CN113879293B - Vehicle obstacle avoidance control method, device, equipment and storage medium - Google Patents
Vehicle obstacle avoidance control method, device, equipment and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
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Abstract
The disclosure provides a vehicle obstacle avoidance control method, device, equipment and storage medium, and belongs to the technical field of vehicle safety. The method comprises the following steps: acquiring a first collision time; controlling the first vehicle to decelerate and sending warning information to the second vehicle in response to the first collision time being less than the first time threshold; and controlling the first vehicle to steer according to the first collision time and the driving working conditions of the adjacent lanes of the first vehicle, wherein the warning information is used for indicating the acceleration of the second vehicle. In the embodiment of the disclosure, the warning information is sent to the second vehicle to instruct the second vehicle to accelerate and control the first vehicle to decelerate, so that the distance between the first vehicle and the second vehicle can be increased, and the possibility of collision between the first vehicle and the second vehicle is reduced. And then, controlling the first vehicle to steer according to the first collision time and the driving working conditions of the adjacent lanes, and further reducing the possibility of collision between the first vehicle and the second vehicle, thereby improving the reliability of obstacle avoidance control of the vehicles.
Description
Technical Field
The disclosure relates to the technical field of vehicle safety, in particular to a vehicle obstacle avoidance control method, a device, equipment and a storage medium.
Background
The collision accident with surrounding obstacles occurs when the vehicle is running. Therefore, it is very important for safe driving of the vehicle to control the obstacle avoidance of the vehicle in time when the obstacle exists around the vehicle.
In the related art, the vehicle obstacle avoidance control method includes: if the first collision time is smaller than a first time threshold, controlling the first vehicle to decelerate, wherein the first collision time is smaller than the first time threshold, and the first vehicle can collide with a second vehicle in front when traveling at the current speed; and if the first collision time is smaller than the second time threshold, controlling the first vehicle to steer according to the driving conditions of the adjacent lanes of the first vehicle, wherein the first time threshold is larger than the second first time threshold.
The first collision time is smaller than the first time threshold value, the first vehicle is controlled to decelerate, and the collision avoidance control method is high in possibility of collision between the first vehicle and the second vehicle and low in reliability.
Disclosure of Invention
The embodiment of the disclosure provides a vehicle obstacle avoidance control method, device, equipment and storage medium, which can improve the reliability of vehicle obstacle avoidance control, and the technical scheme is as follows:
in a first aspect, a vehicle obstacle avoidance control method is provided, the method including: acquiring a first collision time; controlling a first vehicle to decelerate and transmitting warning information to a second vehicle in front in response to the first collision time being less than a first time threshold, the warning information being used to indicate acceleration of the second vehicle; and controlling the steering of the first vehicle according to the change condition of the first collision time and the surrounding driving working conditions of the first vehicle.
Optionally, the controlling the steering of the first vehicle according to the change condition of the first collision time and the surrounding driving conditions of the first vehicle includes: and controlling the first vehicle to turn to an adjacent lane of the first vehicle in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the vehicle.
Optionally, the controlling the steering of the first vehicle according to the change condition of the first collision time and the surrounding driving conditions of the first vehicle includes: acquiring a second collision time in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the obstacle; responsive to the second collision time being less than the first time threshold, controlling the first vehicle to accelerate to steer to the adjacent lane.
Optionally, the controlling the first vehicle to steer according to the change condition of the first collision time and the surrounding driving conditions of the first vehicle includes: acquiring a second collision time in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the obstacle; in response to the second collision time being greater than or equal to the first time threshold, continuing to control the first vehicle to decelerate and control the first vehicle to steer to the adjacent lane.
In a second aspect, there is provided a vehicle obstacle avoidance control device, the device comprising: the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring a first collision time, wherein the first collision time is the collision time between a first vehicle and a front second vehicle; the control module is used for responding to the fact that the first collision time is smaller than a first time threshold value, controlling the first vehicle to decelerate and sending warning information to the second vehicle, and the warning information is used for indicating the acceleration of the second vehicle; and controlling the steering of the first vehicle according to the first collision time and the surrounding driving conditions of the first vehicle.
Optionally, the control module is configured to control the first vehicle to steer to an adjacent lane of the first vehicle in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the vehicle.
Optionally, the acquiring module is configured to respond to the first collision time, monotonically decrease, and acquire a second collision time for an obstacle-free vehicle in an adjacent lane of the first vehicle; the control module is configured to control the first vehicle to accelerate steering to the adjacent lane in response to the second collision time being less than the first time threshold; or the acquisition module is used for responding to the first collision time to monotonically decrease, and the adjacent lane barrier-free vehicle of the first vehicle acquires a second collision time; the control module is configured to continue controlling the first vehicle to slow down and control the first vehicle to steer to the adjacent lane in response to the second collision time being greater than or equal to the first time threshold.
In a third aspect, there is provided a computer device comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform the method of the first aspect.
In a fourth aspect, there is provided a computer readable medium, which when executed by a processor of a computer device, causes the computer device to perform the method of the first aspect.
In a fifth aspect, a computer program product is provided, comprising a computer program/instruction, characterized in that the computer program/instruction, when executed by a processor, implements the method according to the first aspect.
The technical scheme provided by the embodiment of the disclosure has the beneficial effects that:
in the embodiment of the disclosure, in response to the first collision time being less than a first time threshold, the first vehicle is controlled to decelerate and the warning information is sent to a second vehicle in front; and controlling the first vehicle to steer according to the change condition of the first collision time and the driving conditions around the first vehicle. The first collision time being smaller than the first time threshold value indicates that the first vehicle runs at the current speed and collides with the second vehicle, and the warning information is used for indicating acceleration of the second vehicle. That is, in the embodiment of the present disclosure, when there is a second vehicle in front of a first vehicle and the first vehicle is involved in a collision with the second vehicle when traveling at a current speed, the first vehicle is controlled to decelerate and warning information is sent to the second vehicle to indicate acceleration of the second vehicle, so that a distance between the first vehicle and the second vehicle can be increased, and a possibility of collision between the first vehicle and the second vehicle can be reduced. When the first vehicle decelerates and the second vehicle is notified to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving working condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of obstacle avoidance control of the vehicle is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and other drawings may be obtained according to these drawings without inventive effort for a person of ordinary skill in the art.
Fig. 1 is a schematic structural diagram of a vehicle obstacle avoidance control system provided in an embodiment of the disclosure;
FIG. 2 is a flow chart of a vehicle obstacle avoidance control method provided by an embodiment of the present disclosure;
FIG. 3 is a flow chart of another vehicle obstacle avoidance control method provided by an embodiment of the present disclosure;
FIG. 4 is a flow chart of another vehicle obstacle avoidance control method provided by an embodiment of the present disclosure;
FIG. 5 is a schematic illustration of a first vehicle and surrounding driving conditions of the first vehicle provided by an embodiment of the present disclosure;
FIG. 6 is a block diagram of a vehicle obstacle avoidance control device provided in an embodiment of the disclosure;
fig. 7 is a block diagram of a computer device according to an embodiment of the present disclosure.
Detailed Description
For the purposes of clarity, technical solutions and advantages of the present disclosure, the following further details the embodiments of the present disclosure with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a vehicle obstacle avoidance control system according to an embodiment of the present disclosure. As shown in fig. 1, the system includes: first sensor 10, second sensor 20, ADCU (ADAS Domain Controller Unit ) 30, ESP (Electronic Stability Program, electronic stability program) 40, EPS (Electric Power Steering, electronic power steering) 50, CGW (Central Gateway) 60, ICM (Instrument Communications Manager, meter communication management) 70, and BCM (Body Control Module ) 80. The structures are connected through LIN (Local Interconnect Network, local area interconnection network) buses or CAN (Controller Area Network ) buses.
The first sensor 10 is used for detecting road condition information in front of the vehicle on the own lane and the adjacent lane. In some embodiments, the first sensor 10 includes a forward millimeter wave radar, a monocular camera, and 2 forward angle radars.
For example, the forward millimeter wave radar may be provided at a central position of the vehicle head. The forward millimeter wave radar needs to select a millimeter wave radar with a detection distance of more than 200 meters, at least supporting a near Field mode and a far Field mode, a maximum supportable FOV (Field of View) of 120 degrees and an ASIL (Automotive Safety Integration Level, automobile safety integrity grade) reaching a B level. For example, the forward millimeter wave radar is a 77GHz medium-long range millimeter wave radar. The forward millimeter wave radar is used for detecting the number of forward targets, the moving direction, the speed and the distance between the forward targets and the vehicle on the own lane and detecting the number of forward targets, the moving direction, the speed and the distance between the forward targets and the vehicle on the adjacent lane.
For example, a monocular camera may be positioned at an altitudinal position within the front windshield. The monocular camera needs to select a camera with the FOV of at least 100 degrees, the dynamic range of more than 120db, the pixel of more than 200w, the support of object classification, road edge and lane line identification, traffic light identification and ASIL reaching the B level. The monocular camera is used for detecting the forward lane line position, the lane line type, the forward object classification and the confidence of the forward object on the own lane and the forward object classification and the safe driving level on the adjacent lane.
For example, a forward angle radar may be provided at the corner of the vehicle head. The forward angle radar needs to select a detection distance larger than 80m, a multi-target identification and tracking and detection angle larger than 150 degrees, and the like. The forward angle radar is used for detecting the number, position, speed and movement direction of forward targets on the own lane and adjacent lanes.
The second sensor 20 is used to detect road condition information behind the vehicle on the own lane and the adjacent lane. In some embodiments, the second sensor 20 comprises 2 backward angle radars.
For example, the backward angle radar may be provided at a rear corner position on the vehicle rear bumper. The backward angle radar needs to support RCW (Rear Collision Warning, collision warning), RCTA (Rear Cross Traffic Alert ) and BSD (Blind Spot Detection, blind spot detection). The backward angle radar is used for detecting the quantity, the position, the speed and the movement direction of backward targets of the own lane and the adjacent lanes.
The ADCU 30 is configured to send an acceleration or deceleration request to the ESP 40 to control the vehicle to accelerate or decelerate, or send a turning angle request to the EPS 50 to control the vehicle to turn, according to the sensor information of the first sensor 10 and the second sensor 20.
The CGW 60 is used for performing communication protocol conversion, so as to ensure normal communication between the structures of the system.
ICM 70 is used to display or play alert information when a vehicle is at risk of collision with a preceding vehicle or a following vehicle.
The BCM 80 is configured to control the horn to issue an alarm message to alert the preceding vehicle when there is a risk of collision between the vehicle and the preceding vehicle.
Fig. 2 is a flowchart of a vehicle obstacle avoidance control method provided by an embodiment of the disclosure, which may be performed by a vehicle controller of a first vehicle, for example, by ADCU 30 of fig. 1. Referring to fig. 2, the method includes:
in step 201, a first collision time is acquired.
The first collision time indicates a time when the first vehicle is traveling at the current speed and the second vehicle is traveling at the current speed, and the first vehicle collides with the second vehicle.
In step 202, in response to the first collision time being less than a first time threshold, the first vehicle is controlled to decelerate and to send warning information to the second vehicle, wherein the first collision time being less than the first time threshold indicates that the first vehicle is traveling at a current speed and is colliding with the second vehicle, and the warning information is used to indicate acceleration of the second vehicle.
In step 203, the first vehicle is controlled to steer according to the change of the first collision time and the surrounding driving conditions of the first vehicle.
In the embodiment of the disclosure, in response to the first collision time being less than a first time threshold, the first vehicle is controlled to decelerate and the warning information is sent to a second vehicle in front; and controlling the first vehicle to steer according to the change condition of the first collision time and the driving conditions around the first vehicle. The first collision time being smaller than the first time threshold value indicates that the first vehicle runs at the current speed and collides with the second vehicle, and the warning information is used for indicating acceleration of the second vehicle. That is, in the embodiment of the present disclosure, when there is a second vehicle in front of a first vehicle and the first vehicle is involved in a collision with the second vehicle when traveling at a current speed, the first vehicle is controlled to decelerate and warning information is sent to the second vehicle to indicate acceleration of the second vehicle, so that a distance between the first vehicle and the second vehicle can be increased, and a possibility of collision between the first vehicle and the second vehicle can be reduced. When the first vehicle decelerates and the second vehicle is notified to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving working condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of obstacle avoidance control of the vehicle is improved.
Optionally, in an embodiment of the present disclosure, controlling the first vehicle to steer according to a change condition of the first collision time and a surrounding driving condition of the first vehicle includes: in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the vehicle, steering of the first vehicle to the adjacent lane is controlled.
Optionally, in an embodiment of the present disclosure, controlling the first vehicle to steer according to a change condition of the first collision time and a surrounding driving condition of the first vehicle includes: acquiring a second collision time in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the vehicle; and controlling the first vehicle to accelerate to turn to the adjacent lane in response to the second collision time being less than the first time threshold, the second collision time being less than the first time threshold indicating that a third vehicle behind the first vehicle is traveling at the current speed and is likely to collide with the first vehicle.
Optionally, in an embodiment of the present disclosure, controlling the first vehicle to steer according to a change condition of the first collision time and a surrounding driving condition of the first vehicle includes: responding to the monotonic decrease of the first collision time, and acquiring a second collision time of the barrier-free vehicle on the adjacent lane of the first vehicle, wherein the second collision time is the collision time between the first vehicle and a third vehicle behind; in response to the second collision time being greater than the first time threshold, continuing to control the first vehicle to decelerate and control the first vehicle to steer to an adjacent lane.
Fig. 3 is a flowchart of another vehicle obstacle avoidance control method provided by an embodiment of the disclosure, which may be performed by a vehicle controller of a first vehicle, for example, by ADCU 30 in fig. 1, for performing obstacle avoidance control on the first vehicle when a second vehicle is present in front of the first vehicle. Referring to fig. 3, the method includes:
in step 301, a first collision time is acquired.
Illustratively, the first collision time is calculated using equation (1), equation (1) being as follows:
in the formula (1), S represents the distance between the first vehicle and the second vehicle ahead, v 2 Representing the running speed of the second vehicle, S and v 2 The method can be obtained through detection of a forward millimeter wave radar of the first vehicle; v 1 Representing the running speed of the first vehicle, v 1 The speed sensor of the first vehicle can detect the speed of the first vehicle; TTC indicates the first collision time.
In step 302, it is determined whether the first time to collision is greater than or equal to a first time threshold. If the first collision time is greater than or equal to the first time threshold, then step 301 is performed; if the first collision time is less than the first time threshold, step 303 is performed.
If the first collision time is greater than or equal to the first time threshold, the first vehicle is not collided with the second vehicle when running at the current speed. In some embodiments, the first vehicle may not be controlled to perform the obstacle avoidance operation, and step 301 may be re-performed to continue to determine the condition of the preceding second vehicle. In other embodiments, the first vehicle may be controlled to send a first alert message for alerting the driver to the presence of the second vehicle in front of the vehicle. Illustratively, the manner in which the first alert information is sent may be one or more of the following: the steering wheel vibration alarm, the instrument panel light alarm and the instrument panel display the text information such as the vehicle speed needing to be controlled, the instrument panel sends the sound information such as the vehicle speed needing to be controlled, and the like. After the driver knows the first alarm information sent by the first vehicle, the driver decides whether to decelerate according to the actual requirement.
If the first collision time is smaller than the first time threshold, the first vehicle is in collision with the second vehicle when running at the current speed, and a certain collision risk exists between the first vehicle and the second vehicle. When the first collision time is less than the first time threshold, additional measures are required to avoid the first vehicle colliding with the second vehicle.
The first time threshold is illustratively determined experimentally by the relevant technician. Illustratively, the first time threshold is set to 3 seconds, 5 seconds, etc.
In step 303, control decelerates the first vehicle while sending alert information to the second vehicle indicating that the second vehicle accelerates.
Illustratively, the alert information includes a speed of the first vehicle, a distance between the first vehicle and the second vehicle, a collision risk, and the like.
In some embodiments, controlling the first vehicle deceleration includes: controlling the first vehicle to send out second alarm information, wherein the second alarm information is used for indicating a driver to control the first vehicle to decelerate; and in response to the fact that the set time period is exceeded, the first vehicle is not decelerated, and the first vehicle is automatically controlled to decelerate. The set time period is determined by the relevant technician based on experiments, and is set to 0.5s, 1s, or the like, for example. The manner in which the second alarm information is sent may be, for example, one or more of the following: the steering wheel vibration alarm, the instrument panel light alarm and the instrument panel display the rear information of the collision risk needing to be decelerated and the like, and the instrument panel sends the rear information of the collision risk needing to be decelerated and the like.
In other embodiments, controlling the first vehicle deceleration includes: the first vehicle is directly and automatically controlled to decelerate.
In some implementations, sending the alert information to the second vehicle includes: the vehicle controller of the first vehicle communicates with the vehicle controller of the second vehicle and sends the warning information directly to the vehicle controller of the second vehicle.
In other embodiments, sending the alert information to the second vehicle includes: the vehicle controller of the first vehicle communicates with the cloud end, the warning information is sent to the cloud end, and the cloud end sends the warning information to the first vehicle controller of the second vehicle. In this embodiment, the warning information may further include a license plate number of the second vehicle, the license plate number of the second vehicle being detected by the monocular camera of the first vehicle. The vehicle controller of the first vehicle sends the warning information to the cloud end through a T-BOX (remote communication BOX) of the first vehicle, and the cloud end communicates with a T-BOX of a second vehicle corresponding to the license plate number according to the license plate number in the warning information to send the warning information to the second vehicle.
And if the second vehicle starts the automatic driving mode, the vehicle controller of the second vehicle directly controls the second vehicle to accelerate after receiving the warning information.
And if the second vehicle does not start the automatic driving mode, the vehicle controller of the second vehicle controls the second vehicle to send out third alarm information after receiving the alarm information, wherein the third alarm information is used for reminding a driver to control the acceleration of the second vehicle. The manner in which the third alarm information is sent may be, for example, one or more of the following: the steering wheel vibration alarm, the instrument panel light alarm and the instrument panel display the rear information of the collision risk needing acceleration and the like, and the instrument panel sends the rear information of the collision risk needing acceleration and the like.
It should be noted that, in the embodiment of the present disclosure, after the second vehicle receives the warning information, it is required to determine whether to accelerate according to the driving condition of the vehicle in front of the second vehicle. If the collision time between the second vehicle and the vehicle in front of the second vehicle is less than the first time threshold, the second vehicle does not accelerate.
In step 304, it is determined whether the first collision time monotonically decreases. If the first collision time monotonically decreases, then step 305 is performed; if the first collision time increases monotonically, step 301 is performed.
If the first collision time monotonically decreases, this means that the collision risk between the first vehicle and the second vehicle is increased, for example, there are cases where the road surface slips, the first vehicle speed is too high, the second vehicle suddenly decelerates in front, the second vehicle does not accelerate in front, and the like. At this time, further measures are required to further avoid the collision of the first vehicle with the second vehicle.
If the first collision time increases monotonically, indicating that the first vehicle is decelerating and the second vehicle is being notified that the first vehicle will not collide with the second vehicle temporarily, step 301 may be performed to continue to determine the situation of the preceding second vehicle.
In step 305, it is determined whether there is an obstacle in the adjacent lane of the first vehicle. If there is an obstacle in the lane adjacent to the first vehicle, execute step 306; if there is no obstacle in the lane adjacent to the first vehicle, step 307 is performed.
If the first collision time is monotonically reduced and no obstacle vehicles exist in the adjacent lanes of the first vehicle, the first vehicle can drive through steering to the adjacent lanes to avoid collision with the second vehicle. If the first collision time is monotonically reduced and the adjacent lane of the first vehicle has an obstacle vehicle, the first vehicle cannot steer to the adjacent lane to avoid collision with the second vehicle, and at this time, the first vehicle can be controlled to perform emergency braking to avoid collision between the first vehicle and the second vehicle.
In step 306, control of the first vehicle emergency brake.
The first vehicle emergency braking refers to the first vehicle braking with a maximum braking force. In some embodiments, the vehicle controller may directly control the vehicle to make an emergency braking. In other embodiments, the vehicle controller may control the vehicle to issue a fourth warning message for prompting the driver to apply the brake. Illustratively, the manner in which the fourth alarm information is sent may be one or more of the following: the steering wheel vibration alarm, the instrument panel light alarm and the instrument panel display the front information such as the existence of collision risk and the like, and the instrument panel sends the front information such as the existence of collision risk and the need of braking and the like.
In step 307, control turns the first vehicle to an adjacent lane.
In the embodiment of the disclosure, when a second vehicle exists in front of a first vehicle and the first vehicle runs at the current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and warning information is sent to the second vehicle to indicate the acceleration of the second vehicle so as to increase the distance between the first vehicle and the second vehicle and reduce the possibility of collision between the first vehicle and the second vehicle. When the first vehicle decelerates and the second vehicle is notified to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving working condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of obstacle avoidance control of the vehicle is improved.
Fig. 4 is a flowchart of another vehicle obstacle avoidance control method provided by an embodiment of the disclosure, which may be performed by a vehicle controller of a first vehicle, for example, by ADCU 30 in fig. 1, and is applied to obstacle avoidance control of the first vehicle when a second vehicle is present in front of the first vehicle and a third vehicle is present behind the first vehicle. Referring to fig. 4, the method includes:
in step 401, a first collision time and a second collision time are acquired.
The first collision time indicates a time when the first vehicle is traveling at the current speed and the second vehicle is traveling at the current speed, and the first vehicle collides with the second vehicle. The second collision time indicates a time when the third vehicle is traveling at the current speed and the first vehicle is traveling at the current speed, and the third vehicle collides with the first vehicle. The relevant content for calculating the first collision time is referred to in the foregoing step 301, and a detailed description thereof is omitted herein, and the second collision time is calculated in the same manner as the first collision time.
In step 402, it is determined whether the first time to collision is greater than or equal to a first time threshold. If the first collision time is greater than or equal to the first time threshold, then step 401 is performed; if the first collision time is less than the first time threshold, step 403 is performed.
If the first collision time is greater than or equal to the first time threshold, the first vehicle is not collided with the second vehicle when running at the current speed. At this time, the first vehicle may not be controlled to perform the obstacle avoidance operation, and step 401 may be performed to continue to determine the situation of the preceding second vehicle.
If the first collision time is less than or equal to the first time threshold, the first vehicle is decelerated to collide with the second vehicle. When the first collision time is less than the first time threshold, the first vehicle is in collision with the second vehicle when running at the current speed, and other measures are needed to avoid the first vehicle from colliding with the second vehicle.
For the related content of the first time threshold, see the embodiment shown in fig. 3, a detailed description is omitted here.
In step 403, control of the first vehicle decelerates while sending alert information to the second vehicle indicating that the second vehicle accelerates.
The related contents of controlling the first vehicle to decelerate and transmitting the warning information to instruct the second vehicle to accelerate are referred to in the foregoing step 303, and a detailed description thereof will be omitted.
In step 404, it is determined whether the first collision time monotonically decreases. If the first collision time monotonically decreases, then step 405 is performed; if the first collision time does not monotonically increase, step 401 is performed.
If the first collision time monotonically decreases, this means that the collision risk between the first vehicle and the second vehicle is increased, for example, there are cases where the road surface slips, the first vehicle speed is too high, the second vehicle suddenly decelerates in front, the second vehicle does not accelerate in front, and the like. At this time, further measures are required to further avoid the collision of the first vehicle with the second vehicle.
If the first collision time increases monotonically, it means that the first vehicle will not collide with the second vehicle temporarily, at which point step 401 may be performed to continue to determine the situation of the preceding second vehicle.
In step 405, it is determined whether there is an obstacle in the adjacent lane of the first vehicle. If there is an obstacle in the lane adjacent to the first vehicle, step 407 is performed; if there is no obstacle in the lane adjacent to the first vehicle, step 406 is performed.
In step 406, it is determined whether the second collision time is greater than a first time threshold. If the second collision time is greater than or equal to the first time threshold, then step 408 is performed; if the second collision time is less than the first time threshold, step 409 is performed.
And if the second collision time is greater than or equal to the first time threshold value, the third vehicle is driven at the current speed and cannot collide with the first vehicle. The risk of collision between the first vehicle and the second vehicle is high, and at this time, the first vehicle can be controlled to be decelerated to a better safe steering state and then steered to the adjacent lane for running.
If the second collision time is less than or equal to the first time threshold, the collision risk of the third vehicle and the first vehicle is higher, and the collision risk of the first vehicle and the second vehicle is also higher, at this time, the first vehicle can be controlled to accelerate and steer to an adjacent lane, so as to avoid the first vehicle from colliding with the second vehicle and the third vehicle.
In step 407, control is given to the first vehicle emergency braking.
For the contents of the first vehicle emergency braking, see the foregoing step 306, a detailed description thereof will be omitted.
In step 408, control continues with the first vehicle decelerating and with the first vehicle steering to an adjacent lane.
In some embodiments, step 408 comprises: controlling the first vehicle to decelerate; in response to the first collision time being less than the first time threshold and the first collision time being greater than or equal to the second time threshold, steering the first vehicle to an adjacent lane. The second time threshold is less than the first time threshold. The first collision time is smaller than a first time threshold value and is larger than or equal to a second time threshold value, which means that the first vehicle can finish steering and cannot collide with the second vehicle when steering; and when the first collision time is smaller than the second time threshold value, the first collision time indicates that the first vehicle can collide with the second vehicle when steering. The second time threshold is determined experimentally by the skilled person. Illustratively, the second time threshold is set to 1 second, 1.5 seconds, etc.
In other embodiments, step 408 comprises: the first vehicle is controlled to make emergency braking and then is controlled to turn to an adjacent lane. For the contents of the first vehicle emergency braking, see the foregoing step 306, a detailed description thereof will be omitted.
In step 409, control accelerates the first vehicle to turn to an adjacent lane.
In some embodiments, step 409 comprises: controlling the steering of the first vehicle and increasing the steering speed of the first vehicle; and controlling the first vehicle to run at a reduced speed in response to the acceleration steering time of the first vehicle being greater than the third time threshold. The acceleration steering time of the first vehicle is greater than the third time threshold, which indicates that the first vehicle is in a safe driving distance state between the second vehicle and the third vehicle, and the first vehicle cannot collide with the second vehicle and the third vehicle. The third time threshold is determined experimentally by the skilled person. Illustratively, the third time threshold is set to 1 second, 1.5 seconds, etc.
In step 408 and step 409, when the first vehicle travels to the adjacent lane, the first vehicle is controlled to travel according to the first collision time of the first vehicle on the adjacent lane and the surrounding driving conditions.
Fig. 5 is a schematic diagram of a first vehicle and surrounding driving conditions of the first vehicle according to an embodiment of the disclosure, referring to fig. 5, in which a vehicle denoted by 1 in the figure represents a first vehicle, a vehicle denoted by 2 represents a second vehicle, and a vehicle denoted by 3 represents a third vehicle. The vehicle with reference number 4 represents the vehicle of the adjacent lane of the first vehicle. The cloud is denoted by reference numeral 5.
When the first collision time is less than the first time threshold, the first vehicle 1 sends the warning information to the cloud end 5 through the T-BOX, and the cloud end 5 sends the warning information to the second vehicle 2 through the T-BOX of the second vehicle 2. The second vehicle 2 accelerates after receiving the warning information. Since the third vehicle 3 is present behind the first vehicle 1, the obstacle vehicle 4 is present in the left lane of the adjacent lane, and the obstacle vehicle is not present in the right lane of the adjacent lane, the first vehicle 1 is turned to the right lane travel of the adjacent lane.
In the embodiment of the disclosure, when a second vehicle exists in front of a first vehicle and a third vehicle exists behind the first vehicle, if the first vehicle runs at a current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and warning information is sent to the second vehicle to indicate acceleration of the second vehicle so as to increase the distance between the first vehicle and the second vehicle and reduce the possibility of collision between the first vehicle and the second vehicle. When the first vehicle decelerates and the second vehicle is notified that the first vehicle is accelerated and the collision between the first vehicle and the second vehicle cannot be avoided, if the second collision time between the first vehicle and the third vehicle is smaller than a first time threshold value, controlling the first vehicle to accelerate and steer to an adjacent lane; if the third collision time between the first vehicle and the third vehicle is greater than or equal to the first time threshold, the first vehicle is controlled to continue decelerating and steering, so that the possibility of collision between the first vehicle and the second and third vehicles can be avoided, and the reliability of obstacle avoidance control of the vehicles is improved.
Fig. 6 is a block diagram of a vehicle obstacle avoidance control device 600 according to an embodiment of the disclosure. As shown in fig. 6, the apparatus includes: an acquisition module 601 and a control module 602.
The system comprises an acquisition module 601, a control module 602 and a control module, wherein the acquisition module is used for acquiring a first collision time, the control module 602 is used for responding to the first collision time being smaller than or equal to a first time threshold value, controlling the first vehicle to decelerate and sending warning information to the second vehicle, and the warning information is used for indicating the second vehicle to accelerate; and controlling the first vehicle to steer according to the first collision time and the surrounding driving conditions of the first vehicle.
Optionally, the control module 602 is configured to control the first vehicle to steer to an adjacent lane of the first vehicle in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being clear of the vehicle.
Optionally, the acquiring module 601 is configured to monotonically decrease in response to the first collision time, and acquire a second collision time for an obstacle-free vehicle in an adjacent lane of the first vehicle; the control module 602 is configured to control the first vehicle to accelerate steering to the adjacent lane in response to the second collision time being less than the first time threshold; alternatively, the acquiring module 601 is configured to, in response to the first collision time monotonically decreasing, and the adjacent lane of the first vehicle is free of obstacles, acquire a second collision time; the control module 602 is configured to continue controlling the first vehicle to slow down and the first vehicle to steer to the adjacent lane in response to the second collision time being greater than or equal to the first time threshold.
It should be noted that: in the vehicle obstacle avoidance control device 600 provided in the foregoing embodiment, only the division of the functional modules is used for illustration, and in practical application, the functional modules may be allocated to different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules, so as to complete all or part of the functions described above. In addition, the vehicle obstacle avoidance control device 600 provided in the above embodiment and the vehicle obstacle avoidance control method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which is not repeated here.
Fig. 7 is a block diagram of a computer device provided by an embodiment of the present disclosure. As shown in fig. 7, the computer device 700 includes: a processor 701 and a memory 702.
Processor 701 may include one or more processing cores, such as a 7-core processor, an 8-core processor, and the like. The processor 701 may be implemented in at least one hardware form of DSP (Digital Signal Processing ), FPGA (Field-Programmable Gate Array, field programmable gate array), PLA (Programmable Logic Array ). The processor 701 may also include a main processor, which is a processor for processing data in an awake state, also referred to as a CPU (Central Processing Unit ); a coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 701 may integrate a GPU (Graphics Processing Unit, image processor) for rendering and drawing of content required to be displayed by the display panel. In some embodiments, the processor 701 may also include an AI (Artificial Intelligence ) processor for processing computing operations related to machine learning.
Memory 702 may include one or more computer-readable media, which may be non-transitory. The memory 702 may also include high-speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In some embodiments, a non-transitory computer readable medium in memory 702 is used to store at least one instruction for execution by processor 701 to implement the vehicle obstacle avoidance control methods provided in embodiments of the present disclosure.
Those skilled in the art will appreciate that the architecture shown in fig. 7 is not limiting of the computer device 700, and may include more or fewer components than shown, or may combine certain components, or employ a different arrangement of components.
The embodiments of the present invention also provide a non-transitory computer readable medium, which when executed by the processor of the computer device 700, enables the computer device 700 to perform the vehicle obstacle avoidance control method provided in the embodiments of the present disclosure.
A computer program product comprising computer programs/instructions which when executed by a processor implement the vehicle obstacle avoidance control method provided in embodiments of the present disclosure.
The foregoing is merely an alternative embodiment of the present disclosure, and is not intended to limit the present disclosure, any modification, equivalent replacement, improvement, etc. that comes within the spirit and principles of the present disclosure are included in the scope of the present disclosure.
Claims (5)
1. A vehicle obstacle avoidance control method, the method comprising:
step one, acquiring a first collision time and a second collision time, wherein the first collision time is the collision time between a first vehicle and a second vehicle in front, and the second collision time is the collision time between the first vehicle and a third vehicle behind;
step two, judging whether the first collision time is smaller than a first time threshold, if the first collision time is larger than or equal to the first time threshold, executing step one, and if the first collision time is smaller than the first time threshold, executing step three;
step three, automatically controlling the first vehicle to decelerate and sending warning information to a cloud, wherein the warning information comprises a license plate number of a second vehicle in front of the first vehicle, and the warning information is used for indicating the cloud to send the warning information to the second vehicle through the license plate number so that a vehicle controller of the second vehicle automatically controls the second vehicle to accelerate;
step four, judging whether the first collision time monotonically decreases, if the first collision time monotonically increases, executing step one, and if the first collision time monotonically decreases, executing step five;
step five, judging whether an obstacle vehicle exists in the adjacent lane of the first vehicle, if the adjacent lane of the first vehicle is free of the obstacle vehicle, executing step six, and if the adjacent lane of the first vehicle is free of the obstacle vehicle, executing step seven;
step six, judging whether the second collision time is smaller than the first time threshold, if the second collision time is larger than or equal to the first time threshold, executing step eight, and if the second collision time is smaller than the first time threshold, executing step nine;
step seven, controlling the first vehicle to brake emergently;
step eight, continuing to control the first vehicle to decelerate and control the first vehicle to steer to the adjacent lane;
and step nine, controlling the first vehicle to accelerate and steer to the adjacent lane.
2. A vehicle obstacle avoidance control device, the device comprising: the acquisition module is used for executing the first step, and acquiring a first collision time and a second collision time, wherein the first collision time is the collision time between a first vehicle and a front second vehicle, and the second collision time is the collision time between the first vehicle and a rear third vehicle;
the control module is used for executing the second step to the ninth step, judging whether the first collision time is smaller than a first time threshold, executing the first step if the first collision time is larger than or equal to the first time threshold, and executing the third step if the first collision time is smaller than the first time threshold; step three, automatically controlling the first vehicle to decelerate and sending warning information to a cloud, wherein the warning information comprises a license plate number of a second vehicle in front of the first vehicle, and the warning information is used for indicating the cloud to send the warning information to the second vehicle through the license plate number so that a vehicle controller of the second vehicle automatically controls the second vehicle to accelerate; step four, judging whether the first collision time monotonically decreases, if the first collision time monotonically increases, executing step one, and if the first collision time monotonically decreases, executing step five; step five, judging whether an obstacle vehicle exists in the adjacent lane of the first vehicle, if the adjacent lane of the first vehicle is free of the obstacle vehicle, executing step six, and if the adjacent lane of the first vehicle is free of the obstacle vehicle, executing step seven; step six, judging whether the second collision time is smaller than the first time threshold, if the second collision time is larger than or equal to the first time threshold, executing step eight, and if the second collision time is smaller than the first time threshold, executing step nine; step seven, controlling the first vehicle to brake emergently; step eight, continuing to control the first vehicle to decelerate and control the first vehicle to steer to the adjacent lane; and step nine, controlling the first vehicle to accelerate and steer to the adjacent lane.
3. A computer device, comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to perform the method of claim 1.
4. A computer readable medium, characterized in that instructions in the computer readable medium, when executed by a processor of a computer device, enable the computer device to perform the method of claim 1.
5. A computer program product comprising computer programs/instructions which, when executed by a processor, implement the method of claim 1.
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