Patent Application
20230166726
This application claims the priority benefit of Taiwan application serial no. 110144442, filed on Nov. 29, 2021. The entirety of the above-mentioned patent application is hereby incorporated by reference herein and made a part of this specification.
The disclosure relates to a vehicle driving control apparatus, and particularly relates to a vehicle driving control apparatus for large vehicles and a control method and a display method for the same.
When a large vehicle makes a turn, due to a long wheel base of a vehicle body, movement trajectories of front and rear wheels are not overlapped with each other, a turning radius of the front wheel on an inner side of a curve is larger, and a turning radius of the rear wheel on the inner side of the curve is smaller, so that there is a difference of radius between inner wheels. Generally, the longer the wheel base of the vehicle body is, the greater the difference of radius between inner wheels is. For example, a difference of radius between inner wheels of a large truck is 3.5-4.5 meters, while a difference of radius between inner wheels of a trailer is 6-7.5 meters. The larger difference of radius between inner wheels is likely to cause side collisions of large vehicles due to visual blind spots.
In order to prevent the side collision caused by the difference of radius between inner wheels, the prior art measures distances of the surrounding objects of the large vehicle and provides a warning signal when determining that the large vehicle will collide with the surrounding objects during a turning process.
The disclosure is directed to a vehicle driving control apparatus and a control method and a display method for the same, by calculating collision probability between a vehicle and surrounding objects, it is determined whether to adjust driving dynamics of the vehicle, and an expected collision point is estimated and displayed.
An embodiment of the disclosure provides a vehicle driving control apparatus. The vehicle driving control apparatus includes a sensor and a processor. The sensor senses a current relative position and a current relative velocity of at least one object around a vehicle. The processor is coupled to the sensor, and the processor calculates at least one collision probability between the vehicle and the at least one object based on the current relative position and the current relative velocity of the at least one object, and determines whether to adjust a driving dynamics of the vehicle based on the at least one collision probability.
An embodiment of the disclosure provides a control method for vehicle driving including following steps. A current relative position and a current relative velocity of at least one object around a vehicle are sensed. At least one collision probability between the vehicle and the at least one object is calculated based on the current relative position and the current relative velocity of the at least one object. It is determined whether to adjust a driving dynamics of the vehicle based on the at least one collision probability.
An embodiment of the disclosure provides a display method for vehicle driving including following steps. A current relative position and a current relative velocity of at least one object around a vehicle are sensed, and a current position and a current velocity of the vehicle are sensed. At least one collision probability between the vehicle and the at least one object is calculated based on the current relative position and the current relative velocity of the at least one object, and an expected trajectory of the vehicle is calculated based on the current position and the current velocity of the vehicle. An expected collision point of the vehicle is estimated based on the at least one collision probability. The expected trajectory and the expected collision point are displayed.
Based on the above description, in some embodiments of the disclosure, collision probability between the vehicle and the surrounding objects may be calculated based on the current relative positions and current relative velocities of the surrounding objects, and it is determined whether to assist adjusting the driving dynamics of the vehicle based on the collision probability, so as to prevent side collision accidents caused by a difference of radius between inner wheels. On the other hand, the disclosure further estimates and displays the expected collision point based on the collision probability.
To make the aforementioned more comprehensible, several embodiments accompanied with drawings are described in detail as follows.
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the disclosure and, together with the description, serve to explain the principles of the disclosure.
A term “couple” (or “connect”) used in the full text of the disclosure (including the claims) refers to any direct and indirect connections. For example, if a first device is described to be coupled (or connected) to a second device, it is interpreted as that the first device is directly coupled to the second device, or the first device is indirectly coupled to the second device through other devices or connection means. Moreover, wherever possible, components/members/steps using the same referential numbers in the drawings and description refer to the same or like parts. Components/members/steps using the same referential numbers or using the same terms in different embodiments may cross-refer related descriptions.
In an embodiment, the sensor 110 may include a camera, a LiDAR, a radar, an accelerometer, a gyroscope, a weather sensor, a wheel speedometer, etc. The processor 120, for example, includes a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), a programmable controller, a programmable logic device (PLD) or other similar devices or combinations of these devices, which is not limited by the disclosure.
In step S210, the sensor 110 senses at least one object around the vehicle to obtain a current relative position and a current relative velocity of the at least one object. In an embodiment, a LiDAR or a radar in the sensor 110 directly measures a distance and a velocity of the at least one object around the vehicle to obtain the current relative position and the current relative velocity of the at least one object relative to the vehicle. In addition, a camera in the sensor 110 may also obtain image data of at least one object around the vehicle, and the processor 120 may obtain a type of the at least one object (such as a street lamp, an automobile, or a pedestrian, etc.) by recognizing the image data. In other embodiments, the processor 120 may receive map information through the communication device of the vehicle, and obtain the current relative position of the at least one object according to the map information. The map information includes, for example, roads and object information beside the roads, such as street lamps, safety islands, fire hydrants, etc.
Then, in step S220, the processor 120 receives the current relative position and the current relative velocity of the at least one object from the sensor 110, and the processor 120 calculates at least one collision probability between the vehicle and the at least one object based on the current relative position and the current relative velocity of the at least one object. For example, based on the current relative position and the current relative velocity of the street lamp, the processor 120 may calculate that the collision probability between the vehicle and the street lamp after 1 second is 70%. Since it is based on the current relative position and the current relative velocity of the object to calculate whether a position of the object is overlapped with that of the vehicle at a certain time in the future, if the object itself has acceleration/deceleration capability, such as a bicycle or a car, an extreme value range of acceleration/deceleration of the object itself may be considered to generate the collision probability. Detailed calculation method of the collision probability is described in
In step S230, the processor 120 determines whether to adjust a driving dynamics of the vehicle according to the at least one collision probability. In an embodiment, the processor 120 may determine whether to adjust a velocity of the vehicle to prevent a collision according to the collision probability, for example, to brake to reduce the velocity to prevent collision with an object, or provide an auxiliary torque to assist a steering motor (not shown) to drive the vehicle to perform steering, such as reducing a steering angle to prevent collision with the object. Furthermore, to prevent the collision between the vehicle and the object may be to prevent the collision between any part of a vehicle body and the object, such as a frontal collision or a side collision, but the disclosure it is not limited thereto. The specific judgment method for adjusting the driving dynamics of the vehicle is to be described in detail in
Then, in step S320, the processor 120 calculates a position probability distribution Pobjcect (x, y, tc) of at least one object at the first time according to the first relative position and the first relative position variation amount. In an embodiment, the position probability distribution Pobjcect (x, y, tc) may be configured by using a normal distribution, where the normal distribution takes an average as a center line to form a symmetrical unimodal, bell-shaped curve distribution. For example, the position probability distribution Pobjcect (x, y, tc) may take a first relative position (x,y) of the bicycle after one second (tc=1) as the center line of the normal distribution, and take the first relative position variation amount of the bicycle after one second as a range of a second standard deviation 26 (with a value of 95.4%) of the normal distribution to configure the position probability distribution Pobjcect (x, y, tc). Namely, the greater an absolute value of the object acceleration is, the more gentle the position probability distribution Pobjcect (x, y, tc) is, i.e., the larger an estimated position probability distribution range is. Conversely, the smaller the absolute value of the object acceleration is, the steeper the position probability distribution Pobjcect (x, y, tc) is, i.e., the smaller the estimated position probability distribution range is.
In step S330, the processor 120 calculates at least one collision probability Pcollision (tc) between the vehicle and at least one object at the first time tc according to the position probability distribution Pobjcect (x, y, tc) and a center of gravity trajectory and a vehicle body distribution of the vehicle, referring equation (1):
P
collision(tc)=∫τ(x,y)·Pobjcect(x,y,tc)dxdy (1)
Where, Pobjcect (x, y, tc) is the position probability distribution of the object at the first time tc, and if the processor 120 determines that the positions of the vehicle and the object are overlapped at the first time tc, i(x,y)=1. If the processor 120 determines that the positions of the vehicle and the object are not overlapped at the first time tc, i(x,y)=0. It should be noted that when the vehicle is, for example, a large vehicle or a trailer with a longer wheel base, the vehicle body distribution thereof must be calculated in multiple segments, so that regarding determination of whether the positions of the vehicle and the object are overlapped at the first time tc, not only the center of gravity of the vehicle is considered, a posture of the vehicle or the vehicle body distribution is also considered. For example, when the trailer has two front and rear vehicle bodies, it is required to separately consider whether the front vehicle body and the rear vehicle body are overlapped with the object at the first time tc.
For example, taking the first time tc in the future as 1 second as an example, 10 time intervals are divided between the current time and the first time tc, the processor 120 may obtain a plurality of decelerations acmd,0, acmd,0.1, acmd,0.2, acmd,0.3, acmd,0.4, acmd,0.5, acmd,0.6, acmd,0.7, acmd,0.8, acmd,0.9, acmd,1 of a certain object. At least one deceleration acmd,tc between the current time and the first time tc is taken for each object, and the at least one deceleration acmd,tc of each object is one set, so that the at least one object has at least one set of deceleration acmd,tc.
In another embodiment, regarding the calculation of the deceleration acmd,tc, the processor 120 further calculates the deceleration acmd,tc according to a weight function w(Pcollision (tc)), as shown in a following equations (3) and
Then, in step S420, the processor 120 selects a maximum value from at least one deceleration acmd,tc corresponding to each object to generate at least one maximum deceleration acmd,max corresponding to the at least one object. For example, if a certain object is a bicycle, in order to prevent from colliding with the bicycle, values of a plurality of decelerations acmd,tc of the vehicle within 1 second between the current time and the first time tc (0, 0.1, 0.2, . . . , 0.9, 1 second) are respectively 0.1, 0.4, 0.6, 0.9, 1.5, 2.1, 2.5, 2.9, 3.4, 2.6, 2.1 m/s2, the maximum value of 3.4 m/s2 is taken as the maximum deceleration acmd,max required for the vehicle to shun the bicycle. If there is at least one object, at least one maximum deceleration acmd,max corresponding to the number of the objects is taken.
In step S430, the processor 120 selects a maximum value from the at least one maximum deceleration acmd,max to generate a maximum reference deceleration aref,max of all objects. For example, if the processor 120 calculates that the maximum decelerations acmd,max respectively required by the vehicle to prevent from collisions with three surrounding objects are 3.4, 1.8, 2.2 m/s2, the processor 120 takes 3.4 m/s2 as the maximum reference deceleration aref,max.
Then, in step S440, the processor 120 compares the maximum reference deceleration aref,max with a deceleration threshold aTH, and determines whether the maximum reference deceleration aref,max is greater than or equal to the deceleration threshold aTH. When the processor 120 determines that the maximum reference deceleration aref,max is greater than or equal to the deceleration threshold aTH, the flow goes to step S450. When the processor 120 determines that the maximum reference deceleration aref,max is less than the deceleration threshold aTH, the flow goes to step S460. The deceleration threshold aTH is determined according to design requirements, which is, for example, 1 m/s2, but the disclosure is not limited thereto.
In step S450, the processor 120 provides a driving signal to a motor to automatically adjust the current velocity vego of the vehicle to prevent from collision with the object. In step S460, the processor 120 does not provide the driving signal to the motor, and does not automatically adjust the current velocity vego of the vehicle, and the vehicle is controlled by a driver himself.
Then, in step S620, the processor 120 performs rotational torque superimposition calculation on the reference torque τR and a current torque τP provided by the steering motor to generate a correction torque τC. In step S630, the processor 120 compares the correction torque τC with a torque threshold τTH, and determines whether the correction torque τC is greater than or equal to the torque threshold τTH. When the correction torque τC is greater than or equal to the torque threshold τTH, the flow goes to step S640. When the correction torque τC is less than the torque threshold τTH, the flow goes to step S650.
In step S640, since the correction torque τC is greater than or equal to the torque threshold τTH, the processor 120 sets an auxiliary torque τA to be equal to the torque threshold τTH. For example, it is assumed that the torque threshold τTH is 3.5 N/m, when the correction torque τC is 4 N/m, the processor 120 sets the auxiliary torque τA to 3.5 N/m to implement operating safety restriction and prevent excessive correction torque τC that may cause the vehicle to oversteer in a short period of time. In step S650, since the correction torque τC is less than the torque threshold τTH, the processor 120 sets the auxiliary torque τA to be equal to the correction torque Tc. For example, it is assumed that the torque threshold τTH is 3.5 N/m, when the correction torque τC is 2.5 N/m, the processor 120 sets the auxiliary torque τA to 2.5 N/m.
Then, in step S660, the processor 120 compares the collision probability Pcollision (tc) of the at least one object at the first time tc that is calculated in
In other words, the first probability threshold PTH1 is an auxiliary intervention condition of the set auxiliary torque τA. When the collision probability Pcollision (tc) is higher than the auxiliary intervention condition of the auxiliary torque TA, the auxiliary torque τA is superimposed on the driver torque τD to provide additional torque for assisting steering and prevent from collision with objects. Otherwise, no superimposition is performed, and a steering action is simply controlled by the driver. It should be noted that the current torque τP, the reference torque TR, the correction torque Tc, the auxiliary torque TA, the driver torque TD, and the output torque τOUT mentioned above are all torque commands or torque value information, and do not refer to actual rotational torques.
In step S730, the processor 120 estimates an expected collision point between the vehicle and the at least one object according to the at least one collision probability Pcollision (tc) between the vehicle and the at least one object. In an embodiment, the processor 120 may compare the at least one collision probability Pcollision (tc) with a second probability threshold PTH2, and take an object relative position corresponding to the collision probability Pcollision (tc) that is greater than or equal to the second probability threshold PTH2 in the at least one collision probability Pcollision (tc) as the expected collision point, while object relative positions corresponding to the collision probabilities Pcollision (tc) that are less than the second probability threshold PTH2 in the at least one collision probability Pcollision (tc) are not taken as the expected collision point.
Then, in step S740, a display device 810 in the vehicle displays the expected trajectory and the expected collision point for the driver's reference. Specifically, the display device 810 may be configured on an upper side, a lower side or other positions of rearview mirrors at both sides of the vehicle for the driver's reference in turning. In an embodiment, when it is detected that turning light of a specific side is turned on or the vehicle is turned to the specific side, the display device 810 next to the rearview mirror corresponding to the specific side is activated, where the specific side may be the left or right side of the vehicle. Regarding the judgment of the vehicle steering, when the processor 120 learns that the turning light of the vehicle is turned on and determines that the vehicle is in an outer lane, or when a steering angle of the steering wheel is greater than a preset threshold, the processor 120 determines that the vehicle is turning.
Referring to
On the other hand, the display device 810 displays the reference trajectories 861, 862, and 863 calculated by the path planner to prevent from collision with the object 840. In detail, the reference trajectory 861 is an inner front wheel recommended path of the vehicle 830 in the curve, the reference trajectory 862 is an outer front wheel recommended path, and the reference trajectory 863 is an inner rear wheel recommended path. It may be seen from
In summary, the disclosure may calculate the relative positions and the relative position variation amounts of a future time point based on the current relative positions, current relative velocities and the types of the objects around the vehicle, thereby further calculating the collision probabilities, and judging whether to assist adjusting the driving dynamics of the vehicle according to the collision probabilities, and there is no need to wait for the surrounding objects to be on the expected trajectory of the vehicle before performing velocity control or steering control, so as to prevent side collision accidents caused by the difference of radius between inner wheels. On the other hand, the disclosure further displays the expected trajectory, the expected collision point and the reference trajectory next to the rearview mirror on the turning side in a top view manner before turning, so as to provide the driver with reference information and prevent the driver from mis-estimating the difference of radius between inner wheels due to visual blind spots.
It will be apparent to those skilled in the art that various modifications and variations can be made to the disclosed embodiments without departing from the scope or spirit of the disclosure. In view of the foregoing, it is intended that the disclosure covers modifications and variations provided they fall within the scope of the following claims and their equivalents.
| Number | Date | Country | Kind |
|---|---|---|---|
| 110144442 | Nov 2021 | TW | national |
