An electrified highway vehicle auxiliary driving method, system, electronic device and storage medium

Abstract

The electric highway vehicle auxiliary driving method and system, the electronic device and the storage medium provided by the application are characterized in that: an electronic map of an electric highway is acquired, and a plurality of driving scenes and theoretical parameter information of a vehicle are calibrated on the electronic map; actual parameter information is acquired during driving of the vehicle; in different driving scenes, driving states of the vehicle are determined according to the acquired actual parameter information and the theoretical parameter information; different driving states of the vehicle are assisted in different ways, so that the catenary and the pantograph are kept in normal contact. Compared with the prior art, the vehicle auxiliary driving capability under various road conditions on the electric highway line is improved, and the vehicle can adapt to the complex electric highway road environment in various regions.

Description

Technical Field

[0001] This invention relates to the field of electrified highway transportation technology, and in particular to an assisted driving method, system, electronic device, and storage medium for electrified highway vehicles. Background Technology

[0002] The electrified highway system mainly consists of infrastructure such as vehicles, pantographs, overhead contact lines, and traction substations. The pantograph is installed above the driver's cab of the vehicle, and the power for the vehicle to run is provided by the high-voltage electricity obtained by the continuous contact between the left and right carbon sliding plates of the pantograph and the two pole contact wires of the overhead contact line.

[0003] Electrified highways are long, and the road surface and surrounding environment vary from section to section. A single sensor cannot meet the vehicle assistance capabilities of the entire electrified highway. For example, if there are obstructions around the road or a solar magnetic storm occurs, the vehicle positioning accuracy will be reduced; if the lane lines on the road surface are damaged, the lane line recognition accuracy will be reduced; when passing through tunnels or culverts, the thermal imaging camera will capture blurry images of the overhead contact line, reducing the accuracy of overhead contact line recognition.

[0004] Therefore, providing a method, system, electronic device, and storage medium for assisting driving of electrified highway vehicles to solve the above-mentioned technical problems is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide an assisted driving method for vehicles on electrified highways. This method is logically clear, safe, effective, reliable, and easy to operate. It enables vehicles to run on electrified highways while maintaining good contact between the pantograph and the catenary, ensuring the vehicle's assisted driving capability under various road conditions on electrified highways. This allows the vehicle to adapt to the complex road environments of electrified highways in various regions.

[0006] Based on the above objectives, the technical solution provided by the present invention is as follows: A method for assisting driving of electrified highway vehicles includes the following steps; Obtain an electronic map of the electrified highway and mark multiple driving scenarios and theoretical parameter information of vehicles on the electronic map; Obtain actual parameter information during vehicle operation; Under different driving scenarios, the driving state of the vehicle is determined based on the actual parameter information and the theoretical parameter information; Depending on the vehicle's driving status, different assisted driving methods are used to ensure that the overhead contact line and pantograph maintain normal contact.

[0007] Preferably, the parameter information includes: camera coordinates of the two-pole contact network, lateral distance between the vehicle's travel path and the lane line, and calibrated navigation positioning coordinates.

[0008] Preferably, the multiple driving scenarios include: road sections with lane markings, road sections without lane markings in special weather conditions, road sections with severe surrounding obstructions in special weather conditions, and special road sections.

[0009] Preferably, determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios includes the following steps: When a vehicle is traveling on a road section with lane markings, determine whether the deviation between the actual lateral distance between the vehicle's travel path and the lane markings and the theoretical lateral distance between the vehicle's travel path and the lane markings is not greater than the first road-lane distance threshold. Determine whether the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. Determine whether the deviation between the calibrated actual navigation and positioning coordinates and the calibrated theoretical navigation and positioning coordinates is not greater than the first positioning distance threshold. If all of the above judgment results are yes, then the vehicle is determined to be in normal driving condition; If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the first positioning distance threshold but not greater than the second positioning distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the second positioning distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0010] Preferably, determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: In special weather conditions, when a vehicle is driving on a road section without lane markings, it is determined whether the deviation between the actual camera coordinates of the two-pole contact network and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. If so, then the vehicle is confirmed to be in normal driving condition; If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the first contact network distance threshold but not greater than the second contact network distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the second contact network distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0011] Preferably, determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: In special weather conditions, when a vehicle is driving on a road section with severe obstruction, determine whether the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is not greater than the first road-line distance threshold. If so, then the vehicle is confirmed to be in normal driving condition; If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the first road-line distance threshold but not greater than the second road-line distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the second road-line distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0012] Preferably, determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: When the vehicle is traveling on a special road section, it is determined whether the actual camera coordinates of the two-pole contact network, the actual lateral distance between the vehicle's travel path and the lane line, and the calibrated actual navigation and positioning coordinates can be obtained respectively. If none of the actual parameter information can be obtained, the vehicle is determined to be out of control.

[0013] Preferably, the step of providing different assisted driving methods according to the different driving states of the vehicle to ensure normal contact between the overhead contact line and the pantograph includes the following steps: When the vehicle is in the normal driving state, the vehicle steering wheel is controlled to rotate within a first preset range to make the pantograph wear evenly. When the vehicle is in the abnormal driving state, the vehicle steering wheel is controlled to rotate within a second preset range to keep the contact wire in normal contact with the pantograph. When the vehicle is in the emergency abnormal driving state, after the pantograph is lowered, it is determined whether the vehicle is under the overhead contact line. If so, the pantograph is raised to restore normal contact with the overhead contact line.

[0014] Preferably, the method further includes the following steps: When the vehicle is in the aforementioned out-of-control state, the driver assistance system will be deactivated and a warning message will be issued.

[0015] An electric highway vehicle driver assistance system, comprising: The parameter acquisition module is used to acquire electronic maps of electrified highways and mark theoretical parameter information of multiple driving scenarios and vehicles on the electronic maps. The parameter acquisition module is also used to acquire actual parameter information during vehicle operation; The driving status module is used to determine the driving status of the vehicle based on the actual parameter information and the theoretical parameter information under different driving scenarios. The assisted driving module is used to provide different modes of assisted driving depending on the vehicle's driving status, so as to maintain normal contact between the overhead contact line and the pantograph.

[0016] Preferably, the parameter acquisition module includes: a thermal imaging detection device, a lane line detection device, and a combined navigation device; The thermal imaging detection device is used to obtain the camera coordinates of the two-pole contact network; The lane line detection device is used to obtain the lateral distance between the vehicle's driving path and the lane line; The integrated navigation device is used to acquire calibrated navigation and positioning coordinates.

[0017] Preferably, the driver assistance module includes: a control device; The control device is used to control the steering wheel of the vehicle to rotate within a first preset range when the vehicle is in normal driving condition. The control device is also used to control the vehicle steering wheel to rotate within a second preset range when the vehicle is in an abnormal driving state.

[0018] Preferably, the driver assistance module further includes: a proximity switch and a judgment device; The proximity switch is used to trigger the pantograph to lower when the vehicle is in an emergency abnormal driving state. The judgment device is used to determine whether the vehicle is located below the overhead contact line after the pantograph is lowered. The control device is also used to control the pantograph to rise when the vehicle is located below the overhead contact line.

[0019] An electronic device, comprising: Memory, which stores programs or instructions; Processor, which executes the program or instructions; Wherein, when the processor executes the program or instructions, it implements the steps of the electrified highway vehicle assisted driving method as described in any of the preceding claims.

[0020] A readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the electrified highway vehicle assisted driving method as described in any of the preceding claims.

[0021] The electrified highway vehicle assisted driving method provided by this invention involves acquiring an electronic map of the electrified highway and marking multiple driving scenarios and theoretical parameter information of the vehicle on the electronic map; acquiring actual parameter information during vehicle operation; determining the vehicle's driving state based on the acquired actual and theoretical parameter information under different driving scenarios; and employing different methods to assist driving in each different vehicle driving state, thereby ensuring normal contact between the overhead contact line and the pantograph.

[0022] Compared to existing technologies, this invention determines multiple different vehicle driving states under different driving scenarios, and uses corresponding methods to assist driving in each vehicle driving state, so that the pantograph maintains normal contact with the overhead contact line. This improves the vehicle's assisted driving capability under various road conditions on electrified highways, enabling vehicles to adapt to the complex road environments of electrified highways in various regions.

[0023] The present invention also provides an electric highway vehicle driver assistance system, which, since it belongs to the same technical concept and solves the same technical problem as the method, should have the same beneficial effects, and will not be described in detail here. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A flowchart of an assisted driving method for electrified highway vehicles provided in an embodiment of the present invention; Figure 2 This is a first flowchart of step S3 provided in an embodiment of the present invention; Figure 3 This is a second flowchart of step S3 provided in an embodiment of the present invention; Figure 4 This is a third flowchart of step S3 provided in an embodiment of the present invention; Figure 5 This is a fourth flowchart of step S3 provided in an embodiment of the present invention; Figure 6 A flowchart of step S4 provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of an electrified highway vehicle driver assistance system provided in an embodiment of the present invention. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] The embodiments of this invention are written in a progressive manner.

[0028] This invention provides a method, system, electronic device, and storage medium for assisted driving of vehicles on electrified highways. It primarily addresses the technical problems in the prior art where the assisted driving capabilities of vehicles cannot be guaranteed under various road conditions on electrified highways, and where vehicles cannot adapt to the complex and varied road environments of electrified highways in different regions.

[0029] like Figure 1 As shown, an assisted driving method for electrified highway vehicles includes the following steps; S1. Obtain an electronic map of the electrified highway and mark multiple driving scenarios and theoretical parameter information of vehicles on the electronic map; S2. Obtain actual parameter information during vehicle operation; S3. Determine the vehicle's driving status based on actual and theoretical parameter information under different driving scenarios; S4. Depending on the vehicle's driving status, different assisted driving methods should be used to ensure that the overhead contact line and pantograph maintain normal contact.

[0030] In step S1, an electronic map of the electrified highways that the vehicle needs to travel on is extracted from the database, and various driving scenarios are marked on each road segment, along with the theoretical parameter information of the vehicle during its travel on the road segment corresponding to each driving scenario. In practical applications, theoretical parameter information may exist in the aforementioned database. If the database does not contain such theoretical parameter information, then it is necessary to dispatch a map collection vehicle with the same configuration to travel along the electrified highway. In this embodiment, data is collected in advance by a map collection vehicle to accurately mark the position of the two-pole contact wires projected onto the ground center point on the electrified highway. The set of center points on the line constitutes the vehicle's driving path. In addition, the lateral distance between the driving path and the lane lines (for roads with lane lines) also needs to be measured. Electronic maps of the line area in scenarios such as tunnels, culverts, and areas with severe obstruction above and around the road can be accurately measured manually. In step S2, the actual parameter information of the vehicle traveling on the electrified highway is collected in real time, and the data type is consistent with the theoretical parameter information. In step S3, the vehicle's driving status is determined based on actual and theoretical parameter information when the vehicle is driving on road sections with different driving scenarios. In step S4, each driving state corresponds to a different type of assisted driving, ensuring that the overhead contact line and pantograph maintain normal contact during vehicle operation under different driving scenarios.

[0031] Preferably, the parameter information includes: the camera coordinates of the two-pole contact network, the lateral distance between the vehicle's travel path and the lane lines, and the calibrated navigation positioning coordinates; Preferably, the multiple driving scenarios include: road sections with lane markings, road sections without lane markings in special weather conditions, road sections with severe surrounding obstructions in special weather conditions, and special road sections.

[0032] In practical applications, specific driving scenarios include: road sections with lane markings, road sections without lane markings under solar magnetic storms, road sections with severe surrounding obstruction under solar magnetic storms, and other road scenarios or special road sections where actual parameter information cannot be collected due to special weather conditions. The parameter information includes: the coordinates of the two-level catenary in the camera coordinate system, the lateral distance between the vehicle's travel path and the lane lines, and the calibrated navigation positioning coordinates; In this embodiment, the coordinates of the two-stage contact wire in the camera coordinate system are acquired by a thermal imaging detection device (specifically, a thermal imaging camera). The thermal imaging camera is mounted on the vehicle's cab, with its lens facing forward. The camera images the pantograph and the contact wire in front of it, identifying the characteristics of the contact wire in the infrared image and outputting a reference line to the driving status module. It also measures the temperature at the contact point between the pantograph and the contact wire, as well as the pantograph-contact wire deviation, in real time. Furthermore, the thermal imaging camera is unaffected by lighting conditions and stably outputs clear infrared images in all weather conditions (camera frame rate at least 30 FPS). The positions of the two contact wires projected onto the center point of the ground on the road, and the set of center points on the line constitute the vehicle's driving path. The lateral distance between the vehicle's driving path and the lane lines is collected by the lane line detection device (specifically, a lane line camera). The lane line camera identifies features such as lane lines, curbs, and guardrails on the ground in the image and outputs reference lines to the driving status module. The lane line detection camera is installed inside the windshield of the vehicle's driver's cab, and the camera frame rate is at least 30 FPS. The calibrated navigation and positioning coordinates are collected by the integrated navigation device. Based on the signals from the Global Navigation Satellite System and the calibration compensation from the ground RTK base station, the integrated navigation device outputs real-time centimeter-level high-precision positioning information of the vehicle to the driving status module. One GPS front antenna and one GPS rear antenna need to be installed on the vehicle's cab, while the main unit of the integrated navigation device is installed in the vehicle's cab.

[0033] like Figure 2 As shown, preferably, step S3 includes the following steps: A1. When a vehicle is traveling on a road section with lane lines, determine whether the deviation between the actual lateral distance between the vehicle's travel path and the lane line and the theoretical lateral distance between the vehicle's travel path and the lane line is not greater than the first road-line distance threshold. A2. Determine whether the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. A3. Determine whether the deviation between the calibrated actual navigation and positioning coordinates and the calibrated theoretical navigation and positioning coordinates is not greater than the first positioning distance threshold. A41. If all of the above judgment results are yes, then the vehicle is determined to be in normal driving condition; A42. If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the first positioning distance threshold but not greater than the second positioning distance threshold, then the vehicle is determined to be in an abnormal driving state. A43. If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the second positioning distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0034] Steps A1 to A3 involve subtracting the actual and theoretical values ​​of the coordinates of the two-level contact network in the camera coordinate system, the lateral distance between the vehicle's travel path and the lane lines (when the vehicle is traveling on a road section with lane lines), and the calibrated navigation positioning coordinates to obtain the corresponding deviation distances; then determining whether each deviation distance is not greater than the corresponding distance threshold, that is, determining whether each deviation distance falls within the corresponding preset range. Steps A41 to A43 are the parallel judgment results of steps A1 to A3. When each deviation distance falls within the corresponding preset range, the vehicle is defined as being in a normal driving state; when the deviation distance between the actual value and the theoretical value of the navigation positioning coordinates is greater than the first positioning distance threshold but not greater than the second positioning distance threshold (i.e., slightly greater than the first positioning distance threshold), the vehicle is defined as being in an abnormal driving state; when the deviation distance between the actual value and the theoretical value of the navigation positioning coordinates is greater than the second positioning distance threshold (i.e., much greater than the first positioning threshold), the vehicle is defined as being in an emergency abnormal driving state. In this embodiment, when the vehicle is traveling on a road section with lane lines, since all three types of parameter information can be collected normally, the most accurate navigation positioning coordinates are selected as the main criterion for judging the vehicle's driving status, while the coordinates of the two-level contact network in the camera coordinate system and the lateral distance between the vehicle's driving path and the lane lines are used as auxiliary criterions.

[0035] like Figure 3 As shown, preferably, step S3 further includes the following steps: B1. In special weather conditions, when a vehicle is driving on a road section without lane markings, determine whether the deviation between the actual camera coordinates of the two-pole contact network and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. B21. If so, then the vehicle is in normal driving condition; B22. If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the first contact network distance threshold but not greater than the second contact network distance threshold, then the vehicle is determined to be in an abnormal driving state. B23. If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the second contact network distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0036] In step B1, under solar magnetic storm conditions, the integrated navigation device will fail and will be unable to collect the actual value of the calibrated navigation positioning coordinates; when the vehicle is driving on a road section without lane lines, the lane line detection device will also be unable to function and will be unable to collect the actual value of the lateral distance between the vehicle's driving path and the lane line; at this time, the actual value of the coordinates of the two-stage contact network in the camera coordinate system can only be collected by the thermal imaging detection device and then subtracted from the theoretical value to obtain the corresponding deviation distance, and it can be determined whether the deviation distance is not greater than the corresponding distance threshold. Steps B21 to B23 are parallel judgment results of step B1; similarly, the judgment is performed in the same manner as steps A41 to A43, and the normal driving state, abnormal driving state, and emergency abnormal driving state of the vehicle are determined based on the judgment results.

[0037] like Figure 4 As shown, preferably, step S3 further includes the following steps: C1. Under special weather conditions, when a vehicle is driving on a road section with severe obstruction, determine whether the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is not greater than the first road-line distance threshold. C21. If so, then the vehicle is in normal driving condition; C22. If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the first road-to-line distance threshold but not greater than the second road-to-line distance threshold, then the vehicle is determined to be in an abnormal driving state. C23. If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the second road-line distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

[0038] In step C1, under solar magnetic storm conditions, the integrated navigation device will fail and will be unable to collect the actual values ​​of the calibrated navigation and positioning coordinates; while in scenarios with severe obstruction above and around the road, such as tunnels, culverts, and roads, the thermal imaging camera will fail (the infrared imaging is very blurry) and will be unable to collect the actual values ​​of the coordinates of the two-level contact network in the camera coordinate system; at this time, the actual value of the actual lateral distance between the vehicle's driving path and the lane line can only be collected by the lane line detection device and then subtracted from the theoretical value to obtain the corresponding deviation distance, and it can be determined whether the deviation distance is not greater than the corresponding distance threshold. Steps C21 to C23 are parallel judgment results of step C1; similarly, the judgment is performed in the same manner as steps A41 to A43, and the normal driving state, abnormal driving state, and emergency abnormal driving state of the vehicle are determined based on the judgment results.

[0039] like Figure 5 As shown, preferably, step S3 further includes the following steps: D1. When the vehicle is traveling on a special road section, determine whether the actual camera coordinates of the two-pole contact network, the actual lateral distance between the vehicle's travel path and the lane line, and the calibrated actual navigation positioning coordinates can be obtained respectively. D2. If no actual parameter information can be obtained, then the vehicle is determined to be out of control.

[0040] In step D1, when the vehicle is driving on a special road section where actual parameter information cannot be collected due to other road scenarios or special weather, it is determined whether the combined navigation device, lane detection device and thermal imaging detection device are malfunctioning. If any one of the devices is not malfunctioning, the same judgment is made in the manner of steps A41 to A43. Based on the judgment result, the normal driving state, abnormal driving state and emergency abnormal driving state of the vehicle are determined. In step D2, if the combined navigation device, lane detection device, and thermal imaging detection device all fail, and the actual camera coordinates of the two-pole contact network, the actual lateral distance between the vehicle's driving path and the lane lines, and the calibrated actual navigation positioning coordinates cannot be collected, then it is determined that the vehicle is out of control and the driver assistance system has failed.

[0041] like Figure 6 As shown, preferably, step S4 includes the following steps: E1. When the vehicle is in normal driving condition, control the vehicle steering wheel to rotate within the first preset range so that the pantograph wears evenly. E2. When the vehicle is in an abnormal driving state, control the vehicle steering wheel to rotate within the second preset range to keep the contact wire and pantograph in normal contact. E3. When the vehicle is in an emergency abnormal driving state, after triggering the pantograph to lower, determine whether the vehicle is under the overhead contact line. If so, control the pantograph to raise and re-establish normal contact with the overhead contact line.

[0042] Steps E1 to E3 represent different assisted driving modes depending on the vehicle's driving state. When the vehicle is in normal driving condition, the steering wheel is rotated within a small range to maintain normal contact between the contact wire and the pantograph while ensuring even wear of the pantograph. When the vehicle is in abnormal driving condition, the steering wheel is rotated within a large range to correct the vehicle's deviation and maintain normal contact between the contact wire and the pantograph. When the vehicle is in an emergency abnormal driving condition, the pantograph is lowered, and then raised to re-establish normal contact with the contact wire once the vehicle is below the contact wire. In this embodiment, when the vehicle is in normal driving state, only the vehicle steering wheel is controlled to make random small-amplitude (±1cm~±5cm) steering control, which facilitates the uniform wear of the pantograph carbon plate (if the contact wire only contacts the pantograph carbon plate at one fixed position, the carbon plate at this position will wear off quickly, greatly reducing the service life of the carbon plate), and the preset range is ±8cm. Taking step B1 as an example, when the vehicle is traveling on a road section without lane markings under special weather conditions, the thermal imaging detection device can collect the actual camera coordinates of the two-pole contact network: When the vehicle is in an abnormal driving state, that is, when the lateral deviation to the left of the actual camera coordinates of the two-pole contact network detected by the thermal imaging camera from the theoretical camera coordinates of the two-pole contact network at this location on the electronic map is greater than the first contact network distance threshold but not greater than the second contact network distance threshold, the vehicle steering wheel is controlled to turn to the right by a certain angle so that the lateral deviation is less than the first contact network distance threshold; when the lateral deviation to the right of the actual camera coordinates of the two-pole contact network detected by the thermal imaging camera from the theoretical camera coordinates of the two-pole contact network at this location on the electronic map is greater than the first contact network distance threshold but not greater than the second contact network distance threshold, the vehicle steering wheel is controlled to turn to the left by a certain angle so that the lateral deviation is less than the first contact network distance threshold. When a vehicle is in an emergency abnormal driving state, that is, when the lateral deviation between the actual camera coordinates of the two-pole contact network detected by the thermal imaging camera and the theoretical camera coordinates of the two-pole contact network at this location on the electronic map is much greater than the second contact network distance threshold, the contact network line slides to the edge of the pantograph. The capacitive proximity switches at both ends of the pantograph detect the contact network line, trigger the emergency pantograph descent, and remind the driver to drive the vehicle under the contact network. Then, the pantograph is triggered to rise, so that the pantograph and the contact network can make normal contact again. Similarly, when the actual lateral distance between the vehicle's driving path and the lane lines or the calibrated actual navigation positioning coordinates are detected, the assisted driving is performed in the same way as described above.

[0043] Preferably, the method further includes the following steps: When the vehicle is out of control, the driver assistance system will be deactivated and a warning message will be issued.

[0044] In actual use, when the vehicle is out of control, the assisted driving mode can no longer be used normally. A warning message needs to be sent to the driver to remind him to take over the vehicle and drive manually.

[0045] like Figure 7 As shown, an electric highway vehicle driver assistance system includes: The parameter acquisition module is used to acquire electronic maps of electrified highways and mark theoretical parameter information of multiple driving scenarios and vehicles on the electronic maps. The parameter acquisition module is also used to acquire actual parameter information during vehicle operation; The driving status module is used to determine the driving status of the vehicle based on actual and theoretical parameter information under different driving scenarios. The assisted driving module is used to provide different modes of assisted driving depending on the vehicle's driving status, so as to maintain normal contact between the overhead contact line and the pantograph.

[0046] In practical applications, this invention also provides an assisted driving system for electrified highway vehicles, wherein the functions of the parameter acquisition module, driving status module, and assisted driving module are used to implement the corresponding steps in the assisted driving method for electrified highway vehicles, which will not be elaborated here.

[0047] Preferably, the parameter acquisition module includes: a thermal imaging detection device, a lane line detection device, and a combined navigation device; Thermal imaging detection device, used to obtain the camera coordinates of the two-pole contact network; Lane line detection device is used to obtain the lateral distance between the vehicle's driving path and the lane line; A combined navigation device used to acquire calibrated navigation and positioning coordinates.

[0048] Preferably, the driver assistance module includes: a control device; The control device is used to control the steering wheel of the vehicle to rotate within a first preset range when the vehicle is in normal driving condition. The control device is also used to control the steering wheel of the vehicle to rotate within a second preset range when the vehicle is in an abnormal driving state.

[0049] Preferably, the driver assistance module further includes: a proximity switch and a judgment device; The proximity switch is used to trigger the pantograph to lower when the vehicle is in an emergency or abnormal driving state. The detection device is used to determine whether the vehicle is located below the overhead contact line after the pantograph is lowered. The control device is also used to control the pantograph to rise when the vehicle is below the overhead contact line.

[0050] In practical applications, the parameter acquisition module specifically includes a thermal imaging detection device, a lane line detection device, and a combined navigation device. The functions and installation locations of these devices have been described in the above embodiments and will not be repeated here.

[0051] The judgment and control devices in the driving status module and the driver assistance module can all be integrated into the edge computing platform. The edge computing platform needs to have a CPU processor and a GPU processor, which are installed in the vehicle's cab. The proximity switch in the driver assistance system is specifically a capacitive proximity switch. It is a position switch that can operate without direct mechanical contact with moving parts. When an object approaches the sensing surface of the switch to the operating distance, the switch actuates without mechanical contact or pressure, thereby driving DC electrical appliances or providing control commands to a computer device. It can be used to detect the lateral deviation between the contact wire and the pantograph, and is installed at both ends of the pantograph's carbon sliding plate.

[0052] An electronic device, comprising: Memory, which stores programs or instructions; Processor; executes programs or instructions; The processor, when executing a program or instruction, implements the steps of any of the above-mentioned methods for assisted driving of electrified highway vehicles.

[0053] A readable storage medium having a program or instructions stored thereon, which, when executed by a processor, implement the steps of the electrified highway vehicle assisted driving method as described above.

[0054] In practical applications, the present invention also provides electronic devices and readable storage media, which belong to the same technical concept as the above-mentioned methods and systems, solve the same technical problems, and have the same beneficial effects, and will not be described in detail here.

[0055] In the embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. The system embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical, or other forms.

[0056] Furthermore, in the various embodiments of the present invention, each functional module can be fully integrated into a processor, or each module can be a separate device, or two or more modules can be integrated into a device; each functional module in the various embodiments of the present invention can be implemented in hardware or in the form of hardware plus software functional units.

[0057] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by program instructions and related hardware. The aforementioned program instructions can be stored in a computer-readable storage medium. When the program instructions are executed, they perform the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0058] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0059] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0060] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0061] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0062] The foregoing has provided a detailed description of an assisted driving method, system, electronic device, and storage medium for electrified highway vehicles provided by the present invention. The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electrified highway vehicle assisted driving method, characterized by, Includes the following steps; Obtain an electronic map of the electrified highway and mark multiple driving scenarios and theoretical parameter information of vehicles on the electronic map; Obtain actual parameter information during vehicle operation; Under different driving scenarios, the driving state of the vehicle is determined based on the actual parameter information and the theoretical parameter information; Depending on the vehicle's driving status, different assisted driving methods are used to ensure that the overhead contact line and pantograph maintain normal contact. The theoretical parameter information includes: the theoretical camera coordinates of the two-pole contact network, the theoretical lateral distance between the vehicle's driving path and the lane line, and the calibrated theoretical navigation and positioning coordinates; The actual parameter information includes: the actual camera coordinates of the two-pole contact network, the actual lateral distance between the vehicle's driving path and the lane lines, and the calibrated actual navigation and positioning coordinates. The multiple driving scenarios include: road sections with lane markings, road sections without lane markings in special weather conditions, road sections with severe surrounding obstructions in special weather conditions, and special road sections; Determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios includes the following steps: When a vehicle is traveling on a road section with lane markings, determine whether the deviation between the actual lateral distance between the vehicle's travel path and the lane markings and the theoretical lateral distance between the vehicle's travel path and the lane markings is not greater than the first route distance threshold. Determine whether the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. Determine whether the deviation between the calibrated actual navigation and positioning coordinates and the calibrated theoretical navigation and positioning coordinates is not greater than the first positioning distance threshold. If all of the above judgment results are yes, then the vehicle is determined to be in normal driving condition; If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the first positioning distance threshold but not greater than the second positioning distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the calibrated actual navigation positioning coordinates and the calibrated theoretical navigation positioning coordinates is greater than the second positioning distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

2. The electrified highway vehicle pilot assist method of claim 1, wherein, Determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: In special weather conditions, when a vehicle is driving on a road section without lane markings, it is determined whether the deviation between the actual camera coordinates of the two-pole contact network and the theoretical camera coordinates of the two-pole contact network is not greater than the first contact network distance threshold. If so, then the vehicle is confirmed to be in normal driving condition; If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the first contact network distance threshold but not greater than the second contact network distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the actual camera coordinates and the theoretical camera coordinates of the two-pole contact network is greater than the second contact network distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

3. The electrified highway vehicle pilot assist method of claim 1, wherein, Determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: In special weather conditions, when a vehicle is driving on a road section with severe obstruction, it is determined whether the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is not greater than the first route distance threshold. If so, then the vehicle is confirmed to be in normal driving condition; If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the first route distance threshold but not greater than the second route distance threshold, then the vehicle is determined to be in an abnormal driving state. If the deviation between the actual lateral distance between the vehicle's driving path and the lane line and the theoretical lateral distance between the vehicle's driving path and the lane line is greater than the second route distance threshold, then the vehicle is determined to be in an emergency abnormal driving state.

4. The electrified highway vehicle pilot assist method of claim 1, wherein, Determining the vehicle's driving state based on the actual parameter information and the theoretical parameter information under different driving scenarios further includes the following steps: When the vehicle is traveling on a special road section, it is determined whether the actual camera coordinates of the two-pole contact network, the actual lateral distance between the vehicle's travel path and the lane line, and the calibrated actual navigation and positioning coordinates can be obtained respectively. If none of the actual parameter information can be obtained, the vehicle is determined to be out of control.

5. The electrified highway vehicle pilot assist method of any one of claims 1 or 2 or 3, wherein, The method of providing different assisted driving techniques based on the vehicle's driving status to ensure normal contact between the overhead contact line and the pantograph includes the following steps: When the vehicle is in the normal driving state, the vehicle steering wheel is controlled to rotate within a first preset range to make the pantograph wear evenly. When the vehicle is in the abnormal driving state, the vehicle steering wheel is controlled to rotate within a second preset range to keep the contact wire in normal contact with the pantograph. When the vehicle is in the emergency abnormal driving state, after the pantograph is lowered, it is determined whether the vehicle is under the overhead contact line. If so, the pantograph is raised to restore normal contact with the overhead contact line.

6. The electrified highway vehicle pilot assist method of claim 4, wherein, It also includes the following steps: When the vehicle is in the aforementioned out-of-control state, the driver assistance system will be deactivated and a warning message will be issued.

7. An electrically powered highway vehicle assisted driving system, characterized by Applied to the assisted driving method for electrified highway vehicles as described in claim 1, comprising: The parameter acquisition module is used to acquire electronic maps of electrified highways, mark multiple driving scenarios and theoretical parameter information of vehicles on the electronic maps, and also to acquire actual parameter information of vehicles during driving. The driving status module is used to determine the driving status of the vehicle based on the actual parameter information and the theoretical parameter information under different driving scenarios. The assisted driving module is used to provide different modes of assisted driving depending on the vehicle's driving status, so as to maintain normal contact between the overhead contact line and the pantograph.

8. The electrified highway vehicle pilot assist system of claim 7, wherein, The parameter acquisition module includes: a thermal imaging detection device, a lane line detection device, and a combined navigation device; The thermal imaging detection device is used to obtain the camera coordinates of the two-pole contact network; The lane line detection device is used to obtain the lateral distance between the vehicle's driving path and the lane line; The integrated navigation device is used to acquire calibrated navigation and positioning coordinates.

9. The electrified rail vehicle pilot assist system of claim 7, wherein, The driver assistance module includes: a control device; The control device is used to control the steering wheel of the vehicle to rotate within a first preset range when the vehicle is in normal driving condition. The control device is also used to control the vehicle steering wheel to rotate within a second preset range when the vehicle is in an abnormal driving state.

10. The electrified highway vehicle pilot assist system of claim 9, wherein, The driver assistance module also includes: a proximity switch and a detection device; The proximity switch is used to trigger the pantograph to lower when the vehicle is in an emergency abnormal driving state. The judgment device is used to determine whether the vehicle is located below the overhead contact line after the pantograph is lowered. The control device is also used to control the pantograph to rise when the vehicle is located below the overhead contact line.

11. An electronic device, comprising: include: Memory, which stores programs or instructions; Processor, which executes the program or instructions; Wherein, when the processor executes the program or instructions, it implements the steps of the electrified highway vehicle assisted driving method as described in any one of claims 1 to 6.

12. A readable storage medium, characterized by, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the electrified highway vehicle assisted driving method as described in any one of claims 1 to 6.

Images