TWI694018B - Local vehicle and vehicle control method - Google Patents

Abstract

A vehicle control method. The method includes, in response to determining that receiving a remote moving information broadcasted by a remote vehicle, determine whether the remote vehicle in an alert area of a local vehicle will hit the local vehicle according to a local moving information of the local vehicle and the remote moving information; and, in response to determining that the remote vehicle will hit the local vehicle, identifying a local hit quadrant of the local vehicle and a remote hit quadrant of the remote vehicle according to the local moving information and the remote moving information, and controlling a local acceleration of the local vehicle according to the local hit quadrant and the remote hit quadrant.

Description

Local vehicle and vehicle control method

The present invention relates to a control method, and in particular, to a local vehicle and a vehicle control method used therefor.

Over the past half century, with the evolution of technology, vehicles (such as automobiles) have entered the field of autonomous driving. However, the currently known method of vehicle automatic driving, in the face of the possibility that multiple vehicles may meet, there is still no way to rely on each vehicle to independently determine the driving behavior that each vehicle should take in the above situation. . In the traditional way, it is still necessary to install a detector at the intersection and a corresponding centralized traffic control system to manage the intersection of multiple vehicles.

In this way, the traditional approach will consume a lot of hardware costs and management costs to deal with vehicle rendezvous events.

Therefore, how to enable the vehicle (vehicle) to independently perform corresponding driving behaviors on possible vehicle intersection events is a goal for those skilled in the art to develop.

The invention provides a local vehicle and a vehicle control method, which can detect a remote vehicle close to the local vehicle to control the acceleration of the local vehicle accordingly, thereby avoiding the occurrence of an impact event.

An embodiment of the present invention provides a local vehicle. The vehicle includes a positioning device, a communication unit, a driving unit and a control unit. The positioning device is used to receive a global positioning system signal to identify the coordinate position of the local vehicle. The communication unit is used to receive mobile information from other vehicles. The driving unit is used to control the movement of the local vehicle and recognize the current movement direction, acceleration and speed of the local vehicle. The control unit is coupled to the positioning device, the local communication unit and the driving unit. The control unit is used to determine whether the communication unit receives a remote mobile message broadcast by a remote vehicle. In response to determining that the communication unit received the remote movement information broadcast by the remote vehicle, the control unit is further used to determine whether the remote vehicle is in the corresponding location based on the remote movement information In a local alert area of the local vehicle, wherein it is determined that the remote vehicle is in the local alert area corresponding to the local vehicle. In addition, the control unit is further used to determine whether the remote vehicle will hit the local vehicle based on the local movement information of the local vehicle and the remote movement information, in response to determining the remote The vehicle will hit the local vehicle, and the control unit is further used for identification based on the local movement information and the remote movement information A local impact quadrant corresponding to the local vehicle and a remote impact quadrant corresponding to the remote vehicle, and controlling the local acceleration of the local vehicle according to the local impact quadrant and the distal impact quadrant.

An embodiment of the present invention provides a vehicle control method suitable for a local vehicle. The vehicle control method includes determining whether a remote movement information broadcast by a remote vehicle is received; in response to determining that the remote movement information broadcast by the remote vehicle is received, according to the remote End mobile information to determine whether the remote vehicle is in a local alert area corresponding to the local vehicle; in response to determining that the remote vehicle is in the local alert area corresponding to the local vehicle, according to Determining the local movement information of the local vehicle and the remote movement information to determine whether the remote vehicle will impact the local vehicle; and in response to determining that the remote vehicle will impact the local vehicle, Identifying the local impact quadrant corresponding to the local vehicle and the remote impact quadrant corresponding to the remote vehicle according to the local mobile information and the remote mobile information, and according to the local impact quadrant and the remote The impact quadrant controls the local acceleration of the local vehicle.

Based on the above, the present invention implements a local vehicle and a vehicle control method, which can determine the distance within the local alert area based on the received remote movement information of the remote vehicle and the local movement information of the local vehicle Whether the end vehicle will impact the local vehicle, correspondingly predict the local impact quadrant and the remote impact quadrant corresponding to the impact, and use the local impact quadrant and the remote impact quadrant to control the acceleration of the local vehicle, thereby enabling The local vehicle may Effectively avoid being hit by the distal vehicle towards the local vehicle.

In order to make the above-mentioned features and advantages of the present invention more obvious and understandable, the embodiments are specifically described below in conjunction with the accompanying drawings for detailed description as follows.

A, B, 10, 20: Transportation

110, 210: control unit

120, 220: communication unit

130, 230: driving unit

140, 240: positioning device

150, 250: storage unit

160, 260: input/output device

LD, RD: mobile information

CA _A , CA _B : Communication area

CR _A , CR _B : radius of the communication area

MA _A , MA _B : alert area

R _A , R _B : radius of the warning area

HA: impact area

r: radius of impact area

C _A , C _B : center of circle, center of mass

r _A , r _B : car body radius

D _A , D _B : moving direction

Y _A , Y _B , X _A , X _B : coordinate axis

S31, S32, S33, S34, S35, S36: process steps of vehicle control method

、

、

:向量

,

,

:vector

D, E: point

θ’, θ, π: angle

T60: mapping table

A61: Arrow

FIG. 1 is a block diagram of a local vehicle and a remote vehicle according to an embodiment of the invention.

FIG. 2A is a schematic diagram illustrating movement of a local vehicle and a remote vehicle according to an embodiment of the invention.

2B is a schematic diagram of entering the warning area according to an embodiment of the invention.

3 is a flowchart of a vehicle control method according to an embodiment of the invention.

4A is a schematic diagram of determining that a remote vehicle will not hit a local vehicle according to an embodiment of the invention.

4B is a schematic diagram of determining that a remote vehicle will hit a local vehicle according to an embodiment of the invention.

FIG. 5 is a schematic diagram of a local impact quadrant and a remote impact quadrant according to an embodiment of the invention.

6 is a mapping of acceleration adjustment parameters according to an embodiment of the invention Schematic diagram of the table.

The vehicle control method provided by the embodiment of the present invention allows a vehicle (also called a local vehicle) using the vehicle control method to independently depend on another vehicle (also called a remote traffic) approaching from Tool) the received mobile information (also known as remote mobile information) to determine how to control the driving behavior of the local vehicle (eg, adjust the acceleration of the current movement) to avoid collision with the remote vehicle.

FIG. 1 is a block diagram of a local vehicle and a remote vehicle according to an embodiment of the invention. Please refer to FIG. 1. In this embodiment, the local vehicle 10 includes a control unit 110, a communication unit 120, a driving unit 130, a positioning device 140, a storage unit 150 and an input/output unit 160.

The control unit 110 is a hardware capable of computing (such as a chipset, a processor, etc.). The control unit 110 is coupled to the communication unit 120, the driving unit 130, the positioning device 140, the storage unit 150, and the input/output unit 160. It is also used to manage the overall operation of the local vehicle 10 (eg, to control the operation of other hardware components in the local vehicle 10). In this embodiment, the control unit 110 is, for example, a core or multi-core central processing unit (Central Processing Unit, CPU), a microprocessor (micro-processor), or other programmable processing unit (Microprocessor), Digital Signal Processor (DSP), programmable controller, application specific integrated circuit (Application Specific Integrated Circuits (ASIC), Programmable Logic Device (PLD) or other similar devices.

The communication unit 120 is used to receive communication signals via wireless means. In this embodiment, the communication unit 120 supports, for example, WiFi communication protocol, Bluetooth, Near Field Communication (NFC), 3rd Generation Partnership Project (3GPP) standards, Wireless communication circuit units such as the 4th Generation Partnership Project (4GPP) standard and the 5th Generation Partnership Project (5GPP) standard. In this embodiment, the communication unit 120 is further used to continuously listen to mobile information broadcast from other vehicles (eg, remote mobile information RD from the remote vehicle 20). In addition, the communication unit 120 is further used to continuously broadcast the mobile information of the local vehicle (also known as the local mobile information LD) through the corresponding communication area (eg, the communication area CA _A illustrated in FIG. 2 ). In one embodiment, the communication unit 120 is further used to connect to a network (for example, a telecommunications network, the Internet, the Internet of Things, etc.) so that the local vehicle can receive data downloaded or uploaded from the connected network.

The far-end movement information includes a movement direction of the far-end vehicle 20 (also referred to as a far-end movement direction), a speed of the far-end vehicle 20 (also referred to as a far-end speed), and the far-end traffic The coordinate position of the tool 20 (also known as the distal coordinate position). The local movement information includes a moving direction of the local vehicle 10, a speed of the local vehicle 10, and a coordinate position of the local vehicle 10. In one embodiment, the above mobile information further includes the unique identification of the vehicle code.

The driving unit 130 is used to control the movement of the local vehicle 10 according to the instruction of the control unit 110. In more detail, the driving unit 130 can control the moving direction, speed, and acceleration of the local vehicle 10 by controlling the mechanical system and the power system of the local vehicle 10. In addition, the driving unit 130 can return the current moving direction (also known as local moving direction), speed (also known as local speed) and acceleration (also known as local acceleration) of the local vehicle 10 to the control unit 110. The present invention is not limited to the embodiment of the driving unit 130. The details about the driving unit 130 are not the technical solutions focused on by the present invention and will not be repeated here.

The positioning device 140 is used to recognize the coordinate position of the local vehicle 10 and transmit the recognized coordinate position to the control unit 110. The positioning device 140 is, for example, a circuit unit that supports the global positioning system standard, and can obtain the coordinate position of the local vehicle 10 (also known as the local coordinate position) by receiving a global positioning system signal.

The storage unit 150 temporarily stores data through the instruction of the control unit 110, and the data includes data for managing the local vehicle 10, data received from the remote vehicle 20, and data for broadcasting, and the present invention is not limited to this .

In addition, the storage unit 150 can also record some data that needs to be stored for a long time through the instruction of the control unit 110. For example, mapping tables, firmware or software to manage local vehicles. The storage unit 150 may be any type of hard disk drive (HDD) or non-volatile memory storage device (eg, solid state drive). In one embodiment, the storage unit 150 may also be hardware including a flash memory module, for example.

The input/output unit 160 is, for example, a touch panel, which is used to allow a user to input data or control the operation to be performed by the user through the input/output unit 160. In addition, the input/output unit 160 can also display/play information.

Similarly, the remote vehicle 20 includes a control unit 210, a communication unit 220, a driving unit 230, a positioning device 240, a storage unit 250, and an input/output unit 260. Since the functions of the control unit 210, the communication unit 220, the driving unit 230, the positioning device 240, the storage unit 250, and the input/output unit 260 are basically the same as the control unit 110, the communication unit 120, the driving unit 130, the positioning The functions of the device 140, the storage unit 150, and the input/output unit 160, so the corresponding details are not described again.

FIG. 2A is a schematic diagram illustrating movement of a local vehicle and a remote vehicle according to an embodiment of the invention. Referring to Figure 2A, for example, if the local communication unit communication area A of the vehicle 120 has a communication radius of the CA _A CR _A, B and the distal end of the vehicle communication unit 220 of the CA communications area _B has a communication radius CR _B. Further, the communication unit 120 continuously communicable area of a local mobile broadcasting the CA information LD _A, so that information into the local mobile communications area LD other communication means may receive the CA _A vehicle A is local. In contrast, the communication of the communication unit 220 is continuously broadcasting the distal end region of the CA moves _B information RD, so that other communication unit _B enters the communication area of the CA may receive the distal end to the distal end B of the moving vehicle information RD. That is to say, within the communication distance of any two vehicles, only three pieces of information need to be exchanged with each other, namely, the moving direction of the vehicle, the speed of the vehicle and the coordinate position of the vehicle. In addition, there is no need to exchange acceleration or any steering information, which can greatly simplify the data processing of the vehicle during the communication process.

In this way, when the local vehicle A enters the communication area CA _{B of the} remote vehicle, the local vehicle A can receive the remote movement information RD broadcast by the remote vehicle B; when the remote vehicle B enters When reaching the communication area CA _{A of the} local vehicle, the remote vehicle B can receive the remote mobile information LD broadcast by the local vehicle A. It should be noted that the following embodiments are mainly based on a vehicle control method that illustrates that the local vehicle A (also called A car or own car) independently judges how to control the movement of the local vehicle A. The method can also be applied to a remote vehicle B (also known as B car or other car), so that the control unit 210 of the remote vehicle B implements the vehicle control method, and thus can also enable the remote vehicle B independently decides how to control the movement of the remote vehicle B.

Please refer to FIG. 2A. For the convenience of explanation, the following will assume that the A car and the B car are circular objects (such as gray circles), each having a car body radius r _A , r _B , and a circle center C _A , C _B . Although the car body is mostly rectangular in reality, it is assumed that the car body is circular, which has two advantages: (1) it can simplify the inference process in plane motion; (2) because the side of the car body is relatively fragile, so Assuming that the car body is circular, more space can be reserved on both sides of the car body in reality. In an embodiment, the circle centers C _A and C _B may also be the center of mass of the A car and the B car.

Further, a plane coordinate system (XY coordinate system) the following Examples, A vehicle used would correspond A car moving direction D _A, the moving direction D _A Y-axis (Y _A-axis) the positive direction of coordinate system; B The plane coordinate system (XY coordinate system) used by the car corresponds to the moving direction D B of the car _B , and the moving direction D _{B is taken} as the positive direction of the Y axis (YB axis) coordinate system. Before operating the algorithm, each own car needs to convert the coordinate system, rotate the positive direction of the Y axis of the entire plane coordinate system to be consistent with the direction of motion, and then calculate the relative motion vector for the other car.

3 is a flowchart of a vehicle control method according to an embodiment of the invention. Referring to FIG. 3, in step S31, the control unit 110 determines whether the communication unit 120 receives the remote mobile information RD broadcast by the remote vehicle 20.

In response to determining that the communication unit 120 has received the remote movement information RD broadcast by the remote vehicle 20 (step S31→Yes), step S32 is performed; in response to determining that the communication unit 120 has not received the The far-end mobile information RD broadcast by the far-end vehicle 20 (step S31→No), step S34 is executed.

For example, as shown in FIG. 2A, when the vehicle A enters the communication area CA _B , the communication unit 120 starts to receive the remote movement information RD of the vehicle B. Next, after receiving the remote movement information RD of vehicle B, proceeding to step S32, the control unit 110 is further used to determine whether the remote vehicle 20 is in the corresponding location according to the remote movement information RD A local warning area MA _A of the local vehicle 10 is described.

In response to determining that the remote vehicle 20 is within the local alert area MA _A corresponding to the local vehicle 10 (step S32→Yes), step S33 is performed; in response to determining that the remote vehicle 20 is not in Corresponding to the local warning area MA _A of the local vehicle 10 (step S32→No), step S34 is executed.

Specifically, the control unit 110 can determine whether the B car has entered the local warning area according to the coordinate position of the B car, the coordinate position of the A car and the radius R _{A of the} local warning area MA _A in the remote mobile information RD Within MA _A.

2B is a schematic diagram of entering the warning area according to an embodiment of the invention. Referring to FIGS. 2A and 2B, in the present embodiment, the control unit 110 is pre-set a local alert area MA _A, the local alert area MA _A C _A A car center as the center and having a radius R _A round area. In contrast, the far-end warning area MA _B of the vehicle _B is also a circular area centered on the vehicle B's center C _B and having a radius R _B. FIG. 2A shows an example where the vehicle B has not entered the local warning area MA _A. At this time, the control unit 110 executes step S34. In step S34, the control unit 110 instructs the driving unit 130 to maintain the current local acceleration of the local vehicle 10, and the flow continues to step S31. Specifically, because the B car has not entered the local warning area MA _A , the control unit 110 believes that no further processing is needed at present whether a collision will occur. Therefore, the control unit 110 instructs the driving unit 130 to maintain the currently set speed, acceleration, and moving direction. Then, the control unit 110 continuously receives the remote movement information RD of the vehicle B, and continuously determines whether the vehicle B enters the local warning area MA _A.

In contrast, please refer to FIG. 2B, assuming that car B has entered the local warning area MA _A. Continuing to step S33, the control unit 110 determines whether the remote vehicle 20 will hit the local vehicle based on the local movement information LD of the local vehicle 10 and the remote movement information RD.

That is, if the remote vehicle 20 is in the local alert area MA _A corresponding to the local vehicle 10, the control unit 110 will consider the remote vehicle 20 to be a threat, and will further determine whether There will be a collision. In this way, the resources and time consumed in calculating whether collisions will occur can be reduced.

In response to determining that the remote vehicle 20 will hit the local vehicle, step S35 is performed; in response to determining that the remote vehicle 20 will not hit the local vehicle, step S34 is performed.

，B車的運動向量為

。B車(遠端交通工具20)相對於A車(本地交通工具10)的相對運動向量

可藉由下列公式(1)計算：

4A is a schematic diagram of determining that a remote vehicle will not hit a local vehicle according to an embodiment of the invention. 4B is a schematic diagram of determining that a remote vehicle will hit a local vehicle according to an embodiment of the invention. Please refer to Figure 4A or 4B, assuming that the motion vector of car A is

, The motion vector of car B is

. Relative motion vector of vehicle B (remote vehicle 20) relative to vehicle A (local vehicle 10)

It can be calculated by the following formula (1):

，並且判斷所述相對運動向量

是否會經過相對於所述本地交通工具10的撞擊區域HA(判斷相對運動向量

的延伸是否會經過撞擊區域HA)。所述撞擊區域HA是經由撞擊半徑r以所述本地交通工具10的所述座標位置為圓心C_A所構成的圓形區域。所述撞擊半徑r為所述本地交通工具10的車體半徑r_A與所述遠端交通工具20的車體半徑r_B的總和。應注意的是，在一實施例中，本地交通工具10的車體半徑r_A可等於所述遠端交通工具20的車體半徑r_B。 For example, in step S33, the control unit 110 calculates the relative motion vector of the remote vehicle 20 corresponding to the local vehicle 10 based on the local mobile information LD and the remote mobile information RD

And determine the relative motion vector

Whether it will pass the impact area HA relative to the local vehicle 10 (judgment of relative motion vector

Whether the extension of the will pass through the impact area HA). HA via the impingement region to the radius r of the impact of the local coordinate position of the vehicle 10 is a circular region the center C _A constituted. R is the radius of the local impact vehicle body 10 of a radius r _A of the vehicle body distal end 20 of the radius r of the sum of _B. It should be noted that in an embodiment, the body radius r _{A of the} local vehicle 10 may be equal to the body radius r _{B of} the remote vehicle 20.

不經過對應於所述本地交通工具10的所述撞擊區域HA，所述控制單元110判定所述遠端交通工具20不會撞擊所述本地交通工具10(如，圖4A所示)。 Where it is reflected in determining the relative motion vector of the remote vehicle 20

Without passing through the impact area HA corresponding to the local vehicle 10, the control unit 110 determines that the remote vehicle 20 will not impact the local vehicle 10 (as shown in FIG. 4A).

會經過對應於所述本地交通工具10的所述撞擊區域HA(如，圖4B所示)，所述控制單元110判定所述遠端交通工具20會撞擊所述本地交通工具10。 Relatively, the relative motion vector in response to the remote vehicle

After passing through the impact area HA corresponding to the local vehicle 10 (as shown in FIG. 4B ), the control unit 110 determines that the remote vehicle 20 will impact the local vehicle 10.

(即，A車圓心C_A與B車圓心C_B之間的向量)於相對運動向量

上的正射影

。所述正射影

可藉由下列公式(2)來計算：

In an embodiment, the control unit 110 first determines the vector

(Ie, the vector between the center A of car _A and the center C B of car _B )

Orthophoto

. The orthophoto

It can be calculated by the following formula (2):

來計算D點的座標位置。 Next, the control unit 110 reuses the coordinate position of the vehicle B (that is, the coordinate position of the center _CB ) and the orthographic

To calculate the coordinate position of point D.

。 Next, the control unit 110 re-use the coordinate position A of the vehicle (i.e., the coordinate position of the center C _A) and the coordinate position of the point D to calculate the distance between the center points C _A and D

.

後，所述控制單元110可判斷所述距離

是否大於所述撞擊區域HA的所述撞擊半徑r。若判定所述距離

不大於所述撞擊區域HA的所述撞擊半徑r，則所述控制單元110便可判定相對運動向量

會經過所述撞擊 區域HA，即，判定所述遠端交通工具20會撞擊所述本地交通工具10(如，圖4B所示)。 Obtaining the distance between the center points C _A and D

After that, the control unit 110 can determine the distance

Is greater than the impact radius r of the impact area HA. If the distance is judged

Not greater than the impact radius r of the impact area HA, the control unit 110 can determine the relative motion vector

Will pass the impact area HA, that is, it is determined that the remote vehicle 20 will impact the local vehicle 10 (as shown in FIG. 4B ).

大於所述撞擊區域HA的所述撞擊半徑r，則所述控制單元110便可判定相對運動向量

不會經過所述撞擊區域HA，即，判定所述遠端交通工具20不會撞擊所述本地交通工具10(如，圖4A所示)。 Conversely, if the distance is determined

Greater than the impact radius r of the impact area HA, the control unit 110 can determine the relative motion vector

It will not pass through the impact area HA, that is, it is determined that the remote vehicle 20 will not impact the local vehicle 10 (as shown in FIG. 4A ).

Please return to FIG. 3 again. In step S35, the control unit 110 recognizes the local impact quadrant corresponding to the local vehicle 10 and the remote end according to the local mobile information LD and the remote mobile information RD. The distal end of the vehicle 20 hits the quadrant.

FIG. 5 is a schematic diagram of a local impact quadrant and a remote impact quadrant according to an embodiment of the invention. It is noted that, in the present embodiment, the local vehicle 10 (i.e., A car) corresponding to the four quadrants of the coordinate axes is a positive direction according to Y _A and C _A is the center to center point to distinguish between quadrant I (also known as , The first quadrant), quadrant II (also known as the second quadrant), quadrant III (also known as the third quadrant), quadrant IV (also known as the fourth quadrant). Similarly, the four quadrants corresponding to the remote vehicle 20 (ie, car B) are divided into quadrant I, quadrant II, quadrant III, and quadrant IV with the center point of circle center _B as the positive direction of coordinate axis Y _B .

交會於所述撞擊區域HA的邊界的一虛擬撞擊點E。接著，所述控制單元110根據所述虛擬撞擊點 E辨識對應於本地交通工具10的本地撞擊角度θ，並且辨識所述本地撞擊角度θ所屬的象限為所述本地撞擊象限。 Please refer to FIGS. 4B and 5. More specifically, in this embodiment, it is assumed that car A and car B are examples of FIG. 4B. The control unit 110 can recognize the relative motion vector of the remote vehicle 20

A virtual impact point E meeting at the boundary of the impact area HA. Next, the control unit 110 recognizes the local impact angle θ corresponding to the local vehicle 10 according to the virtual impact point E, and recognizes that the quadrant to which the local impact angle θ belongs is the local impact quadrant.

來獲得本地撞擊角度θ。舉例來說，所述控制單元110可根據D點與圓心C_A的座標位置獲得向量

與距離

，並且利用距離

與距離

來計算出距離

(ADE為直角三角形，即，

)。 在此，所述控制單元110更將向量

設定為常數c乘以向量(

) (即，

)。也就是說，所述控制單元110可利用下方的公式(3)所推導出公式(4)來獲得計算常數c的公式(5)。 In an embodiment, the control unit 110 uses vectors

To obtain the local impact angle θ. For example, the control unit 110 may obtain a vector from point D and the center coordinate position of the C _A

With distance

And use distance

With distance

To calculate the distance

(ADE is a right triangle, ie,

). Here, the control unit 110 further converts the vector

Set to a constant c times a vector (

) (which is,

). That is to say, the control unit 110 can obtain the formula (5) for calculating the constant c by using the formula (4) derived from the formula (3) below.

。獲得向量

後，所述控制單元110可根據向量

與向量

獲得向量

(即，

)。最後，所述控制單元110便可利用向量

獲得對應於本地交通工具10的本地撞擊角度θ。 Then, the control unit 110 can use the formula (5) to calculate the constant c, and then obtain the vector

. Get vector

Afterwards, the control unit 110 may

With vector

Get vector

(which is,

). Finally, the control unit 110 can use the vector

The local impact angle θ corresponding to the local vehicle 10 is obtained.

For example, in the example of FIG. 5, the control unit 110 determines that the quadrant to which the local impact angle θ belongs is the quadrant I according to the local impact angle θ corresponding to the point E, that is, the control unit 110 recognizes that the local impact quadrant is the quadrant I.

Next, the control unit 110 calculates a distal impact angle θ'corresponding to the remote vehicle 20 according to the local impact angle θ, and recognizes the distal impact The quadrant to which the angle θ'belongs is the distal impact quadrant.

Specifically, the control unit 110 adds 180 degrees (π) to the local impact angle θ, and then rotates through the coordinate system (90-degree rotation) to obtain the impact angle of the B car (ie, the distal impact angle θ') .

In the example of FIG. 5, the control unit 110 determines that the quadrant to which the distal impact angle θ′ belongs is the quadrant II according to the distal impact angle θ′, that is, the control unit 110 recognizes that the distal impact quadrant is the quadrant II .

After identifying (predicting) the local impact quadrant and the far-end impact quadrant, proceeding to step S36, the control unit 110 controls the local vehicle 10 according to the local impact quadrant and the far-end impact quadrant The local acceleration. In other words, after getting the respective quadrants of the impact of the own car and its car, you need to decide the rules of giving each other cars, and then adjust your own acceleration according to the rules. The design of the rule is that in the case of no collision, they will accelerate to the speed limit with a suitable acceleration. The appropriate acceleration is defined as +1, which is the acceleration of the background. The speed will not increase again when it reaches the speed limit.

Specifically, in an embodiment, the control unit 110 may look up the acceleration adjustment parameters mapped by the local impact quadrant and the distal impact quadrant via a mapping table (also known as an acceleration adjustment parameter mapping table).

Then, the control unit 110 may instruct the driving unit 130 to adjust the acceleration of the local vehicle 10 via the found acceleration adjustment parameter.

6 is an acceleration adjustment parameter according to an embodiment of the invention Schematic diagram of the mapping table. Referring to FIG. 6, it is assumed that the storage unit 150 has already stored the acceleration adjustment parameter map T60. The control unit 110 may obtain the acceleration adjustment parameter by looking up this acceleration adjustment parameter mapping table T60.

The mapping relationship between the acceleration adjustment parameters of the acceleration adjustment parameter mapping table T60 and the local impact quadrant of vehicle A and the remote impact quadrant of vehicle B is established using the following four rules.

The first rule is: (A car: quadrants III, IV; B car: quadrants I, II) → A:0. Specifically, when the rear (quadrants III, IV) of the A car (own vehicle/local transportation) is hit by the front (quadrants I, II) of the B vehicle (other vehicles/remote transportation), the A vehicle selects No response (the acceleration parameter of the mapped A car is set to 0). The reason is that because the rear of the car A was hit, it means that the impact position of the car A is directly behind, so the car B should react to slow down (the mapped acceleration parameter of the car B is set to -2). That is to say, when the quadrants III and IV of the A car intersect the quadrants I and II of the B car, the acceleration adjustment parameters will be mapped to 0.

The second rule is: (B car: quadrants III, IV; A car: quadrants I, II) → A: -2. Specifically, when the quadrants I and II of the A car collide with the quadrants III and IV of the other car, the car A should react and decelerate (the mapped acceleration adjustment parameter of the car A is set to -2).

The third rule is: (A car = B car = quadrant I or Ⅱ) → system defects → A = B: -2. Specifically, in the scenario where car A and car B are in quadrant I or quadrant II at the same time, this scenario represents a flaw in the path planning of the intersection, so the two cars stop at the same time (the mapped car A and car B The acceleration adjustment parameter is set to -2).

The fourth rule is: [(A car = quadrant I, B car = quadrant II) or (A car = quadrant II, B car = quadrant I)] → (A:-2, B:0) or (A: 0,B:-2). Specifically, A car and its car just belong to (a) quadrant I and quadrant II or (b) quadrant II and quadrant I. The processing principle of this situation is that the acceleration and deceleration of car A and car B in (a) and (b) are relative (as indicated by arrow A61). For example, if the local impact quadrant is quadrant II and the far-end impact quadrant is quadrant I, the acceleration parameter of the mapped vehicle A is -2; if the local impact quadrant is quadrant I and the remote impact quadrant is quadrant II, all The acceleration parameter of the mapped vehicle A is 0.

For another example (in parentheses), if the local impact quadrant is quadrant II and the remote impact quadrant is quadrant I, the mapped acceleration adjustment parameter of vehicle A is set to 0; if the local impact quadrant is quadrant I and the remote impact The quadrant is quadrant II, and the mapped acceleration parameter of car A is -2. For example, suppose "+1" is used to represent 1 unit of acceleration, and the specific value is 5KM/s ² . If the acceleration of A car (corresponding to +1 unit acceleration) is currently 5KM/s ² , after adjusting -2 unit acceleration (-10KM/s ² ), the adjusted acceleration of A car is -5KM/s ² (+ 5-10=-5KM/s ² ).

It should be noted that for the lower right of the mapping table T60 (part of gray bottom). The intersection of the quadrant III and IV of car A (the collision of the rear of the car) is impossible for the quadrant III and IV of car B, because our coordinate system is based on the direction of motion, so in the round car The assumption of the body is that the two cars cannot collide with the rear.

It is worth mentioning that when there are more than one B cars, the control unit 110 takes the minimum value as the final acceleration and deceleration from multiple acceleration adjustment parameters in the mapping table for all A cars for multiple B cars respectively. Conclusion and use the conclusion to add back The acceleration of the scene +1 is the reference weight value for the acceleration and deceleration of the own vehicle.

的係數即可以判斷，該係數為：

In addition, in order to additionally enhance the efficiency of meeting vehicles, the control unit 110 only performs the lookup of the mapping table when the vehicle B is in a state of relative motion gradually approaching the vehicle A (closeness means that the distance gradually decreases). In addition, the control unit 110 recognizes that the acceleration adjustment parameter is 0, as a conclusion of acceleration and deceleration. This is because when the B car gradually moves away from itself, it is no longer possible for the B car to collide with itself. In more detail, in order to determine whether car B is moving away from car A, the control unit 110 uses the formula (2)

The coefficient of can be judged, the coefficient is:

When the coefficient is positive, it means that the car is approaching the car A, and when the negative sign is away, and when the car B is away, the car A does not need to make any response, that is, it can greatly improve the car effectiveness.

It is worth mentioning that the control unit 110 can implement the above vehicle control method by loading and executing corresponding program code.

In summary, the present invention proposes a local vehicle and a vehicle control method, which can determine the location in the local alert area based on the received remote movement information of the remote vehicle and the local movement information of the local vehicle Whether the remote vehicle will impact the local vehicle, correspondingly predict the local impact quadrant and the remote impact quadrant corresponding to the impact, and use the local impact quadrant and the remote impact quadrant to control the acceleration of the local vehicle, In turn, the local vehicle can effectively avoid being hit by the remote vehicle toward the local vehicle hit.

Although the present invention has been disclosed as above with examples, it is not intended to limit the present invention. Any person with ordinary knowledge in the technical field can make some changes and modifications without departing from the spirit and scope of the present invention. The scope of protection of the present invention shall be subject to the scope defined in the appended patent application.

S31, S32, S33, S34, S35, S36: process steps of vehicle control method

Claims (12)

A local vehicle includes: a positioning device for receiving GPS signals to identify the coordinate position of the local vehicle; a communication unit for receiving mobile information from other vehicles; and a driving unit for To control the movement of the local vehicle and identify the current direction, acceleration and speed of the local vehicle; and a control unit coupled to the positioning device, the local communication unit and the driving unit, Wherein the control unit is used to determine whether the communication unit receives a remote mobile information broadcast by a remote vehicle, wherein the response unit determines that the communication unit receives the remote mobile information broadcast by the remote vehicle Remote movement information, the control unit is further used to determine whether the remote vehicle is in a local alert area corresponding to the local vehicle based on the remote movement information, in response to determining the remote traffic The tool is in the local alert area corresponding to the local vehicle, and the control unit is further used to determine whether the remote vehicle will collide according to the local movement information of the local vehicle and the remote movement information The local vehicle, wherein in response to determining that the remote vehicle will hit the local vehicle, the control unit is further used to identify the corresponding local traffic based on the local mobile information and the remote mobile information The local impact quadrant of the tool corresponds to the distal end The distal impact quadrant of the vehicle, and controls the local acceleration of the local vehicle according to the local impact quadrant and the distal impact quadrant. The local vehicle as described in item 1 of the patent application scope, wherein in response to determining that the remote vehicle will not hit the local vehicle, the control unit instructs the driving unit to maintain the current local vehicle The local acceleration. The local vehicle as described in item 1 of the patent application scope, wherein the remote movement information includes a movement direction of the remote vehicle, a speed of the remote vehicle, and a coordinate position of the remote vehicle , Wherein the local movement information includes the moving direction of the local vehicle, the speed of the local vehicle, and the coordinate position of the local vehicle. The local vehicle according to item 3 of the patent application scope, wherein the control unit is further used to determine whether the remote vehicle is based on the local movement information and the remote movement information of the local vehicle During the operation that will impact the local vehicle, the control unit calculates a relative motion vector of the remote vehicle corresponding to the local vehicle based on the local movement information and the remote movement information, and determines Whether the relative motion vector will pass through an impact area relative to the local vehicle, wherein the impact area is a circular area formed by a collision radius centered on the coordinate position of the local vehicle, Wherein the collision radius is the radius of the body of the local vehicle and the remote vehicle The sum of the vehicle body radii of the vehicle, wherein the relative motion vectors in response to the remote vehicle pass through the impact area corresponding to the local vehicle, the control unit determines that the remote vehicle will impact The local vehicle, wherein the relative motion vectors in response to the remote vehicle do not pass through the impact area corresponding to the local vehicle, the control unit determines that the remote vehicle will not impact The local vehicle. The local vehicle according to item 4 of the patent application scope, wherein the control unit is further used to identify the local collision quadrant corresponding to the local vehicle based on the local movement information and the remote movement information During operation of the remote impact quadrant corresponding to the remote vehicle, the control unit recognizes that the relative motion vector of the remote vehicle intersects at a virtual impact point on the boundary of the impact area, wherein The control unit identifies a local impact angle corresponding to the local vehicle according to the virtual impact point, and identifies the quadrant to which the local impact angle belongs as the local impact quadrant, wherein the control unit calculates the correspondence according to the local impact angle A distal impact angle of the remote vehicle, and identifying the quadrant to which the distal impact angle belongs is the distal impact quadrant. The local vehicle according to item 5 of the patent application scope, wherein the control unit is further used to control the local acceleration of the local vehicle according to the local impact quadrant and the distal impact quadrant , The control unit looks up the acceleration adjustment parameters mapped by the local impact quadrant and the far-end impact quadrant via a mapping table, and the control unit instructs the driving unit to adjust the acceleration adjustment parameters via the found acceleration adjustment parameters The acceleration of the local vehicle. A vehicle control method applicable to a local vehicle, including: determining whether a remote movement information broadcast by a remote vehicle is received; in response to determining that the remote vehicle broadcasted by the remote vehicle is received Terminal mobile information, based on the remote mobile information to determine whether the remote vehicle is in a local alert area corresponding to the local vehicle; in response to determining that the remote vehicle is corresponding to the local vehicle In the local alert area, determine whether the remote vehicle will hit the local vehicle based on the local movement information of the local vehicle and the remote movement information; and in response to determining the remote vehicle Will impact the local vehicle, identify the local impact quadrant corresponding to the local vehicle and the remote impact quadrant corresponding to the remote vehicle based on the local movement information and the remote movement information, and according to the The local impact quadrant and the distal impact quadrant control the local acceleration of the local vehicle. The vehicle control method as described in item 7 of the scope of the patent application, the method further includes: in response to determining that the remote vehicle will not hit the local vehicle, Maintaining the current local acceleration of the local vehicle. The vehicle control method as described in item 7 of the patent application scope, wherein the remote movement information includes the movement direction of the remote vehicle, the speed of the remote vehicle, and the coordinates of the remote vehicle A location, wherein the local movement information includes a moving direction of the local vehicle, a speed of the local vehicle, and a coordinate position of the local vehicle. The vehicle control method as described in item 9 of the patent application scope, wherein the judging whether the remote vehicle will hit the local area based on the local movement information and the remote movement information of the local vehicle The step of the vehicle includes: calculating a relative motion vector of the remote vehicle corresponding to the local vehicle based on the local movement information and the remote movement information, and determining whether the relative motion vector will pass through the relative An impact area of the local vehicle, wherein the impact area is a circular area formed by a collision radius with the coordinate position of the local vehicle as a center, wherein the impact radius is the local area The sum of the vehicle body radius of the vehicle and the vehicle body radius of the remote vehicle; the relative motion vector in response to the remote vehicle will pass through the impact area corresponding to the local vehicle, and determine The far-end vehicle will hit the local vehicle; and the relative motion vector in response to the far-end vehicle does not pass through the impact area corresponding to the local vehicle, and the far-end traffic is determined The tool will not Hit the local vehicle. The vehicle control method as described in item 10 of the patent application range, wherein the local impact quadrant corresponding to the local vehicle and the corresponding remote end are identified based on the local movement information and the remote movement information The step of the distal impact quadrant of the vehicle includes: identifying a virtual impact point where the relative motion vector of the remote vehicle intersects at the boundary of the impact area; and identifying the corresponding local point according to the virtual impact point A local impact angle of the vehicle, and identifying the quadrant to which the local impact angle belongs is the local impact quadrant; calculating a remote impact angle corresponding to the remote vehicle according to the local impact angle, and identifying the distal end The quadrant to which the impact angle belongs is the distal impact quadrant. The vehicle control method according to item 11 of the patent application scope, wherein the step of controlling the local acceleration of the local vehicle according to the local impact quadrant and the distal impact quadrant includes looking up via a mapping table Acceleration adjustment parameters mapped by the local impact quadrant and the remote impact quadrant; adjusting the acceleration of the local vehicle via the found acceleration adjustment parameters.

Images