain volume, taking the crossing collision event as an example, the speed component of the crossing obstacle in the direction of vehicle motion can be offset. When the left running trajectory line or the right running trajectory line of the vehicle intersects with the transverse trajectory line of the obstacle coordinate in the transverse motion direction at an intersection, a region that may cause a collision is formed. If the speed of the crossing obstacle on the transverse trajectory line is too slow, the vehicle will cross the transverse trajectory line of the obstacle coordinate before the crossing obstacle. Similarly, if the speed of the crossing obstacle on the transverse trajectory line in the transverse motion direction is too fast, the obstacle will cross the safety region of the vehicle before the vehicle. Therefore, when the above two conditions occur and all conditions remain unchanged, the vehicle does not need to decelerate, that is, the required deceleration is zero. Only when the motion state of the obstacle changes, the collision risk and the required deceleration need to be rejudged according to the updated motion information.

[0108] It can be understood that when there is a collision risk, it is necessary to further determine the time for reducing the speed of the vehicle in the motion direction to the speed of the obstacle. Since there is a certain distance between the vehicle and the obstacle, the required deceleration required for vehicle braking can be determined according to the braking distance and the current speed difference between the two, from the beginning of the collision risk.

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

[0110] It should be noted that the calculation is generally performed by engineering methods such as vehicle dynamics model and braking force balance equation. The calculation of the specific required deceleration is described below. It is declared here that this example is only for the longitudinal rear-end scenario of the vehicle to the obstacle, and is not applicable to the crossing scenario. Therefore, only the longitudinal rear-end scenario is described. In this scenario, the obstacle motion information that needs to be obtained in advance includes: the relative longitudinal distance d rel between the vehicle and the obstacle, the longitudinal acceleration a obj of the obstacle, in addition, before the collision event, the system needs to set the safety distance that the vehicle and the obstacle should reserve, that is, the longitudinal speed d secure of the obstacle, v obj refers to the longitudinal acceleration of the obstacle, and a Avoid refers to the required deceleration of the vehicle at the current time for avoiding collision, which is calculated by the ADAS system according to the above physical quantities.

[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 calculation method of the required deceleration will vary according to different vehicles and braking systems, and the actual calculation method of the required deceleration can be 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 since the vehicle maintains a certain distance from the obstacle, even if there is a risk of collision, it is not necessary to decelerate as soon as there is a risk of collision, which will cause the vehicle to frequently brake slightly and greatly affect the driving experience, so a braking threshold is needed, and when the real-time required deceleration reaches the braking threshold, the braking action of the AEBS system needs to be further activated.

[0123] It should be understood that the real-time required deceleration is equivalent to the physical property of acceleration, but this 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 braking action of the AEBS system needs to be activated.

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

[0125] Step S50: According to the updated real-time required deceleration, the updated collision risk is determined, and when the evaluation result is no collision risk, the braking action of the AEBS system is exited.

[0126] It should be noted that the condition for exiting the braking action of the AEBS system is that there is no collision risk at all, that is, when the real-time required deceleration is zero, if there are some special circumstances, for example, the braking distance between the current vehicle and the obstacle is too small, the previous collision risk judgment result will also be continued, and only when the collision risk completely disappears, the braking action of the AEBS system will 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, the coordinate position of each obstacle, the velocity component in two directions, and the left running trajectory line or the right running trajectory line on the safe range of the obstacle and the vehicle in the motion direction are arranged in the order of the distance, and the motion information of each obstacle is obtained.

[0135] Based on the first embodiment, the step S20 in the execution optimization method of the AEBS function includes: step S201: determining the time required for the obstacle to pass through the left running trajectory line or the right running trajectory line on the two sides of the vehicle and the intersection position of the straight line of the motion direction of the obstacle as the first time interval according to the motion speed of the obstacle in the vertical direction of the motion direction of the vehicle and the coordinate of the obstacle.

[0136] It should be noted that in the actual situation of the collision between the obstacle and the vehicle, when the vehicle and the obstacle collide, they respectively advance to the collision point according to their respective speeds before the collision occurs. It can be known by reversing this process that when the obstacle advances along the horizontal direction, the vehicle maintains a uniform motion, and the area where the two intersect to produce a collision is determined. The area is the intersection line segment of the left running trajectory line or the right running trajectory line on the two sides of the vehicle and the actual motion direction extension line of the position of the obstacle. Only when both are in the position of the intersection line segment, can they have a collision possibility.

[0137] It should be understood that when the horizontal direction speed of the obstacle is determined, and the intersection position of the left running trajectory line or the right running trajectory line on the two sides of the vehicle and the straight line of the motion direction of the obstacle is determined, the time when the obstacle reaches the two intersection points can be calculated, and the time is taken as the two endpoints of the first time interval.

[0138] Step S202: determining the time required for the front end and the rear end of the vehicle to pass through the straight line of the motion direction of the obstacle as the second time interval according to the motion speed of the obstacle in the motion direction of the vehicle, the coordinate of the obstacle and the speed of the vehicle. It can be understood that according to the content in the previous step, the time interval required for the vehicle to completely pass through the trajectory extension line of the motion direction of the obstacle according to the current speed and motion trajectory needs to be calculated. In addition to considering the relative speed of the vehicle and the obstacle in the direction, the length of the front and rear sides of the vehicle, and the left running trajectory line or the right running trajectory line on the two sides of the vehicle, the passing time is finally obtained. The time from the front of the vehicle passing to the rear of the vehicle leaving is obtained. The time interval of the second collision is obtained as the second time interval.

[0139] Step S203: 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 time.

[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 evaluation result is collision risk, according to the obstacle position coordinates and the vehicle position coordinates on the plane, the left running trajectory line or the right running trajectory line of the vehicle body, the relative distance in the vehicle movement direction can be determined.

[0147] Step S302: According to the movement speed of the obstacle in the vehicle movement direction, the speed difference between the two is determined.

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

[0149] Step S303: According to the speed difference and the relative distance, the real-time required deceleration is calculated.

[0150] It can be understood that when the relative speed and the relative distance are determined, the longest braking time when the two meet at the current time can be calculated. Since the relative distance should be higher than the safety distance in theory, the deceleration value of the vehicle from the relative distance to the safety distance within the longest braking time is calculated, and this deceleration value is taken as the required deceleration.

[0151] It should be understood that when the two are just decelerated to maintain the safety distance at the same time, and remain relatively stationary at the same running speed, the deceleration value calculated according to this condition is the required deceleration.

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

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

[0154] It can be understood that when the required deceleration between the vehicle and the obstacle is low, braking is not required immediately at this time. 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 considers that the braking requirement condition is met, that is, the AEB system control execution unit can be activated at this moment to brake.

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

[0156] It can be understood that when the AEB system generates a braking signal feedback to the vehicle system, the real-time speed of the vehicle itself will change after the vehicle system decelerates and brakes.

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

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

[0173] In an embodiment, the information acquisition module 100 is further configured to determine coordinates of all obstacles in the preset driving area through a vehicle-mounted perception module, acquire a movement speed of each obstacle in a movement direction of the vehicle and a movement speed of each obstacle in a direction perpendicular to the movement direction of the vehicle, and obtain movement information of each obstacle according to the coordinates, the movement speed in the movement direction of the vehicle, and the movement speed in the direction perpendicular to the movement direction of the vehicle.

[0174] In an embodiment, the collision risk evaluation module 200 is further configured to determine, as a first time interval, a time required for a left running track line or a right running track line of the vehicle body to pass through a straight line intersection position of an obstacle movement direction according to the movement speed of the obstacle in the direction perpendicular to the movement direction of the vehicle and the coordinates of the obstacle, determine, as a second time interval, a time required for a front and rear contour of the vehicle to pass through the straight line of the obstacle movement direction according to the movement speed of the obstacle in the movement direction of the vehicle, the coordinates of the obstacle, and the speed of the vehicle, and consider that there is a collision risk at the current time when the first time interval and the second time interval have an intersection.

[0175] In an embodiment, the real-time deceleration calculation module 300 is further configured to, when the evaluation result is a collision risk, calculate a relative distance in the movement direction of the left running track line or the right running track line of the vehicle body according to the coordinates of the obstacle and the position of the vehicle, determine a speed difference between the two according to the movement speed of the obstacle in the movement direction of the vehicle, and calculate the real-time required deceleration according to the speed difference and the relative distance.

[0176] In an embodiment, the brake 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 a control unit of the AEB system and send the braking signal to an IPB system, decelerate the vehicle by the IPB system, update a real-time speed of the vehicle in real time, and determine an updated real-time required deceleration according to the real-time speed and real-time movement information of the obstacle.

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

[0178] In an embodiment, the brake control module 400 is further configured to determine that there is no collision risk between the vehicle and the obstacle when the distance between the obstacle and the vehicle is greater than a safety distance and the real-time required deceleration is below a brake threshold value; determine 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 is zero, and extend the brake time until the distance between the obstacle and the vehicle is greater than the safety distance; and exit the brake of the AEB system until the evaluation result is that there is no collision risk.

[0179] In addition, to achieve the above object, the present application provides an AEBS function execution optimization device, which comprises a memory, a processor, and an AEBS function execution optimization program stored in the memory and executable on the processor, and the AEBS function execution optimization program is configured to implement the steps of the AEBS function execution optimization method.

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

[0181] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be realized by means of software and necessary general hardware platforms, of course, they can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, an optical disk) and includes a plurality of instructions for making a terminal device (which can be a mobile phone, a computer, a server, or a network device) execute the methods described in the various embodiments of the present application.

[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 to a fixed position and stops, 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.

Images