Vehicle front suspension scratch early warning method and device, vehicle and storage medium

Abstract

Embodiments of the present application provide a vehicle front suspension scraping early warning method and device, a vehicle and a storage medium. The method comprises: acquiring vehicle operating state parameters, vehicle structure parameters and state data of each obstacle around the vehicle front suspension; using a vehicle kinematics model, performing motion prediction on the vehicle according to the vehicle operating state parameters and the vehicle structure parameters, and acquiring a dynamic running envelope of the vehicle front suspension in the steering process; wherein the vehicle structure parameters comprise vehicle front suspension geometric parameters; performing spatial matching of the state data of the obstacle and the dynamic running envelope of the front suspension, and determining a target obstacle in the dynamic running envelope of the front suspension; determining a scraping risk level of the target obstacle and the vehicle front suspension according to the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension and the relative motion relationship between the vehicle and the target obstacle, and performing early warning according to the scraping risk level. The present application is used to improve the accuracy of the vehicle front suspension scraping risk judgment.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, and storage medium for warning of front suspension scraping of a vehicle. Background Technology

[0002] With the increasing size of vehicles in public transportation, logistics, and engineering operations, buses, public transport vehicles, engineering vehicles, and logistics vehicles are being used more and more widely in road traffic. When vehicles enter or exit stations, make low-speed turns, pass through narrow roads, or drive close to curbs, guardrails, and other road facilities, the distance between the front of the vehicle and surrounding obstacles can change significantly. Especially during turning, the range of motion of the front of the vehicle depends not only on the vehicle's current position but also on factors such as the turning state, vehicle size, and the vehicle's overall motion.

[0003] Existing vehicle perimeter safety assistance technologies typically utilize cameras, radar, or ultrasonic detection devices to acquire information about the vehicle's surroundings and determine the potential collision risk based on the detected obstacle locations and distances between the obstacles and the vehicle. For example, by detecting the current distance between the vehicle and an obstacle and comparing it to a pre-set safe distance, a warning can be issued to the driver when the distance meets the corresponding alarm conditions.

[0004] However, during vehicle turning, the actual sweep range of the front of the vehicle continuously changes with the turning motion. Even if an obstacle is currently at a certain distance from the vehicle, it may still enter the area subsequently passed by the front of the vehicle as the vehicle continues to turn. Relying solely on the current distance, relative position, or fixed detection area between the vehicle and the obstacle leads to a discrepancy between the assessment of potential scrape risk and the vehicle's subsequent actual movement, affecting the accuracy of the assessment of front suspension scrape risk. Summary of the Invention

[0005] This application provides a method, device, vehicle, and storage medium for warning of front suspension collisions of a vehicle, in order to improve the accuracy of judging the risk of front suspension collisions of a vehicle.

[0006] In a first aspect, embodiments of this application provide a method for warning of front suspension scraping of a vehicle, including:

[0007] The vehicle's operating status parameters and structural parameters are acquired, and obstacles around the front suspension of the vehicle are perceived through a pre-set environmental perception system to obtain the status data of each obstacle.

[0008] Using a vehicle kinematics model, motion prediction is performed on the vehicle based on the vehicle's operating state parameters and structural parameters to obtain the dynamic operating envelope of the front overhang during the steering process; wherein, the vehicle structural parameters include the vehicle's front overhang geometric parameters;

[0009] Spatial matching is performed between the state data of the obstacle and the front suspension dynamic operation envelope to determine the target obstacle within the front suspension dynamic operation envelope;

[0010] Based on the spatial relationship between the target obstacle and the dynamic operating envelope of the front suspension, as well as the relative motion relationship between the vehicle and the target obstacle, the collision risk level between the target obstacle and the front suspension of the vehicle is determined, and an early warning is issued based on the collision risk level.

[0011] In one possible implementation, the step of employing a vehicle kinematics model to predict the motion of the vehicle based on the vehicle's operating state parameters and structural parameters, and obtaining the dynamic operating envelope of the front suspension of the vehicle during the steering process, includes:

[0012] The vehicle operating state parameters and the vehicle structural parameters are input into the vehicle kinematics model. The vehicle kinematics model determines the instantaneous rotation center during the vehicle's turning process based on the vehicle operating state parameters and the vehicle structural parameters, and determines the running trajectory of the inner front wheel of the curve based on the instantaneous rotation center.

[0013] Based on the trajectory of the inner front wheel of the curve, the vehicle's operating state parameters, and the vehicle's structural parameters, the trajectory of the front corner of the vehicle on the turning side is predicted using the vehicle kinematic model.

[0014] The dynamic running envelope of the front suspension is generated based on the running trajectory of the front wheel inside the curve and the running trajectory of the front corner of the vehicle on the turning direction side.

[0015] In one possible implementation, determining the trajectory of the inner front wheel of the curve based on the instantaneous rotation center includes:

[0016] A vehicle coordinate system is established with the rear axle center as the origin, the longitudinal front of the vehicle as the first coordinate direction, and the lateral direction of the vehicle towards the inside of the turn as the second coordinate direction. Based on the vehicle wheelbase L and front wheel track B, the reference position of the front wheel on the inside of the turn is determined. for:

[0017]

[0018] Based on the vehicle wheelbase L, front track B, and the inner front wheel angle of the curve... The formula used is:

[0019]

[0020] Determine the lateral distance from the instantaneous rotation center to the center of the vehicle's rear axle. The instantaneous rotation center is determined based on the lateral distance.

[0021] Based on the positional relationship between the instantaneous rotation center and the inner front wheel of the curve, the following formula is used:

[0022]

[0023] Determine the running radius of the inner front wheel of the curve. ;

[0024] Using the reference position of the inner front wheel of the curve as the starting position of the trajectory, and taking the instantaneous rotation center as the center and the running radius as the radius, the running trajectory of the inner front wheel of the curve is determined along the turning direction of the vehicle.

[0025] In one possible implementation, predicting the trajectory of the front corner of the vehicle on the turning side using the vehicle kinematic model based on the trajectory of the inner front wheel of the curve, the vehicle operating state parameters, and the vehicle structural parameters includes:

[0026] Determine the positions of multiple trajectory points of the inner front wheel on its running trajectory. and the vehicle heading angle corresponding to the position of each of the aforementioned trajectory points. And according to the front overhang length Formula used:

[0027]

[0028] Determine the position of the front corner of the vehicle on the side facing the turning direction. And the trajectory of the front corner of the vehicle on the turning direction side is determined iteratively; wherein, Let k be the trajectory point of the inner front wheel. Let be the vehicle heading angle corresponding to the kth trajectory point.

[0029] In one possible implementation, the step of spatially matching the state data of the obstacle with the front overhang dynamic operating envelope to determine the target obstacle within the front overhang dynamic operating envelope includes:

[0030] Based on the state data of each obstacle, determine the spatial position of each obstacle relative to the front overhang of the vehicle;

[0031] The spatial positions of each obstacle are spatially matched with the front suspension dynamic running envelope to determine the positional relationship between each obstacle and the front suspension dynamic running envelope;

[0032] Based on the positional relationship, it is determined whether each obstacle is within the front suspension dynamic operating envelope, and the obstacle within the front suspension dynamic operating envelope is identified as the target obstacle.

[0033] In one possible implementation, determining the collision risk level between the target obstacle and the vehicle's front suspension based on the spatial relationship between the target obstacle and the dynamic operating envelope of the front suspension, and the relative motion relationship between the vehicle and the target obstacle, includes:

[0034] Based on the instantaneous rotation center determined by the vehicle kinematics model and the position information of the target obstacle, the distance between the instantaneous rotation center and the target obstacle is determined, and a circular path passing through the target obstacle is determined with the instantaneous rotation center as the center and the distance as the radius. The intersection of the circular path and the front overhang of the vehicle is determined as the collision point.

[0035] Based on the position of the target obstacle and the position of the collision point, the arc length distance from the target obstacle along the circular path to the collision point is determined, and the relative speed between the vehicle and the target obstacle is determined based on the vehicle's operating state parameters and the target obstacle's state data.

[0036] The collision time between the target obstacle and the front overhang of the vehicle is determined based on the arc length and the relative speed.

[0037] The arc length and the collision time distance are compared with preset multi-level distance conditions and multi-level collision time distance conditions to determine the risk level of the collision between the target obstacle and the front suspension of the vehicle.

[0038] In one possible implementation, the step of issuing a warning based on the level of risk of the scratch includes:

[0039] Collect driving operation information generated by the driver in response to the current vehicle operating status, including steering operation information and braking operation information;

[0040] The collision risk level and the driving operation information are input into a pre-trained reinforcement learning early warning strategy model, which then determines the target early warning strategy from a set of preset early warning strategies.

[0041] Based on the target warning strategy, at least one warning method and warning parameter among sound warning, light warning and seat vibration warning are determined, and a warning output is performed based on the warning method and warning parameter.

[0042] Secondly, embodiments of this application provide a vehicle front suspension scrape warning device, comprising:

[0043] The data acquisition module is used to acquire vehicle operating status parameters and vehicle structural parameters, and to sense obstacles around the front suspension of the vehicle through a pre-set environmental perception system to obtain the status data of each obstacle.

[0044] The envelope generation module is used to predict the motion of the vehicle using a vehicle kinematics model, based on the vehicle's operating state parameters and structural parameters, and to obtain the dynamic operating envelope of the front overhang of the vehicle during the steering process; wherein, the vehicle structural parameters include the vehicle's front overhang geometric parameters;

[0045] The spatial matching module is used to spatially match the state data of the obstacle with the front suspension dynamic running envelope to determine the target obstacle within the front suspension dynamic running envelope.

[0046] The risk warning module is used to determine the collision risk level between the target obstacle and the front suspension of the vehicle based on the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension and the relative motion relationship between the vehicle and the target obstacle, and to issue a warning based on the collision risk level.

[0047] Thirdly, embodiments of this application provide a vehicle, including: a memory and a processor;

[0048] The memory stores computer-executed instructions;

[0049] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0050] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0051] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0052] This application provides a method, device, vehicle, and storage medium for warning of front suspension collisions. By acquiring vehicle operating state parameters, vehicle structural parameters, and state data of obstacles surrounding the vehicle's front suspension, it can simultaneously obtain basic information about vehicle motion, front suspension structure, and the surrounding environment. Based on a vehicle kinematic model, it predicts the vehicle's steering process and combines this with the vehicle's front suspension geometric parameters to form a dynamic operating envelope, thus characterizing the dynamic sweep range generated by the front suspension during steering. Furthermore, it filters target obstacles by spatially matching the obstacle state data with the front suspension's dynamic operating envelope, and determines the collision risk level by combining the spatial relationship between the target obstacle and the front suspension's dynamic operating envelope, as well as the relative motion relationship between the vehicle and the target obstacle, achieving warnings for different collision risk levels. This application transforms static risk assessment based on current distance or a fixed area into risk assessment based on the subsequent dynamic sweep range and relative motion state of the vehicle's front suspension, improving the accuracy and effectiveness of front suspension collision risk identification and warning during vehicle steering. It solves the problem of insufficient accuracy in front suspension collision risk assessment due to the difficulty in accurately reflecting the dynamic sweep range of the vehicle's front suspension during steering. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0054] Figure 1 A schematic flowchart illustrating the vehicle front suspension scrape warning method provided in this application embodiment;

[0055] Figure 2 A schematic diagram of the dynamic operating envelope of the front suspension of a vehicle provided in an embodiment of this application;

[0056] Figure 3 A schematic diagram of the structure of the vehicle front suspension collision warning device provided in the embodiments of this application;

[0057] Figure 4 This is a structural schematic diagram of the vehicle provided in an embodiment of this application.

[0058] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0059] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0060] Existing vehicle collision warning schemes typically use the current distance between the vehicle and the obstacle, the current relative position, or a pre-set fixed detection area as the basis for risk assessment. However, during a vehicle's turn, the front suspension of the vehicle will form a constantly changing sweep range as the vehicle moves. Even if the obstacle is not currently close to the front suspension of the vehicle, it may enter the area that the front suspension will subsequently pass through as the vehicle continues to turn.

[0061] Based on this, the inventive concept of this application is to combine the current motion state of the vehicle, the structural characteristics of the vehicle, and the state of obstacles around the front suspension of the vehicle, and to predict the steering motion of the vehicle through a vehicle kinematic model. Furthermore, using vehicle structural parameters, including the geometric parameters of the front suspension, the predicted vehicle motion is mapped to the dynamic running envelope of the front suspension formed during the steering process. This dynamic running envelope of the front suspension represents the spatial range that the front suspension may sweep through when the vehicle continues to drive according to the current motion trend.

[0062] Building upon this foundation, the state data of each obstacle is further spatially matched with the dynamic operating envelope of the front suspension. First, target obstacles within the dynamic operating envelope of the front suspension are identified from among the obstacles surrounding the vehicle's front suspension. Then, combining the spatial relationship between the target obstacle and the dynamic operating envelope of the front suspension, as well as the relative motion relationship between the vehicle and the target obstacle, the potential scraping risk between the target obstacle and the vehicle's front suspension is graded and corresponding warnings are issued. This transforms the scraping risk assessment from a static assessment based on the current vehicle position to a dynamic assessment based on the subsequent sweeping process of the vehicle's front suspension, solving the problem that existing technologies struggle to accurately reflect changes in the dynamic sweeping of the front suspension during vehicle steering, leading to insufficient accuracy in assessing potential scraping risks.

[0063] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0064] Figure 1 This is a flowchart illustrating the vehicle front suspension scrape warning method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes:

[0065] S11: Obtain vehicle operating status parameters and vehicle structural parameters, and perceive obstacles around the front suspension of the vehicle through a pre-set environmental perception system to obtain the status data of each obstacle.

[0066] In this embodiment, vehicle operating state parameters characterize the current motion state of the vehicle, and vehicle structural parameters characterize the structural features of the vehicle itself. The vehicle structural parameters include front overhang geometric parameters, which characterize the geometric dimensions and positional relationship of the front overhang relative to other structural parts of the vehicle. The vehicle operating state parameters can be dynamically acquired during vehicle operation, while the vehicle structural parameters can be obtained based on pre-configured structural information of the current vehicle, enabling subsequent motion prediction to simultaneously consider both the current motion state and the vehicle's structural features.

[0067] A pre-installed environmental perception system is used to sense the environment surrounding the vehicle's front suspension and detect obstacles based on the perception results, obtaining state data for each obstacle. This obstacle state data characterizes the spatial and motion states of the corresponding obstacles, providing a data foundation for subsequently determining the spatial relationship between each obstacle and the vehicle's front suspension, as well as the relative motion relationship between the vehicle and each obstacle. During continuous vehicle operation, the vehicle's operating state parameters and the obstacle state data can be updated according to a preset data update cycle, ensuring that the acquired data corresponds to the current vehicle operating environment.

[0068] By synchronously acquiring vehicle operating status parameters, vehicle structural parameters, and the status data of obstacles around the vehicle's front suspension, basic data is formed to characterize vehicle motion, the vehicle's front suspension structure, and the status of surrounding obstacles. This provides a data foundation for subsequent prediction of the front suspension motion during vehicle steering and assessment of front suspension collision risks.

[0069] S12 uses a vehicle kinematics model to predict the vehicle's motion based on the vehicle's operating state parameters and structural parameters, and obtains the dynamic operating envelope of the front suspension during the steering process.

[0070] In this embodiment, the vehicle kinematic model is used to characterize the correspondence between the vehicle's operating state and its spatial motion. By combining the current motion state reflected by the vehicle's operating state parameters with the vehicle's geometric structure defined by the vehicle's structural parameters, the motion of the vehicle when it continues to travel according to the current motion trend is calculated.

[0071] Specifically, the acquired vehicle operating state parameters and vehicle structural parameters are used as the basis for calculating the vehicle kinematic model. The subsequent motion of the vehicle in the current steering state is predicted, and based on the predicted vehicle motion and the vehicle's front overhang geometric parameters, the spatial range traversed by the front overhang during vehicle steering is determined. The front overhang dynamic running envelope refers to the area that the front overhang may sweep through during steering, determined based on the vehicle motion prediction results; it changes accordingly with changes in the vehicle's operating state. When the vehicle operating state parameters are updated, motion prediction can be re-executed based on the updated parameters to update the corresponding front overhang dynamic running envelope.

[0072] By correlating vehicle operating state parameters with vehicle structural parameters, including front suspension geometric parameters, based on a vehicle kinematic model, the resulting front suspension dynamic operating envelope can reflect the actual movement trend of the front suspension under the combined action of vehicle steering motion and the vehicle's front suspension structure. This provides a spatial basis for subsequent identification of obstacles that may collide with the vehicle's front suspension based on the front suspension dynamic operating envelope.

[0073] S13, Spatial matching of the obstacle's state data with the front suspension dynamic running envelope to determine the target obstacle within the front suspension dynamic running envelope.

[0074] In this embodiment, spatial matching refers to comparing the spatial correspondence between the obstacle's spatial state, represented by the obstacle's state data, and the vehicle's front suspension movement range, represented by the front suspension's dynamic operating envelope, to determine whether the obstacle has entered the area that the vehicle's front suspension may pass through during steering. A target obstacle refers to an obstacle that, after spatial matching, is determined to be within the front suspension's dynamic operating envelope and requires further collision risk analysis.

[0075] When multiple obstacles exist around the front suspension of a vehicle, spatial matching is performed on each obstacle individually, and obstacles within the dynamic operating envelope of the front suspension are selected as target obstacles. As the vehicle's operating state and the obstacle's state change, spatial matching can be re-performed based on the updated dynamic operating envelope of the front suspension and the obstacle's state data, ensuring that the determination of the target obstacle corresponds to the current vehicle steering process. By correlating the actual spatial state of the obstacle with the dynamic range of motion formed by the vehicle's front suspension during steering, obstacles located within the potential sweep area of ​​the vehicle's front suspension can be identified, narrowing the scope of subsequent scrape risk analysis and providing a basis for accurately assessing the potential scrape risk between the vehicle's front suspension and the target obstacle.

[0076] S14. Based on the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension, as well as the relative motion relationship between the vehicle and the target obstacle, determine the collision risk level between the target obstacle and the vehicle's front suspension, and issue a warning based on the collision risk level.

[0077] In this embodiment, spatial relationships are used to characterize the spatial distribution of the target obstacle relative to the dynamic operating envelope of the front suspension, and relative motion relationships are used to characterize the relative state changes between the vehicle and the target obstacle due to motion. The scrape risk level is used to characterize the degree of risk of scraping between the target obstacle and the vehicle's front suspension, so that different levels of potential scrape risks can be distinguished.

[0078] Specifically, by combining the spatial state of the target obstacle within the dynamic operating envelope of the front suspension and the relative motion state between the vehicle and the target obstacle, a comprehensive assessment is made of the risk of collision between the target obstacle and the vehicle's front suspension when the vehicle's front suspension continues to move according to the current motion trend. Based on the assessment results, the corresponding collision risk level is determined. Thus, even when the target obstacle is already within the dynamic operating envelope of the front suspension, the relative motion relationship is further used to distinguish the degree of risk corresponding to different target obstacles.

[0079] Based on the determined risk level of the collision, corresponding warnings are issued, enabling drivers to know the current risk level of collision between the front suspension of the vehicle and the target obstacle. The collision risk level and warning results are updated accordingly based on the continuously updated status of the target obstacle and the vehicle's operating status during vehicle operation, thereby achieving dynamic judgment of the risk level of front suspension collision during vehicle turning and improving the accuracy and timeliness of front suspension collision risk identification and warning.

[0080] In one embodiment, based on the above embodiments, a vehicle kinematics model is used to predict the vehicle's motion based on vehicle operating state parameters and vehicle structural parameters, obtaining the dynamic operating envelope of the front suspension during the steering process, including:

[0081] S121, input the vehicle operating state parameters and vehicle structural parameters into the vehicle kinematics model. The vehicle kinematics model determines the instantaneous rotation center during the vehicle's turning process based on the vehicle operating state parameters and vehicle structural parameters, and determines the running trajectory of the inner front wheel of the curve based on the instantaneous rotation center.

[0082] S122, based on the running trajectory of the front wheel on the inside of the curve, vehicle running state parameters and vehicle structural parameters, the running trajectory of the front corner of the vehicle on the turning direction side is predicted by the vehicle kinematic model;

[0083] S123, based on the running trajectory of the front wheel on the inside of the curve and the running trajectory of the front corner of the vehicle on the turning direction side, generate the dynamic running envelope of the front suspension.

[0084] In this embodiment, vehicle operating state parameters and vehicle structural parameters are input into the vehicle kinematics model. The vehicle kinematics model then infers the vehicle's motion in the current turning state based on the vehicle's current motion state represented by the operating state parameters and the vehicle's geometric relationships defined by the structural parameters. The vehicle operating state parameters include the inside front wheel steering angle, vehicle speed, acceleration, steering angular velocity, and heading angle. The vehicle structural parameters include the vehicle wheelbase, front track width, and front overhang length. The inside front wheel refers to the front wheel located on the inside of the curve when the vehicle is turning; for example, when the vehicle turns left, the left front wheel is the inside front wheel. The inside front wheel steering angle characterizes the current degree of steering of the vehicle; vehicle speed and acceleration characterize the vehicle's motion and its changing state along the direction of travel; steering angular velocity characterizes the changing trend of the vehicle's steering state; and the heading angle characterizes the vehicle's current orientation. The vehicle wheelbase, front track width, and front overhang length define the geometric relationships between the various structural positions of the vehicle.

[0085] Vehicle kinematic models (such as the Ackermann vehicle kinematic model) determine the instantaneous center of rotation during the vehicle's steering process based on the vehicle's current steering state and the geometric constraints formed by vehicle structural parameters such as wheelbase and front track. The instantaneous center of rotation represents the geometric center around which each position of the vehicle rotates instantaneously under the current steering state. After determining the instantaneous center of rotation, the trajectory of the inner front wheel around the instantaneous center of rotation is determined based on the geometric positional relationship between the instantaneous center of rotation and the inner front wheel of the curve. Vehicle speed and acceleration are used to determine the vehicle's propulsion within the current prediction period, while steering angular velocity characterizes changes in the vehicle's steering state. When the vehicle's operating state parameters are updated, the instantaneous center of rotation and the trajectory of the inner front wheel of the curve are re-determined based on the updated parameters.

[0086] Furthermore, based on the trajectory of the inner front wheel of the curve, vehicle operating state parameters, and vehicle structural parameters, the trajectory of the front corner of the vehicle on the turning direction side is predicted using a vehicle kinematics model. The front corner of the vehicle on the turning direction side is the front corner point of the vehicle's front end on the current turning direction side. During vehicle movement, the front corner of the vehicle on the turning direction side displaces accordingly with changes in the overall vehicle position and heading. Therefore, based on the movement position of the inner front wheel along its trajectory, combined with the vehicle's front overhang length and corresponding heading angle, the positional change of the front corner of the vehicle on the turning direction side can be continuously determined, and the trajectory of the front corner of the vehicle on the turning direction side is formed by these continuous positional changes. The heading angle can be obtained based on existing vehicle attitude information, such as through an Inertial Measurement Unit (IMU). For trajectory points not yet reached in the predicted trajectory, their corresponding vehicle heading angles can be predicted by the vehicle kinematics model based on the initial heading angle and the vehicle's turning state. During the rolling prediction process, the newly acquired vehicle heading angle can be used to update the initial heading angle for the next prediction cycle.

[0087] After obtaining the trajectory of the inner front wheel of the curve and the trajectory of the front corner of the vehicle on the turning side, a dynamic operating envelope of the front suspension is generated based on the spatial correspondence between the two trajectories during the vehicle's turning process. Specifically, the trajectory of the inner front wheel represents the change in the motion boundary of the vehicle's inner side in the turning direction, while the trajectory of the front corner of the vehicle on the turning side represents the change in the sweep boundary formed by the vehicle's front suspension extending outward in the turning direction and rotating with the vehicle. The two trajectories together define the sweep area of ​​the vehicle's front suspension during the corresponding turning process, and thus form the dynamic operating envelope of the front suspension. The trajectory extension range corresponding to the dynamic operating envelope of the front suspension can be determined according to actual warning needs, so that the generated dynamic operating envelope of the front suspension covers the vehicle's motion range for subsequent collision risk assessment.

[0088] By establishing a kinematic relationship between vehicle operating state parameters and vehicle structural parameters through a vehicle kinematic model, not only is the vehicle's own steering motion predicted, but the vehicle motion is further mapped to the actual sweep range of the front overhang. This allows the dynamic operating envelope of the front overhang to be dynamically updated as the vehicle's steering and motion states change. This reflects the unique sweep characteristics of large vehicles during low-speed turns, entering and exiting stations, or driving in narrow areas due to the longer front overhang. It provides a more accurate spatial prediction basis for subsequent spatial matching of obstacles with the dynamic operating envelope of the front overhang and for assessing potential front overhang collision risks.

[0089] Figure 2 This is a schematic diagram of the dynamic operating envelope of the vehicle's front suspension provided in an embodiment of this application. Figure 2 As shown, in one specific embodiment, determining the trajectory of the inner front wheel of the curve based on the instantaneous rotation center includes:

[0090] S1211, establish a vehicle coordinate system with the rear axle center as the origin, the longitudinal front of the vehicle as the first coordinate direction, and the lateral direction of the vehicle towards the inside of the turn as the second coordinate direction. Based on the vehicle wheelbase L and front wheel track B, determine the reference position of the front wheel on the inside of the turn. for:

[0091]

[0092] S1212, based on the vehicle wheelbase L, front wheel track B, and the inner front wheel steering angle of the curve. The formula used is:

[0093]

[0094] Determine the lateral distance from the instantaneous center of rotation to the center of the vehicle's rear axle. And determine the instantaneous rotation center based on the lateral distance;

[0095] S1213, based on the positional relationship between the instantaneous center of rotation and the inner front wheel of the curve, the formula is used:

[0096]

[0097] Determine the running radius of the front wheel on the inside of the curve. ;

[0098] S1214, taking the reference position of the inner front wheel of the curve as the starting position of the trajectory, taking the instantaneous rotation center as the center and the running radius as the radius, determines the running trajectory of the inner front wheel of the curve along the turning direction of the vehicle.

[0099] In this embodiment, the vehicle coordinate system is used to uniformly represent the spatial positions of the instantaneous rotation center, the inside front wheel of the curve, and the front angle of the vehicle's front end on the turning direction side during the vehicle steering prediction process. Since the second coordinate direction always points towards the inside of the current turn, the geometric relationship between the inside front wheel and the instantaneous rotation center can be described while maintaining the same calculation logic for different turning directions. The reference position is obtained using the above formula. Wherein, the vehicle wheelbase L represents the longitudinal distance between the center of the rear axle and the center of the front axle, and the front track B represents the lateral distance between the left and right front wheels. This indicates the reference position of the inside front wheel in the vehicle coordinate system when the current vehicle steering motion prediction begins. By determining the reference position of the inside front wheel, a positional reference can be provided for subsequent calculations of the radius of travel of the inside front wheel relative to the instantaneous center of rotation and for determining the trajectory of the inside front wheel.

[0100] It should be noted that this vehicle coordinate system is used as a fixed prediction reference coordinate system during a single motion prediction process. Its origin and coordinate axis directions are determined according to the position of the vehicle's rear axle center and the vehicle's attitude at the start of the prediction. The positions of all subsequent trajectory points are represented in this vehicle coordinate system, and the vehicle heading angle corresponding to each trajectory point represents the angle between the vehicle's longitudinal direction and the first coordinate direction when the vehicle moves to the corresponding trajectory point.

[0101] Subsequently, the lateral distance from the instantaneous rotation center to the center of the vehicle's rear axle was calculated. .in, Indicates the steering angle of the front wheel on the inside of the curve. This represents the lateral distance from the instantaneous center of rotation to the center of the vehicle's rear axle along the second coordinate direction. Based on the rear axle center as the origin of the coordinate system and the definition of the second coordinate direction pointing inwards towards the turn, this lateral distance can be used as the basis for determining the lateral distance. Determine the position of the instantaneous rotation center in the vehicle coordinate system. Therefore, the coordinates of the instantaneous rotation center are: The instantaneous rotation center is used to characterize the instantaneous rotation center of the vehicle at each position when the vehicle maintains its current steering state. By converting the steering angle of the inner front wheel of the curve into the position of the instantaneous rotation center, a geometric relationship can be established between the vehicle steering input and the motion trajectory of each structural position of the vehicle.

[0102] After determining the instantaneous rotation center, the running radius of the inner front wheel is determined based on the positional relationship between the instantaneous rotation center and the reference position of the inner front wheel in the curve. .in, This indicates the distance between the instantaneous center of rotation and the inside front wheel of the curve. The reference position is the inside front wheel of the curve. As the starting position of the trajectory, with the instantaneous rotation center as the center and the running radius as the starting position, Let be the radius, and extend the corresponding arc according to the vehicle's current turning direction to determine the trajectory of the inner front wheel in the curve. Accordingly, when the coordinates of the instantaneous center of rotation are represented as (x0, y0), the position of the inner front wheel on the trajectory of the curve can satisfy:

[0103]

[0104] Based on the reference position of the inner front wheel of the curve, the vehicle's turning direction, and the required motion prediction range, the corresponding effective arc is determined from the circular trajectory as the running trajectory of the inner front wheel of the curve. In actual processing, multiple trajectory points can be sequentially determined on the running trajectory of the inner front wheel of the curve according to a preset trajectory interval. The trajectory interval can be set according to the spatial resolution or update frequency required for vehicle motion prediction, so as to balance the trajectory calculation accuracy and real-time processing requirements.

[0105] Furthermore, based on the trajectory of the inner front wheel of the curve, vehicle operating state parameters, and vehicle structural parameters, the trajectory of the front angle of the vehicle on the turning side is predicted using a vehicle kinematic model, including: determining the positions of multiple trajectory points of the inner front wheel on its trajectory. and the vehicle heading angle corresponding to each trajectory point position And based on the front overhang length Formula used:

[0106]

[0107] Determine the position of the front corner of the car on the side facing the turn. And the trajectory of the front corner of the vehicle on the turning side is determined iteratively; among which, Let k be the trajectory point of the inner front wheel. Let be the vehicle heading angle corresponding to the k-th trajectory point. In the vehicle geometry model used in this embodiment, the offset of the front angle of the vehicle's front end on the turning side relative to the inner front wheel along the longitudinal front of the vehicle is determined by the vehicle's front overhang length. .

[0108] In this embodiment, the positions of multiple trajectory points on the inner side of the front wheel's running trajectory are sequentially represented as follows: ,in, This represents the k-th inner front wheel trajectory point. For each trajectory point's position... Determine the vehicle heading angle corresponding to the position of the trajectory point. Vehicle heading angle This represents the orientation of the vehicle's longitudinal direction relative to the vehicle motion prediction reference direction when the vehicle reaches the k-th trajectory point. It can be determined by obtaining vehicle attitude information through an inertial measurement unit, or predicted using a vehicle kinematics model based on vehicle operating state parameters. When using a vehicle kinematics model for continuous motion prediction, the corresponding vehicle heading angle can be updated synchronously as the position of the inner front wheel on the trajectory iterates along the curve.

[0109] Based on the kth inner front wheel trajectory point The vehicle heading angle corresponding to this trajectory point and front overhang length The position of the front corner of the vehicle on the turning direction side, corresponding to the kth inner front wheel trajectory point, is determined using the above formula. Wherein, Indicates the vehicle heading angle The corresponding longitudinal unit direction of the vehicle, the front overhang length This is used to characterize the front overhang dimensions from the position of the inner front wheel along the vehicle's longitudinal direction to the front corner of the vehicle on the turning side. Therefore, through the above calculation, the position of the inner front wheel at the kth trajectory point can be further mapped to the position of the front corner of the vehicle on the turning side under the same vehicle motion state.

[0110] By sequentially changing 'k' according to the trajectory of the inner front wheel in the curve, the positions of each trajectory point and its corresponding vehicle heading angle are iteratively calculated to obtain the position of the front corner of the vehicle on the turning side. Multiple positions of the front corners on the turning side are then connected or organized according to the vehicle's movement sequence to determine the trajectory of the front corner of the vehicle on the turning side. Specifically, the reference position of the inner front wheel in the curve is used as the initial trajectory point, and subsequent trajectory points are determined sequentially along the trajectory of the inner front wheel at preset trajectory intervals. Trajectory point generation stops when the trajectory reaches a preset motion prediction range or a preset trajectory length. The trajectory of the inner front wheel and the trajectory of the front corner of the vehicle on the turning side describe the boundary changes related to vehicle movement on both sides of the front overhang area during vehicle steering. Together, they are used to determine the dynamic operating envelope of the front overhang swept during steering. Through the above calculations, the dynamic operating envelope of the front overhang can simultaneously reflect the steering motion of the inner front wheel in the curve, the change in vehicle heading, and the influence of the front overhang length on the sweep range of the front corner, thereby improving the accuracy of the description of the actual movement range of the front overhang during vehicle steering.

[0111] In one embodiment, based on the above embodiments, spatial matching is performed between the obstacle's state data and the front suspension dynamic operating envelope to determine the target obstacle within the front suspension dynamic operating envelope, including:

[0112] S131, Based on the state data of each obstacle, determine the spatial position of each obstacle relative to the front overhang of the vehicle;

[0113] S132, Spatial matching of the spatial position of each obstacle with the front suspension dynamic running envelope, to determine the positional relationship between each obstacle and the front suspension dynamic running envelope;

[0114] S133, based on the positional relationship, determine whether each obstacle is within the front suspension dynamic running envelope, and identify the obstacles within the front suspension dynamic running envelope as target obstacles.

[0115] In this embodiment, based on the state data of each obstacle obtained by the environmental perception system, the position state of each obstacle is associated with the spatial reference relationship of the vehicle's front suspension to obtain a spatial position that can be compared with the dynamic operating envelope of the front suspension. If the state data includes the outline of the obstacle, the actual spatial range occupied by the obstacle can also be determined by combining the obstacle's position and outline. Through the above processing, the spatial position of each obstacle has a consistent spatial reference basis with the dynamic operating envelope of the front suspension.

[0116] The spatial positions of each obstacle are spatially matched with the front overhang dynamic operating envelope to determine the positional relationship between each obstacle and the front overhang dynamic operating envelope. Spatial matching can be performed based on the geometric relationship between the spatial position of each obstacle and the boundary and coverage area of ​​the front overhang dynamic operating envelope. For example, for obstacles that can be characterized by a location point, the position of the corresponding location point relative to the boundary of the front overhang dynamic operating envelope can be determined; for obstacles with a definite spatial range, it can be determined whether the spatial range occupied by the obstacle coincides with the front overhang dynamic operating envelope. This allows us to determine whether each obstacle is located inside, outside, or spatially overlapping with the front overhang dynamic operating envelope.

[0117] If an obstacle's location is within the coverage area of ​​the front suspension's dynamic operating envelope, or if the space occupied by the obstacle overlaps with the front suspension's dynamic operating envelope, the obstacle can be determined to be within the front suspension's dynamic operating envelope. Obstacles that do not spatially overlap with the front suspension's dynamic operating envelope are not identified as target obstacles. When multiple obstacles exist around the vehicle's front suspension, the above judgment is performed on each obstacle separately, thus allowing for the simultaneous identification of one or more target obstacles.

[0118] As the vehicle's operating state changes, the dynamic operating envelope of the front suspension can be updated accordingly, and the state data of each obstacle can also be updated based on the environmental perception results. Spatial matching is then re-performed based on the updated data. This allows for the continuous filtering of target obstacles located within the subsequent sweep area of ​​the vehicle's front suspension. It provides accurate analytical targets for subsequently determining the collision risk level by combining spatial and relative motion relationships.

[0119] In one embodiment, based on the above embodiments, the risk level of collision between the target obstacle and the vehicle's front suspension is determined according to the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension, and the relative motion relationship between the vehicle and the target obstacle, including:

[0120] S1411, Based on the instantaneous rotation center determined by the vehicle kinematic model and the position information of the target obstacle, determine the distance between the instantaneous rotation center and the target obstacle, and determine a circular path passing through the target obstacle with the instantaneous rotation center as the center and the distance as the radius, and determine the intersection of the circular path and the front overhang of the vehicle as the collision point.

[0121] S1412, Based on the position of the target obstacle and the position of the collision point, determine the arc length distance from the target obstacle along the circular path to the collision point, and determine the relative speed between the vehicle and the target obstacle based on the vehicle's operating status parameters and the target obstacle's status data;

[0122] S1413, determine the collision time between the target obstacle and the front suspension of the vehicle based on the arc length and relative speed;

[0123] S1414 compares the arc length distance and collision time distance with preset multi-level distance conditions and multi-level collision time distance conditions to determine the scraping risk level between the target obstacle and the front suspension of the vehicle.

[0124] In this embodiment, the circular path represents the circumferential geometric relationship between the target obstacle's location and the vehicle's front overhang under the instantaneous rotation center constraint corresponding to the current vehicle steering state. The intersection of the circular path and the vehicle's front overhang is determined as the collision point, where the collision point represents the position where the vehicle's front overhang moves along the corresponding steering direction to intersect the circular path containing the target obstacle when the vehicle maintains its current steering trend. If there are multiple intersection points between the circular path and the vehicle's front overhang, the intersection point with the smallest positive arc length with the target obstacle along the vehicle's current turning direction is selected as the collision point.

[0125] Subsequently, the central angles between the target obstacle and the point of collision relative to the instantaneous center of rotation are determined, and the arc length is calculated based on the radius of the circular path and the central angle. The arc length is the path distance from the target obstacle to the point of collision, determined according to the current vehicle steering geometry, and reflects the distance the vehicle's front suspension must travel to approach the target obstacle along the current steering trend. When the arc length meets a preset safe distance condition, the risk of collision is further evaluated in conjunction with the relative motion state between the vehicle and the target obstacle.

[0126] Simultaneously, the relative speed between the vehicle and the target obstacle is determined based on vehicle operating status parameters and target obstacle status data. When the target obstacle is stationary, the approach speed of the vehicle's front overhang relative to the target obstacle can be determined based on the vehicle's current motion state. When the target obstacle is moving, the relative speed between the two along their respective approach directions is determined by combining the vehicle's speed and the target obstacle's speed and direction of motion. The relative speed reflects how quickly the spatial distance between the vehicle's front overhang and the target obstacle decreases with movement, enabling risk assessment to simultaneously consider the spatial position of the target obstacle and the dynamic approach state between the vehicle and the target obstacle.

[0127] The collision time between the target obstacle and the vehicle's front suspension is determined based on the arc length and relative velocity. The collision time (TTC) characterizes the remaining time for the vehicle's front suspension to reach the point of impact as the current relative motion continues. When relative velocity represents the effective approach speed of the vehicle's front suspension and the target obstacle along the collision direction, the collision time can be determined based on the ratio of the arc length to the relative velocity. A higher effective relative velocity or a smaller arc length corresponds to a shorter collision time, indicating a more imminent risk of collision between the vehicle's front suspension and the target obstacle. When there is no effective approach trend between the target obstacle and the vehicle's front suspension, the collision time can be determined based on the relative motion relationship, avoiding the direct assessment of a high collision risk simply because the target obstacle is within the dynamic envelope of the front suspension.

[0128] Next, multiple scrape risk levels can be pre-set, and corresponding distance and collision time-distance conditions can be configured for each scrape risk level, so that different arc length distance ranges and collision time-distance ranges correspond to different degrees of scrape risk. The multi-level distance conditions can include distance conditions used to determine whether the target obstacle has entered the safe distance range, and further divide the safe distance range into different distance ranges corresponding to different levels; the multi-level collision time-distance conditions are used to classify according to the urgency of the potential scrape between the vehicle's front overhang and the target obstacle. When the arc length distance and collision time-distance meet the distance and collision time-distance conditions corresponding to the corresponding scrape risk level, that scrape risk level is determined as the current scrape risk level between the target obstacle and the vehicle's front overhang.

[0129] By employing the arc length determined along the current vehicle steering geometry and further combining it with the relative speed between the vehicle and the target obstacle to determine the collision time, the scrape risk assessment considers both the spatial distance between the target obstacle and the potential collision location and the urgency of the vehicle's front overhang reaching that location. Compared to judging solely based on the current straight-line distance between the vehicle and the obstacle, this method more accurately characterizes the process of the front overhang approaching the target obstacle along the actual sweep direction during vehicle steering. Furthermore, by using multi-level distance and collision time conditions, it differentiates between different scrape risk levels, providing a basis for subsequent warnings based on scrape risk levels.

[0130] Within a prediction period, the effective relative velocity between the vehicle and the target obstacle along the approach direction is approximated as constant. The arc length from the target obstacle along the circular path to the point of collision is denoted as 's', and the effective relative velocity is denoted as 'v'. When v > 0, the collision time distance T between the target obstacle and the vehicle's front overhang can be determined using T = s / v; when v ≤ 0, it indicates that there is currently no effective approach trend between the vehicle's front overhang and the target obstacle. For the i-th level warning, a fixed warning distance 's' is pre-set for the i-th level. i Collision distance t at level i warning i And form the corresponding dynamic distance threshold. When the target obstacle is within the front suspension dynamic operating envelope and satisfies When the target obstacle meets the conditions for the i-th level warning, the same method is used to determine the level of warning, from the first level to the n-th level. When the same target obstacle meets the conditions corresponding to multiple scrape risk levels, a unique scrape risk level is determined according to the pre-set priority order of risk levels.

[0131] In one embodiment, based on the above embodiments, a warning is issued according to the level of scratch risk, including:

[0132] S1421, Collect driving operation information generated by the driver in response to the current vehicle operating status. The driving operation information includes steering operation information and braking operation information.

[0133] S1422, The collision risk level and driving operation information are input into the pre-trained reinforcement learning warning strategy model, and the reinforcement learning warning strategy model determines the target warning strategy from multiple preset warning strategies;

[0134] S1423, Based on the target warning strategy, determine at least one warning method and warning parameter among sound warning, light warning and seat vibration warning, and output a warning based on the warning method and warning parameter.

[0135] In this embodiment, driving operation information is used to characterize the vehicle manipulation behaviors that the driver has taken or is taking under the current collision risk state, in order to determine the corresponding state between the driver's operation and the current collision risk. Steering operation information can be obtained from the state data generated by vehicle steering manipulation, and is used to characterize the driver's current steering direction, steering degree, and steering change trend; braking operation information can be obtained from the state data generated by vehicle braking manipulation, and is used to characterize whether the driver has applied the brakes and the corresponding braking degree. By mapping driving operation information to the currently determined collision risk level, different driving states can be distinguished, such as the driver has taken risk avoidance actions, has not taken risk avoidance actions, or the current operation may cause the vehicle to continue approaching the target obstacle.

[0136] Reinforcement learning (RL) is a machine learning method that learns strategies through the interaction between states, actions, and feedback results. In this embodiment, the reinforcement learning warning strategy model is used to establish a mapping relationship between the scrape risk state, the driver's operating state, and the warning strategy. The scrape risk level in the model input is used to characterize the degree of risk between the front suspension of the vehicle and the target obstacle, and the driving operation information is used to characterize the driver's actual response to the current vehicle operating state. Thus, the reinforcement learning warning strategy model can not only select a warning strategy based on the scrape risk level, but also determine the appropriate warning strategy by combining whether the driver has made steering adjustments or braking operations.

[0137] The reinforcement learning-based early warning strategy model can be pre-trained before vehicle operation and directly invoked during front suspension collision warnings. During pre-training, different collision risk levels and corresponding driving operation information can be constructed into model states. Multiple pre-set warning strategies are provided as selectable actions. Training feedback is generated based on changes in driving operation and collision risk after the warning output, allowing the reinforcement learning model to learn the selection relationships of various warning strategies under different risk and driving operation states. For example, when the collision risk level is high and the driver has not taken corresponding steering or braking actions, the warning strategy that provides a stronger indication can have a higher selection priority; when the driver has already taken actions that reduce the collision risk, a warning strategy suitable for the current risk state can be selected. Therefore, after the model training is complete, the collision risk level and real-time collected driving operation information are input into the reinforcement learning-based early warning strategy model, which can then determine the target warning strategy from multiple pre-set warning strategies without needing to retrain the model during vehicle operation.

[0138] Multiple preset warning strategies define corresponding warning methods and parameters. Based on the target warning strategy output by the reinforcement learning warning strategy model, at least one warning method is determined from sound warning, light warning, and seat vibration warning, and the corresponding warning parameters are also determined. Warning parameters define the output characteristics of the corresponding warning method. For example, sound warning parameters may include sound intensity, alert frequency, or duration; light warning parameters may include flashing frequency, duration, or display status; and seat vibration warning parameters may include vibration intensity, vibration frequency, or duration. The target warning strategy can employ a single warning method or combine multiple warning methods to generate warning outputs corresponding to the current scrape risk level and driving operation state through different warning methods and parameters.

[0139] By further incorporating driving operation information on top of the scratch risk level, and using a pre-trained reinforcement learning warning strategy model to select a target warning strategy, the warning output can take into account both the current scratch risk level and the driver's operational status. While maintaining the ability to warn of front suspension scratch risks, it improves the adaptability of the warning method and warning parameters to the actual driving status.

[0140] In one embodiment, based on the above embodiments, obstacles around the front suspension of the vehicle are sensed through a pre-set environmental perception system to obtain state data of each obstacle, including:

[0141] S111, respectively, collects environmental perception data around the vehicle through at least two of the following: camera device, millimeter-wave radar, lidar and ultrasonic detection device;

[0142] S112, the collected environmental perception data are converted to the vehicle's coordinate system, and the converted environmental perception data are fused to obtain fused environmental perception data.

[0143] S113, based on the fused environmental perception data, identify the obstacles around the vehicle and determine the state data of each obstacle; the state data of the obstacles includes the obstacle's position, motion state outline and category.

[0144] In this embodiment, different sensing devices can be arranged at the front of the vehicle and around the front overhang to cover the area to be sensed. Specifically, a camera device collects image data of the area around the vehicle, a millimeter-wave radar collects radar detection data corresponding to obstacles, a lidar device collects spatial point cloud data of the area around the vehicle, and an ultrasonic detection device collects detection data between the vehicle and nearby objects. By combining at least two sensing devices, the complementarity between different environmental sensing data can be utilized to improve the completeness of the perception of obstacles around the front overhang of the vehicle.

[0145] Since environmental perception data collected by different sensing devices can be represented based on the coordinate system of their respective devices, the environmental perception data is transformed into the vehicle's coordinate system according to the installation position and orientation of each sensing device relative to the vehicle. This provides a unified spatial reference for environmental perception data from different sources. Furthermore, the transformed environmental perception data undergoes temporal correspondence and spatial correlation, and data representing the same environmental target are fused to obtain fused environmental perception data. This fusion process combines the representations of obstacle spatial states from different environmental perception data, reducing the loss of environmental information caused by the limitations of a single sensing device's field of view, occlusion, or detection characteristics.

[0146] Obstacle position is used to characterize the spatial position of the obstacle relative to the vehicle; obstacle motion state is used to characterize the obstacle's speed and direction of motion, which can be determined based on changes in the obstacle's position within a continuous sensing period; obstacle outline is used to characterize the spatial range occupied by the obstacle; and obstacle category is used to characterize the type of obstacle identified. When different environmental perception data can provide different state information about obstacles, the identification results belonging to the same obstacle can be associated to form corresponding state data. By performing coordinate unification and fusion processing on environmental perception data collected by at least two environmental perception devices, the obtained obstacle state data can comprehensively reflect the environmental conditions around the vehicle's front suspension, providing an environmental perception data foundation for subsequent spatial matching of each obstacle with the dynamic operating envelope of the front suspension.

[0147] Based on the above embodiments, the method further includes: determining the current steering state of the vehicle according to the vehicle operating state parameters, and determining multiple candidate steering states within the allowable steering range of the vehicle; replacing or updating the parameters in the vehicle operating state parameters that characterize the current steering state according to each candidate steering state to obtain each candidate vehicle operating state parameter; inputting each candidate vehicle operating state parameter and vehicle structure parameters into the vehicle kinematics model to determine the candidate front suspension dynamic operating envelope corresponding to each candidate steering state; spatially matching each candidate front suspension dynamic operating envelope with the state data of each obstacle, and determining the candidate steering state containing obstacles within the corresponding candidate front suspension dynamic operating envelope as an infeasible steering state; determining the feasible steering domain of the vehicle's front suspension according to the candidate steering states and infeasible steering states; generating steering operation prompt information to indicate the allowable steering range according to the feasible steering domain of the front suspension, and outputting the steering operation prompt information through the human-machine interface.

[0148] In this embodiment, the current steering state of the vehicle is used to characterize the actual steering situation currently being performed by the vehicle, and the permissible steering range of the vehicle is used to define the boundaries of the steering states that the vehicle can perform. In specific implementation, multiple candidate steering states can be selected at preset intervals within the permissible steering range of the vehicle, based on the current steering state of the vehicle, so that the multiple candidate steering states respectively characterize different steering operations that the driver may further perform.

[0149] For each candidate steering state, the parameters characterizing the steering state in the vehicle operating state parameters are replaced or updated accordingly. Except for the parameters characterizing the steering state, the remaining vehicle operating state parameters used as current prediction conditions remain unchanged, resulting in the corresponding candidate vehicle operating state parameters. Subsequently, each candidate vehicle operating state parameter and vehicle structural parameters are input into the vehicle kinematics model, and the candidate front suspension dynamic operating envelope corresponding to each candidate steering state is determined according to the aforementioned prediction method for the front suspension dynamic operating envelope. Thus, the sweep area that the vehicle's front suspension may form under different candidate steering states can be obtained before the vehicle actually performs the corresponding steering operation.

[0150] For any candidate steering state, if at least one obstacle exists within the dynamic operating envelope of the corresponding candidate front overhang, it indicates that the vehicle's movement according to the candidate steering state may cause the vehicle's front overhang to enter the area where the obstacle is located. Therefore, the candidate steering state is determined to be an infeasible steering state. For multiple obstacles, spatial matching can be performed separately. As long as any obstacle is within the dynamic operating envelope of the corresponding candidate front overhang, the corresponding candidate steering state can be determined to be an infeasible steering state.

[0151] Next, infeasible steering states are eliminated from multiple candidate steering states, and a feasible steering domain for the front suspension is formed based on the steering range corresponding to the remaining candidate steering states. When the remaining candidate steering states form one or more continuous ranges, the boundaries of the corresponding ranges can be determined to characterize the steering range allowed for the vehicle's front suspension under the current obstacle environment. As the vehicle's operating state parameters or the obstacle's state data change, the dynamic operating envelope of the candidate front suspension and the feasible steering domain for the front suspension can be redefined.

[0152] The human-machine interface presents the vehicle's currently available steering range to the driver. Steering operation prompts indicate the boundaries of the feasible steering domain for the front suspension and the permitted steering directions, enabling the driver to select the appropriate steering operation based on the current obstacle distribution. By pre-judging the vehicle's front suspension movement range under different candidate steering states, the front suspension collision risk identification is further expanded to include permissible steering range prompts, providing the driver with operational references to avoid collisions between the vehicle's front suspension and obstacles.

[0153] Figure 3This is a schematic diagram of the structure of the vehicle front suspension collision warning device provided in the embodiments of this application, as shown below. Figure 3 As shown, the vehicle front suspension scrape warning device 30 provided in this embodiment includes:

[0154] The data acquisition module 31 is used to acquire vehicle operating status parameters and vehicle structural parameters, and to perceive obstacles around the front suspension of the vehicle through a pre-set environmental perception system to obtain the status data of each obstacle.

[0155] The envelope generation module 32 is used to predict the motion of the vehicle by using a vehicle kinematic model based on the vehicle's operating state parameters and vehicle structural parameters, and to obtain the dynamic operating envelope of the front suspension of the vehicle during the steering process; wherein, the vehicle structural parameters include the vehicle's front suspension geometric parameters.

[0156] The spatial matching module 33 is used to spatially match the state data of the obstacle with the front suspension dynamic running envelope to determine the target obstacle within the front suspension dynamic running envelope.

[0157] The risk warning module 34 is used to determine the collision risk level between the target obstacle and the front suspension of the vehicle based on the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension and the relative motion relationship between the vehicle and the target obstacle, and to issue a warning based on the collision risk level.

[0158] In one possible implementation, the envelope generation module 32 is specifically used for:

[0159] The vehicle's operating state parameters and structural parameters are input into the vehicle's kinematics model. Based on these parameters, the model determines the instantaneous center of rotation during the vehicle's turning process and then determines the trajectory of the inner front wheel of the curve based on the instantaneous center of rotation.

[0160] Based on the trajectory of the front wheel on the inside of the curve, vehicle operating state parameters, and vehicle structural parameters, the trajectory of the front corner of the vehicle on the turning side is predicted by the vehicle kinematic model.

[0161] The dynamic running envelope of the front suspension is generated based on the running trajectory of the front wheel on the inside of the curve and the running trajectory of the front corner of the vehicle on the turning side.

[0162] In one possible implementation, the envelope generation module 32 is further specifically used for:

[0163] A vehicle coordinate system is established with the rear axle center as the origin, the longitudinal front of the vehicle as the first coordinate direction, and the lateral direction of the vehicle towards the inside of the turn as the second coordinate direction. Based on the vehicle wheelbase L and front wheel track B, the reference position of the front wheel on the inside of the turn is determined. for:

[0164]

[0165] Based on the vehicle's wheelbase L, front track B, and the inner front wheel angle of the curve. The formula used is:

[0166]

[0167] Determine the lateral distance from the instantaneous center of rotation to the center of the vehicle's rear axle. And determine the instantaneous rotation center based on the lateral distance;

[0168] Based on the positional relationship between the instantaneous center of rotation and the inner front wheel of the curve, the formula is used:

[0169]

[0170] Determine the running radius of the front wheel on the inside of the curve. ;

[0171] The trajectory of the inner front wheel is determined by taking the reference position of the inner front wheel of the curve as the starting position of the trajectory, taking the instantaneous rotation center as the center and the running radius as the radius, along the turning direction of the vehicle.

[0172] In one possible implementation, the envelope generation module 32 is specifically used for:

[0173] Determine the positions of multiple trajectory points of the inner front wheel on its running path in the curve. and the vehicle heading angle corresponding to each trajectory point position And based on the front overhang length Formula used:

[0174]

[0175] Determine the position of the front corner of the car on the side facing the turn. And the trajectory of the front corner of the vehicle on the turning side is determined iteratively; among which, Let k be the trajectory point of the inner front wheel. Let be the vehicle heading angle corresponding to the kth trajectory point.

[0176] In one possible implementation, the space matching module 33 is specifically used for:

[0177] Based on the status data of each obstacle, determine the spatial position of each obstacle relative to the front overhang of the vehicle;

[0178] The spatial position of each obstacle is spatially matched with the front suspension dynamic running envelope to determine the positional relationship between each obstacle and the front suspension dynamic running envelope;

[0179] Based on their positional relationships, determine whether each obstacle is within the front suspension dynamic operating envelope, and identify the obstacles within the front suspension dynamic operating envelope as target obstacles.

[0180] In one possible implementation, the risk warning module 34 is specifically used for:

[0181] Based on the instantaneous rotation center determined by the vehicle kinematics model and the position information of the target obstacle, the distance between the instantaneous rotation center and the target obstacle is determined, and a circular path passing through the target obstacle is determined with the instantaneous rotation center as the center and the distance as the radius. The intersection of the circular path and the front overhang of the vehicle is determined as the collision point.

[0182] Based on the location of the target obstacle and the location of the collision point, determine the arc length of the target obstacle along the circular path to the collision point, and determine the relative speed between the vehicle and the target obstacle based on the vehicle's operating status parameters and the target obstacle's status data;

[0183] The collision distance between the target obstacle and the front overhang of the vehicle is determined based on the arc length and relative speed.

[0184] The arc length and collision time distance are compared with preset multi-level distance conditions and multi-level collision time distance conditions to determine the scraping risk level between the target obstacle and the front suspension of the vehicle.

[0185] In one possible implementation, the risk warning module 34 is further specifically used for:

[0186] Collect driving operation information generated by the driver in response to the current vehicle operating status. The driving operation information includes steering operation information and braking operation information.

[0187] The risk level of the collision and driving operation information are input into a pre-trained reinforcement learning warning strategy model, which then determines the target warning strategy from multiple preset warning strategies.

[0188] Based on the target warning strategy, determine at least one warning method and warning parameters among sound warning, light warning and seat vibration warning, and output the warning according to the warning method and warning parameters.

[0189] The vehicle front suspension collision warning device 30 provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0190] Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 4As shown, the vehicle 40 provided in this embodiment includes at least one processor 41 and a memory 42. Optionally, the vehicle 40 also includes a communication component 43. The processor 41, memory 42, and communication component 43 are connected via a bus 44.

[0191] In a specific implementation, at least one processor 41 executes computer execution instructions stored in memory 42, causing at least one processor 41 to perform the above-described method.

[0192] The specific implementation process of processor 41 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0193] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0194] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0195] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0196] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0197] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0198] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0199] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0200] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0201] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0202] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0203] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0204] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0205] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for warning of front suspension scrape of a vehicle, characterized in that, include: The vehicle's operating status parameters and structural parameters are acquired, and obstacles around the front suspension of the vehicle are perceived through a pre-set environmental perception system to obtain the status data of each obstacle. Using a vehicle kinematics model, based on the vehicle's operating state parameters and structural parameters, motion prediction is performed on the vehicle to obtain the dynamic operating envelope of the front suspension during the steering process. Spatial matching is performed between the state data of the obstacle and the front suspension dynamic operation envelope to determine the target obstacle within the front suspension dynamic operation envelope; Based on the spatial relationship between the target obstacle and the dynamic operating envelope of the front suspension, as well as the relative motion relationship between the vehicle and the target obstacle, the collision risk level between the target obstacle and the front suspension of the vehicle is determined, and an early warning is issued based on the collision risk level.

2. The method according to claim 1, characterized in that, The method employs a vehicle kinematics model to predict the vehicle's motion based on its operating state parameters and structural parameters, obtaining the dynamic envelope of the front suspension during steering. This includes: The vehicle operating state parameters and the vehicle structural parameters are input into the vehicle kinematics model. The vehicle kinematics model determines the instantaneous rotation center during the vehicle's turning process based on the vehicle operating state parameters and the vehicle structural parameters, and determines the running trajectory of the inner front wheel of the curve based on the instantaneous rotation center. Based on the trajectory of the inner front wheel of the curve, the vehicle's operating state parameters, and the vehicle's structural parameters, the trajectory of the front corner of the vehicle on the turning side is predicted using the vehicle kinematic model. The dynamic running envelope of the front suspension is generated based on the running trajectory of the front wheel inside the curve and the running trajectory of the front corner of the vehicle on the turning direction side.

3. The method according to claim 2, characterized in that, The vehicle structural parameters include the vehicle wheelbase, front wheel track, and front overhang length; the vehicle operating parameters include the inner front wheel steering angle in a curve. Determining the trajectory of the inner front wheel of the curve based on the instantaneous rotation center includes: A vehicle coordinate system is established with the rear axle center as the origin, the longitudinal front of the vehicle as the first coordinate direction, and the lateral direction of the vehicle towards the inside of the turn as the second coordinate direction. Based on the vehicle wheelbase L and front wheel track B, the reference position of the front wheel on the inside of the turn is determined. for: Based on the vehicle wheelbase L, front track B, and the inner front wheel angle of the curve... The formula used is: Determine the lateral distance from the instantaneous rotation center to the center of the vehicle's rear axle. The instantaneous rotation center is determined based on the lateral distance. Based on the positional relationship between the instantaneous rotation center and the inner front wheel of the curve, the following formula is used: Determine the running radius of the inner front wheel of the curve. ; Using the reference position of the inner front wheel of the curve as the starting position of the trajectory, and taking the instantaneous rotation center as the center and the running radius as the radius, the running trajectory of the inner front wheel of the curve is determined along the turning direction of the vehicle.

4. The method according to claim 2, characterized in that, The step of predicting the trajectory of the front corner of the vehicle on the turning side using the vehicle kinematic model based on the trajectory of the inner front wheel of the curve, the vehicle's operating state parameters, and the vehicle's structural parameters includes: Determine the positions of multiple trajectory points of the inner front wheel on its running trajectory. and the vehicle heading angle corresponding to the position of each of the aforementioned trajectory points. And based on the front overhang length in the vehicle structural parameters Formula used: Determine the position of the front corner of the vehicle on the side facing the turning direction. And the trajectory of the front corner of the vehicle on the turning direction side is determined iteratively; wherein, Let k be the trajectory point of the inner front wheel. Let be the vehicle heading angle corresponding to the kth trajectory point.

5. The method according to claim 1, characterized in that, The step of spatially matching the state data of the obstacle with the front suspension dynamic operating envelope to determine the target obstacle within the front suspension dynamic operating envelope includes: Based on the state data of each obstacle, determine the spatial position of each obstacle relative to the front overhang of the vehicle; The spatial positions of each obstacle are spatially matched with the front suspension dynamic running envelope to determine the positional relationship between each obstacle and the front suspension dynamic running envelope; Based on the positional relationship, it is determined whether each obstacle is within the front suspension dynamic operating envelope, and the obstacle within the front suspension dynamic operating envelope is identified as the target obstacle.

6. The method according to claim 1, characterized in that, The step of determining the collision risk level between the target obstacle and the front suspension of the vehicle based on the spatial relationship between the target obstacle and the dynamic operating envelope of the front suspension, and the relative motion relationship between the vehicle and the target obstacle, includes: Based on the instantaneous rotation center determined by the vehicle kinematics model and the position information of the target obstacle, the distance between the instantaneous rotation center and the target obstacle is determined, and a circular path passing through the target obstacle is determined with the instantaneous rotation center as the center and the distance as the radius. The intersection of the circular path and the front overhang of the vehicle is determined as the collision point. Based on the position of the target obstacle and the position of the collision point, the arc length distance from the target obstacle along the circular path to the collision point is determined, and the relative speed between the vehicle and the target obstacle is determined based on the vehicle's operating state parameters and the target obstacle's state data. The collision time between the target obstacle and the front overhang of the vehicle is determined based on the arc length and the relative speed. The arc length and the collision time distance are compared with preset multi-level distance conditions and multi-level collision time distance conditions to determine the risk level of the collision between the target obstacle and the front suspension of the vehicle.

7. The method according to claim 1 or 6, characterized in that, The warning based on the level of risk of the scratch includes: Collect driving operation information generated by the driver in response to the current vehicle operating status, including steering operation information and braking operation information; The collision risk level and the driving operation information are input into a pre-trained reinforcement learning early warning strategy model, which then determines the target early warning strategy from a set of preset early warning strategies. Based on the target warning strategy, at least one warning method and warning parameter among sound warning, light warning and seat vibration warning are determined, and a warning output is performed based on the warning method and warning parameter.

8. A vehicle front suspension scrape warning device, characterized in that, include: The data acquisition module is used to acquire vehicle operating status parameters and vehicle structural parameters, and to sense obstacles around the front suspension of the vehicle through a pre-set environmental perception system to obtain the status data of each obstacle. The envelope generation module is used to predict the motion of the vehicle using a vehicle kinematics model, based on the vehicle's operating state parameters and structural parameters, and to obtain the dynamic operating envelope of the front overhang of the vehicle during the steering process; wherein, the vehicle structural parameters include the vehicle's front overhang geometric parameters; The spatial matching module is used to spatially match the state data of the obstacle with the front suspension dynamic running envelope to determine the target obstacle within the front suspension dynamic running envelope. The risk warning module is used to determine the collision risk level between the target obstacle and the front suspension of the vehicle based on the spatial relationship between the target obstacle and the dynamic running envelope of the front suspension and the relative motion relationship between the vehicle and the target obstacle, and to issue a warning based on the collision risk level.

9. A vehicle, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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