CN117584949A

CN117584949A - Control method and device for automatic obstacle avoidance of vehicle, vehicle and storage medium

Info

Publication number: CN117584949A
Application number: CN202311573311.2A
Authority: CN
Inventors: 张芳; 董志华; 徐坚江
Original assignee: Avatr Technology Chongqing Co Ltd
Current assignee: Avatr Technology Chongqing Co Ltd
Priority date: 2023-11-23
Filing date: 2023-11-23
Publication date: 2024-02-23

Abstract

The application provides a control method and device for automatic obstacle avoidance of a vehicle, the vehicle and a storage medium. The method comprises the following steps: in the intelligent driving process, acquiring the motion state of a vehicle and the motion state of a vehicle in front of the vehicle; judging whether the current emergency situation exists according to the motion state of the front vehicle; and if the vehicle is judged to be in an emergency, controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle. Under emergency conditions, the deceleration and the deceleration change rate in the braking process are amplified, the situation that accidents cannot be avoided according to comfortable lane changing and braking parameters in the existing intelligent driving technology is avoided, and the intelligent driving safety is improved.

Description

Control method and device for automatic obstacle avoidance of vehicle, vehicle and storage medium

Technical Field

The present disclosure relates to automatic driving technologies of vehicles, and in particular, to a method and apparatus for controlling automatic obstacle avoidance of a vehicle, and a storage medium.

Background

Driving assistance systems are becoming more and more popular products for users, and the penetration rate of intelligent driving functions in high-speed driving is also becoming higher and higher. In intelligent driving, the obstacle avoidance function becomes an indispensable safety function for driving assistance.

At present, when traffic accidents happen to a road ahead, the extreme situation that the traffic lane cannot pass occurs, the processing strategy generally controls the own vehicle to change the lane if the lane changing precondition is met, and controls the own vehicle to brake in the traffic lane if the lane changing precondition is not met.

However, in the prior art, in order to ensure the comfort of driving, in the intelligent driving process of the vehicle, braking deceleration is limited, the braking process of the vehicle is prolonged under extreme conditions, when the driving assistance system cannot avoid collision, the driving assistance system exits, the driver takes over the vehicle for braking, the reaction time of the user is short, and safety accidents are easily caused.

Disclosure of Invention

The application provides a control method, a control device, a control vehicle and a storage medium for automatically avoiding an obstacle of a vehicle, which are used for solving the safety risk caused by taking over the vehicle by a driver when extreme conditions appear in front of the vehicle and the vehicle cannot be braked effectively in the intelligent driving process.

In a first aspect, the present application provides a control method for automatically avoiding an obstacle of a vehicle, applied to an intelligent driving controller of the vehicle, the method comprising:

acquiring a motion state of the vehicle and a motion state of a vehicle in front of the vehicle in an intelligent driving process;

judging whether the current emergency situation exists according to the motion state of the front vehicle;

and if the vehicle is judged to be in an emergency, controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle.

Optionally, the motion state of the front vehicle includes a speed and a relative distance of the front vehicle, the motion state of the vehicle includes a speed of the vehicle, and the controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to an emergency situation includes:

determining a target deceleration required for braking according to the speed and the relative distance of the front vehicle and the speed of the vehicle, wherein the target deceleration is smaller than or equal to the first deceleration upper limit;

And controlling the current deceleration of the vehicle to be increased to the target deceleration according to the first deceleration change rate upper limit.

Optionally, the method further comprises:

and if the vehicle currently meets the emergency lane changing condition, controlling the vehicle to perform emergency lane changing, wherein the emergency lane changing condition is obtained by reducing parameters in preset vehicle lane changing conditions.

Optionally, the method further comprises:

and reducing parameters in the vehicle lane change conditions according to pre-configured emergency reduction parameters to obtain the emergency lane change conditions, wherein the parameters in the vehicle lane change conditions comprise preset collision time and preset lane change space.

Optionally, the emergency curtailment parameters include a collision time curtailment parameter and a lane change space curtailment parameter, and the curtailment of parameters in the lane change condition of the vehicle according to the pre-configured emergency curtailment parameters, to obtain the emergency lane change condition, includes:

reducing the preset collision time by adopting the collision time reduction parameter to obtain reduced first collision time;

and reducing the preset lane change space by adopting the lane change space reduction parameters to obtain a reduced first lane change space.

Optionally, the method further comprises:

acquiring surrounding environment data of the vehicle, wherein the surrounding environment data comprises the speed and the relative position of the vehicle approaching a lane;

acquiring a second collision time according to the speed of the oncoming traffic lane vehicle and the current speed of the vehicle;

acquiring a second lane change space according to the relative position of the adjacent lane vehicle;

if the second collision time is smaller than the first collision time, determining that the vehicle does not meet the emergency lane change condition currently;

if the second lane change space is smaller than the first lane change space, determining that the vehicle does not meet the emergency lane change condition currently;

and if the second collision time is greater than or equal to the first collision time and the second lane change space is greater than or equal to the first lane change space, determining that the vehicle currently meets the emergency lane change condition.

Optionally, the method further comprises:

inquiring the preset lane change space from a preset lane change space mapping table according to the speed of the nearby lane vehicle and the current speed of the vehicle, wherein the lane change space mapping table comprises a plurality of nearby vehicle speeds and preset lane change spaces corresponding to the plurality of vehicle running speeds.

Optionally, the determining whether the current situation is an emergency according to the motion state of the front vehicle includes:

calculating a first deceleration of the front vehicle, a first deceleration change rate and a first duration of deceleration of the front vehicle according to the motion state of the front vehicle;

and if the first deceleration is greater than or equal to a preset deceleration threshold value, the first deceleration change rate is greater than or equal to a preset deceleration change rate threshold value, and the first duration reaches a preset deceleration time threshold value, determining that the emergency situation is present.

Optionally, the motion state of the front vehicle further includes a position of the front vehicle, and the method further includes:

and if the vehicle does not meet the emergency lane changing condition currently, controlling the vehicle to transversely avoid in a lane of the vehicle in front according to the position of the vehicle in front.

In a second aspect, the present application further provides a control device for automatically avoiding an obstacle for a vehicle, the device including:

the acquisition module is used for acquiring the motion state of the vehicle and the motion state of a vehicle in front of the vehicle in the intelligent driving process;

the judging module is used for judging whether the current emergency situation exists according to the motion state of the front vehicle;

And the control module is used for controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency if the current emergency is judged, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than the second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle.

In a third aspect, the present application provides a vehicle comprising:

an intelligent driving controller, a memory connected with the intelligent driving controller, and a communication interface interacting with other devices, the intelligent driving controller being configured to execute the control method for automatic obstacle avoidance of a vehicle according to any one of the first aspects.

In a fourth aspect, the present application provides a computer-readable storage medium having stored therein computer-executable instructions which, when executed by a processor, are adapted to implement the method for controlling automatic obstacle avoidance of a vehicle according to any one of the first aspects.

In a fifth aspect, the present application also provides a computer program product comprising a computer program for implementing the control method of automatic obstacle avoidance of a vehicle according to any one of the first aspects when executed by a processor.

The application provides a control method, a device, a vehicle and a storage medium for automatic obstacle avoidance of a vehicle, wherein the method comprises the following steps: in the intelligent driving process, acquiring the motion state of a vehicle and the motion state of a vehicle in front of the vehicle; judging whether the current emergency situation exists according to the motion state of the front vehicle; and if the vehicle is judged to be in an emergency, controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle. Under emergency conditions, the deceleration and the deceleration change rate in the braking process are amplified, the situation that accidents cannot be avoided according to comfortable lane changing and braking parameters in the existing intelligent driving technology is avoided, and the intelligent driving safety is improved.

Drawings

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

Fig. 1 is a schematic view of an application scenario provided in the present application;

fig. 2 is a schematic flow chart of a first embodiment of a control method for automatic obstacle avoidance of a vehicle provided in the present application;

fig. 3 is a schematic flow chart of a second embodiment of a control method for automatic obstacle avoidance of a vehicle provided in the present application;

fig. 4 is a schematic structural diagram of a first embodiment of a control device for automatically avoiding an obstacle for a vehicle provided in the present application;

fig. 5 is a schematic structural diagram of a vehicle provided in the present application.

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.

The driving support system (Advanced Driver Ass istance Systems, ADAS) is an active safety technique for collecting environmental data inside and outside a vehicle by using various sensors mounted on the vehicle, and performing technical processes such as identification, detection and tracking of static and dynamic objects, so that a driver can perceive a possible danger in the fastest time to draw attention and improve safety.

The driving assistance system has higher and higher use permeability when the vehicle runs on the expressway, and can help a driver to perform functions such as cruising, lane keeping, lane changing and the like. In order to ensure user comfort during driving assistance, the deceleration of the vehicle is kept in a comfortable range during deceleration, and lane changing is performed in a large lane changing space during lane changing of the vehicle.

Fig. 1 is a schematic view of an application scenario provided in the present application, as shown in fig. 1, in this scenario, a traffic accident occurs on a road ahead of a lane where a vehicle encounters in an intelligent driving process, and the vehicle immediately decelerates and controls a vehicle to change a lane or brake according to a vehicle condition of an adjacent lane.

In normal running, a larger lane changing space is required to change lanes, and when the traffic accident occurs in the application scene, the situation that the accident can be avoided through lane changing and the situation that the accident cannot be avoided exists. In addition, in the intelligent driving process of the vehicle, the deceleration during braking is limited, when a traffic accident occurs in the application scene, the limited deceleration can lengthen the braking process of the vehicle, and when the driving assistance system cannot avoid collision, the driving assistance system can exit, so that a driver takes over the vehicle for braking, the user reaction time is short, and safety accidents are easy to cause.

In view of the above problems, the inventors found in the course of the study that, when an emergency situation is determined to occur by the movement state of the preceding vehicle, the vehicle is controlled to decelerate by enlarging the upper limit of deceleration and the upper limit of the rate of change of deceleration, and if it is detected that there is an emergency lane change space in the adjacent lane, the system quickly changes lanes to the adjacent lane. Based on the above, the application provides a control method and device for automatic obstacle avoidance of a vehicle, the vehicle and a storage medium.

The following uses the intelligent driving controller of the vehicle as an execution main body, and specific embodiments are used for describing the technical scheme of the application and how the technical scheme of the application solves the technical problems in detail. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 2 is a schematic flow chart of a first embodiment of a control method for automatically avoiding an obstacle for a vehicle, as shown in fig. 2, and the method includes the following steps:

s101, acquiring a motion state of a vehicle and a motion state of a vehicle ahead of the vehicle in front of the vehicle in the intelligent driving process.

In this step, after the intelligent driving of the vehicle is started, the speed of the preceding vehicle, the relative distance from the host vehicle, and the image data of the preceding vehicle are acquired in real time. Wherein the front vehicle includes a front vehicle of the vehicle or a vehicle in front of the front vehicle.

It should be appreciated that intelligent driving includes, but is not limited to, autonomous driving, assisted driving, turning on lane centering functions, and the like.

S102, judging whether the front vehicle is an emergency front vehicle or not according to the motion state of the front vehicle.

In this step, in order to determine whether an emergency situation has occurred in the preceding vehicle, the deceleration of the preceding vehicle is calculated from the speed of the preceding vehicle and the time stamp acquired in real time, and whether an emergency situation has occurred is determined from the deceleration of the preceding vehicle.

In one possible implementation, the occurrence of an emergency condition in the preceding vehicle is determined when the deceleration of the preceding vehicle is greater than a preset deceleration threshold.

In one possible implementation, the deceleration rate of the preceding vehicle is calculated from the deceleration of the preceding vehicle and the time stamp, and the preceding vehicle is determined to be in an emergency when the deceleration of the preceding vehicle is greater than a preset deceleration threshold and the deceleration rate is greater than or equal to the preset deceleration rate.

In one possible implementation, the deceleration of the preceding vehicle is greater than a preset deceleration threshold, the deceleration rate of change is greater than or equal to a preset deceleration rate of change, and the determination that the deceleration state duration exceeds a preset first duration based on the time stamp determines that the preceding vehicle is in an emergency.

And S103, if the current emergency situation is judged, controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency situation, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle.

In the intelligent driving process of the vehicle, in order to ensure the comfort of a user in the driving process, an upper limit of the second deceleration and an upper limit of the second deceleration change rate are set, and the vehicle is controlled to decelerate under the conditions of the second deceleration upper limit and the upper limit of the second deceleration change rate. When the current emergency situation is judged, parameters set in the intelligent driving process need to be changed so that the intelligent driving process can be decelerated more rapidly. The upper limit of deceleration of the released vehicle is set to the upper limit of execution of the vehicle, i.e., the preset first upper limit of deceleration, and the deceleration change rate of the released vehicle is set to the upper limit of execution of the vehicle, i.e., the preset first upper limit of deceleration change rate.

In a specific implementation, the required target deceleration is calculated from the speed of the preceding vehicle and the current vehicle, which is greater than the second upper deceleration limit, i.e. the comfortable deceleration is not able to cope with an emergency, and the deceleration of the vehicle is increased from the current deceleration to the target deceleration according to the first deceleration change rate. If the target deceleration is greater than the first deceleration, the deceleration is increased to the first deceleration, which is the upper limit of the deceleration that the vehicle can execute.

The second deceleration upper limit in the intelligent driving process is-3.5 meters per square second, the preset first deceleration upper limit is-7 meters per square second, and the maximum deceleration can reach-7 meters per square second in the emergency braking process, so that the vehicle braking distance is shortened.

The preset upper limit of deceleration and the upper limit of the rate of change of deceleration are configured according to the boundary of the braking capability of the vehicle, and are stored in the vehicle after being calibrated.

Optionally, the vehicle judges whether an emergency lane change condition is met in the deceleration process, and if the vehicle currently meets the emergency lane change condition, the vehicle is controlled to perform emergency lane change, wherein the emergency lane change condition is obtained by reducing parameters in preset vehicle lane change conditions. The parameters in the lane changing conditions of the vehicle comprise preset collision time and preset lane changing space, the actual collision time of the vehicle is larger than or equal to the preset collision time, and the actual lane changing space is larger than or equal to the lane changing space. Under an emergency situation, firstly, reducing a lane changing space and collision time preset in a lane changing process in an intelligent driving process to obtain an emergency lane changing condition, judging whether lane changing can be carried out according to the emergency lane changing condition, and carrying out lane changing under the condition that lane changing can be carried out. In the case where lane change is impossible, the vehicle is continuously decelerated in the own lane.

In an exemplary intelligent driving process, under the condition that the vehicle is at the same speed as the vehicle approaching the lane, the preset lane change space is set to have a safety value of 200 meters, and under an emergency, the preset lane change space parameters are reduced, and lane change can be performed under the condition of 150 meters.

The embodiment provides a control method for automatically avoiding an obstacle of a vehicle, wherein in the intelligent driving process, the motion state of the vehicle and the motion state of a vehicle in front of the vehicle are obtained; judging whether the current emergency situation exists according to the motion state of the front vehicle; and if the vehicle is judged to be in an emergency, controlling the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency, wherein the first deceleration upper limit is larger than a second deceleration upper limit configured in the current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is larger than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle. Under emergency conditions, the deceleration and the deceleration change rate in the braking process are amplified, the situation that accidents cannot be avoided according to comfortable lane changing and braking parameters in the existing intelligent driving technology is avoided, and the intelligent driving safety is improved.

The following is a complete example of the entire obstacle avoidance process.

Fig. 3 is a schematic flow chart of a second embodiment of a control method for automatically avoiding an obstacle for a vehicle, as shown in fig. 3, and the method includes the following steps:

s201, acquiring the motion state of a vehicle in front of the vehicle and the environmental data around the vehicle body;

in the step, in the intelligent driving process of the vehicle, the motion state of the front vehicle is acquired through a camera or a millimeter wave radar, and the motion state comprises relative position data and speed data of the front vehicle from the current vehicle. Environmental data around the vehicle is acquired according to a camera and a millimeter wave radar provided on the vehicle, and the environmental data includes image data of an adjacent lane and a vehicle speed of the adjacent lane. The relative position data and the speed data can be directly acquired through the millimeter wave radar, and the image data acquired through the camera is required to be processed through a visual scheme to acquire the relative position data and the speed data.

Specifically, the speed of the preceding vehicle can be found from the change in the relative position data in one cycle and the speed of the vehicle itself. Also, the speed of the vehicle adjacent to the lane may be obtained.

Alternatively, when a vehicle ahead of the vehicle can be detected, the motion state of the vehicle ahead of the vehicle, such as a turn or the like, is acquired.

It should be noted that, the relative position of the vehicle before the vehicle is in front of the vehicle or the vehicle near the vehicle may also be obtained according to the image data collected by the camera.

S202, according to the motion state of the front vehicle, calculating to obtain first deceleration of the front vehicle, a first deceleration change rate and duration time of the front vehicle deceleration.

In this step, the first deceleration of the preceding vehicle and the first deceleration change rate are calculated according to the speed of the preceding vehicle in a time period, where the time period may be determined according to a millimeter wave radar acquisition period or set according to a preset time period.

When the front vehicle is calculated to decelerate, the duration during deceleration is recorded.

S203, if the first deceleration is greater than or equal to a preset deceleration threshold value, the first deceleration change rate is greater than or equal to a preset deceleration change rate threshold value, and the first duration of deceleration reaches a preset deceleration time threshold value, determining that the emergency situation is present.

In the step, during intelligent driving, and the front vehicle is kept within a preset distance, a deceleration threshold value and a deceleration change rate threshold value of the front vehicle within the preset distance are calibrated in advance, and a duration time threshold value of deceleration is indicated to be an emergency when the duration time threshold value exceeds the preset threshold value. When one of the parameters does not reach the preset threshold value, the current non-emergency situation is indicated, and when the non-emergency situation is caused, the speed is reduced or the lane change running is carried out according to the preset parameters and logic of intelligent driving.

In one implementation, the duration of the two flashes opened by the lead vehicle is obtained as the duration during deceleration.

Optionally, when the second deceleration of the vehicle before the preceding vehicle is detected to be greater than or equal to a preset deceleration threshold, the second deceleration change rate is greater than or equal to a preset deceleration change rate threshold, and the second duration of deceleration reaches a preset deceleration time threshold, determining that the vehicle is currently an emergency.

Optionally, when an emergency situation is determined, a double flash is immediately turned on to alert.

S204, according to the pre-configured emergency reduction parameters, parameters in the vehicle lane change conditions are reduced, and the emergency lane change conditions are obtained.

The emergency curtailment parameters include a collision time curtailment parameter and a lane change space curtailment parameter. The parameters in the vehicle lane change conditions comprise preset collision time and preset lane change space, and the vehicle lane change conditions are that the collision time obtained through actual calculation is larger than or equal to the preset collision time and the lane change space is larger than or equal to the preset lane change space; the parameters in the emergency lane-change condition include a reduced preset collision time (i.e., a first collision time) and a reduced preset lane-change space (i.e., a first lane-change space).

The time to collision TTC is equal to the relative distance between the two vehicles divided by the relative speed of the two vehicles. The TTC can be used for collision calculation of the vehicle and the front vehicle, is particularly suitable for a front vehicle braking scene, and needs to perform early warning when the TTC is smaller than a preset collision time, and controls the vehicle or prompts a driver to perform deceleration. The collision time is used in the present application in the vehicle of the host vehicle and the nearby lane, and the second collision time of the host vehicle and the nearby vehicle is obtained by dividing the relative distance of the nearby vehicle by the relative speeds of the host vehicle and the nearby vehicle.

In the normal running process, in order to ensure that the vehicle safely changes lanes, the second collision time needs to be longer than the preset collision time to change lanes comfortably, and the preset collision time is preconfigured collision time capable of changing lanes safely. However, in an emergency situation, comfort is not a first consideration, and a reduction of the preset time to collision parameter is required.

In a specific implementation manner, a collision time reduction parameter is used to reduce a preset collision time, so as to obtain a reduced first collision time. Illustratively, the predetermined collision time multiplied by the collision time reduction parameter results in a reduced first collision time.

Besides the reduction of the preset collision time, the lane change space parameters are also required to be reduced, and the lane change space is reduced by adopting the lane change space reduction parameters, so that a reduced first lane change space is obtained. Illustratively, the lane-change space preset value is multiplied by the lane-change space reduction parameter to obtain a reduced lane-change space preset value.

Optionally, the preset lane change space is obtained by inquiring a preset lane change space mapping table according to the speed of the adjacent lane vehicle and the current speed of the vehicle, and the lane change space mapping table comprises a plurality of adjacent vehicle speeds and preset lane change spaces corresponding to the plurality of vehicle running speeds. The preset lane change space values of different vehicle speeds are different, and the preset lane change space required by the condition of higher speed is longer, so that the preset lane change space is determined according to the speed of the vehicle and the speed of the vehicle approaching the lane, and the lane change space is obtained and then reduced by using the lane change space reduction parameters.

S205, acquiring a second collision time and a second lane change space according to the speed of the vehicle adjacent to the lane, the position of the vehicle adjacent to the lane and the current speed of the vehicle.

In this step, the distance in the longitudinal direction between the two vehicles is calculated as the second lane change space from the vehicle position adjacent to the lane and the position of the own vehicle. And calculating the second collision time according to the distance between the two vehicles in the longitudinal direction and the current speed of the vehicle and the speed of the vehicle adjacent to the lane.

It should be noted that there may be a vehicle in front of or behind the lane, and it is necessary to calculate the forward lane change space and the backward lane change space, respectively. The preset lane change space is divided into a front lane change space and a rear lane change space, and the preset values of the front lane change space and the rear lane change space are different, but lane change space reduction parameters are the same, and when the lane change space is reduced in an emergency, the front lane change space and the rear lane change space are reduced. The second collision time also needs to calculate and approximate the collision time of the vehicle in front of the lane vehicle and the collision time of the vehicle behind, respectively.

S206, judging whether the collision time meets the emergency lane change condition.

In this step, if the calculated second collision time is smaller than the first collision time, the emergency lane change condition is not satisfied, and step S209 is performed.

If the calculated second collision time is greater than or equal to the first collision time, step S207 is performed.

S207, judging whether the lane change space is an emergency lane change condition.

In the step, if the calculated second lane-change space is smaller than the first lane-change space, the emergency lane-change condition is not satisfied, and step S209 is executed; if the calculated second lane-change space is greater than or equal to the first lane-change space, the emergency lane-change condition is satisfied, and step S208 is executed.

S208, controlling the vehicle to change lanes.

In one implementation, when a lane change space is arranged in front of the vehicle, controlling the vehicle to accelerate and change lanes; and when the lane changing space is arranged at the rear, controlling the vehicle to reduce speed and change lanes. The lane change speed is calculated from the predicted position and forward vehicle speed after lane change, the rear vehicle speed, and the collision time.

The collision time of the front vehicle and the collision time of the rear vehicle are required to be kept larger than the preset value of the collision time under normal running after the lane change, and the speed range during the lane change can be determined according to the limit of the collision time. The position after the lane change is predicted in the calculation process can be estimated according to a model or directly uses the intermediate position of the two vehicles as the predicted lane change position.

S209, controlling the vehicle to brake according to the preset upper limit of the deceleration and the upper limit of the deceleration change rate.

In this step, when the deceleration and the deceleration change of the preceding vehicle exceed the preset threshold values in an emergency, the deceleration set by intelligent driving has failed to satisfy the completion of braking within the guard distance, a larger deceleration is required, and a faster deceleration change is required. Therefore, the intelligent driving deceleration and the deceleration change rate are amplified to the capability boundary of the vehicle braking system, the deceleration and the deceleration change rate of the capability boundary of the vehicle braking system can be calibrated in advance and written into the intelligent driving controller of the vehicle, and when an emergency occurs, the vehicle is controlled to brake according to the preset upper limit of the deceleration and the preset upper limit of the deceleration change rate.

Specifically, first, a target deceleration required for deceleration is calculated by a speed displacement formula according to the relative distance and the relative speed of the preceding vehicle. When the emergency situation is met, the calculated target deceleration is larger than the upper deceleration limit in the normal running process, so that the target deceleration is compared with the preset upper deceleration limit in the emergency situation, and when the target deceleration is smaller than or equal to the preset upper deceleration limit in the emergency situation, the target deceleration is determined to be the maximum deceleration in the braking process. When the target deceleration is greater than the preset upper deceleration limit in the emergency, the braking capability range of the vehicle is exceeded, and the preset upper deceleration limit is taken as the maximum deceleration of the braking process.

During braking, the current deceleration of the vehicle is firstly obtained, and the deceleration is lifted to the maximum deceleration during braking according to the preset upper limit of the deceleration change rate. The maximum deceleration in the braking process can be a target deceleration or an upper deceleration limit in an emergency, and the maximum deceleration is obtained by comparing the actually calculated target deceleration with the upper deceleration limit.

In one specific implementation, the deceleration of the vehicle is always controlled to rise to a maximum deceleration of the braking process at a maximum deceleration rate upper limit.

In another possible implementation, the deceleration rate is raised exponentially to the maximum deceleration rate upper limit, and the index is illustratively a logarithmic function of time. The current deceleration of the vehicle is controlled to be raised to the maximum deceleration of the braking process according to the deceleration change rate of the index change.

When the maximum deceleration of the braking process is reached, the vehicle is controlled to keep the maximum deceleration for deceleration, the required deceleration is detected in real time, and when the required deceleration is smaller than the preset upper deceleration limit under the normal running condition, the deceleration of the vehicle is controlled to be reduced.

S210, controlling the vehicle to transversely avoid.

In this step, when collision with the preceding vehicle is unavoidable according to the current maximum deceleration, the lateral position of the preceding vehicle with respect to the current vehicle is acquired, and the vehicle is controlled to move in the opposite position to the preceding vehicle. The front vehicle is arranged on the left side of the current vehicle, the vehicle is controlled to avoid on the right side in the lane, and the steering wheel angle for transverse avoidance is arranged in a preset range, so that the tail flicking condition of the vehicle is prevented.

In one possible implementation, the vehicle is controlled to avoid laterally when an emergency situation is encountered.

In one possible implementation, the relative position of the vehicle behind the vehicle is determined, and the vehicle is controlled to avoid laterally to the other side of the vehicle behind the vehicle.

The vehicle shifts in the transverse direction in the lane, so that the overlapping rate of the vehicle and the front vehicle is reduced, the collision degree can be reduced under the condition that collision cannot be avoided, and the overlapping rate of the vehicle and the rear vehicle can be reduced through shifting in the transverse direction of the vehicle and the front vehicle, and the collision degree of the rear vehicle to the vehicle is reduced.

The embodiment provides a control method for automatically avoiding an obstacle of a vehicle, which determines whether an emergency situation occurs or not through deceleration, deceleration change rate and deceleration time of a vehicle in front; when an emergency situation occurs, reducing a collision time parameter and a lane change space parameter which are preset in lane change conditions; when the actual condition meets the reduced lane changing condition, lane changing can be performed, and when the lane changing condition is not met, the vehicle is controlled to stop in the lane; compared with a normal intelligent driving process, the braking process in the lane needs larger deceleration and deceleration change rate, and the vehicle is controlled to brake and is controlled to transversely avoid according to the maximum deceleration and deceleration change rate of the preset braking capacity boundary.

Fig. 4 is a schematic structural diagram of a first embodiment of a control device for automatically avoiding an obstacle for a vehicle provided in the present application, and as shown in fig. 4, the control device 400 for automatically avoiding an obstacle for a vehicle includes:

an acquiring module 411, configured to acquire a motion state of the vehicle and a motion state of a front vehicle of the vehicle during intelligent driving;

a judging module 412, configured to judge whether an emergency situation exists currently according to the motion state of the front vehicle;

and the control module 413 is configured to control the vehicle to brake according to a first deceleration upper limit and a first deceleration change rate upper limit corresponding to the emergency, where the first deceleration upper limit is greater than a second deceleration upper limit configured in a current intelligent driving process of the vehicle, and the first deceleration change rate upper limit is greater than a second deceleration change rate upper limit configured in the current intelligent driving process of the vehicle, if the current emergency is determined.

Optionally, the motion state of the front vehicle includes a speed and a relative distance of the front vehicle, the motion state of the vehicle includes a speed of the vehicle, and the control module 413 is specifically configured to:

Optionally, the control module 413 is further configured to:

Optionally, the apparatus further includes a downscaling module 414, where the downscaling module 414 is configured to:

Optionally, the emergency curtailment parameters include a collision time curtailment parameter and a lane change space curtailment parameter, and the curtailment module 414 is specifically configured to:

Optionally, the device is further configured to:

the obtaining module 411 is further configured to:

the judging module 412 is further configured to:

Optionally, the apparatus further includes a query module 415, where the query module 415 is configured to:

Optionally, the apparatus further includes a lateral avoidance module 416, where the lateral avoidance module 416 is configured to:

The control device for automatically avoiding the obstacle for the vehicle provided by the embodiment of the application is used for realizing the control method for automatically avoiding the obstacle for the vehicle, which is described in any one of the embodiments of the method, and the implementation principle and the technical effect are similar, and are not repeated herein.

Fig. 5 is a schematic structural diagram of a vehicle provided in the present application, as shown in fig. 5, the vehicle 500 includes:

an intelligent drive controller 511, a memory 512 connected to the intelligent drive controller, and a communication interface 513 for interacting with other devices.

The memory 512 stores computer-implemented instructions and preset emergency curtailment parameters;

the intelligent driving controller 511 executes the computer-executed instructions stored in the memory to implement the method for controlling automatic obstacle avoidance of a vehicle according to any one of the above method embodiments.

Optionally, the vehicle 500 further includes a camera 514 and a millimeter wave radar 515;

the camera 514 adopts a wide-angle camera, and the cameras are respectively arranged at two sides of the vehicle; specifically, the side front camera is arranged in the vehicle rearview mirror, and the side rear view is arranged above the vehicle fender;

The millimeter wave radar 515 is a 77GHz millimeter wave radar, and is disposed on the front side and the rear side of the vehicle;

alternatively, the above-described respective devices of the vehicle 500 may be connected by a system bus.

The memory 512 may be a separate memory unit or may be a memory unit integrated in the intelligent driving controller 511.

The intelligent driving controller 511 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present application may be embodied directly in a hardware processor or in a combination of hardware and software modules within a processor.

The vehicle comprises 3 millimeter wave radars, 10 cameras, an intelligent system driving controller, a vehicle body stabilizing system, an electric power steering system, a whole vehicle controller, a vehicle body controller, an instrument, a central control screen, a steering lamp and other systems. Wherein sensor units in the vehicle communicate with the intelligent drive controller over a private CANFD network and other related contact systems communicate with the intelligent drive controller over CANFD.

By way of example, the following describes the function of the various components in the vehicle:

the angle millimeter wave radar is arranged at the left side and the right side of the rear guard, and is used for sending out radio waves (radar waves) and then receiving echoes, and measuring the position data of the target according to the time difference between the receiving and the transmitting, wherein the detection distance can reach 80m, and parameters such as the time distance and the relative speed of the obstacle from the vehicle can be accurately detected through millimeter waves. The front millimeter wave radar is arranged under the license plate of the vehicle, and is used for sending out radio waves (radar waves) and then receiving echoes, and measuring position data of a target according to time difference between receiving and transmitting, wherein the detection distance can reach 160m, and parameters such as the time distance and the relative speed of an obstacle from the vehicle can be accurately detected through millimeter waves. The intelligent camera group is a camera combination of 2 high pixels with different visual angles, can detect obstacles with the distances of about 200m at the farthest positions in front of the outside, can identify lane line information, and can identify the cut-in and cut-out of a close-range vehicle; the side view camera can make up for the problem of poor recognition rate of the angular radar in a low-speed scene, and can quickly and early capture the cutting trend of other vehicles and a short-distance cutting scene, so that the automatic driving controller can early process the cutting scene; the intelligent driving controller (ADC module for short) recognizes lane lines, vehicles running on roads, road edges, obstacles and the like through an algorithm by acquiring a sensing module (the sensing module comprises a millimeter wave radar, an intelligent camera group, a side view camera, an IMU integrated in the interior and the like), plans a driving auxiliary track, controls the transverse direction and the longitudinal direction of the vehicle, realizes the functions of constant-speed cruising, avoiding rear collision vehicles, stopping and automatically starting when the vehicles are in collision with the obstacles and the vehicles are not in collision with the obstacles, and sends corner requests, deceleration requests, torque requests and the like to each associated system in the control process. The vehicle body stabilizing system (ESC) is used for receiving a deceleration request instruction sent by the automatic driving controller and feeding back vehicle body data such as deceleration, yaw angle, vehicle speed, wheel speed and the like of the vehicle at the same time for the ADC to carry out longitudinal control calculation of the vehicle. The electric power steering (EPS for short) is used for executing the steering angle and the steering angle acceleration request sent by the autopilot controller, controlling the steering wheel to steer to the angle instructed by the autopilot controller, and if the EPS fails or the driver intervenes in parking, feeding back the reason for exiting the control to the autopilot controller. The whole Vehicle Controller (VCU) is used for receiving a torque request of the automatic driving controller, executing acceleration control, feeding back a gear position of the vehicle in real time, responding to the torque and the like. The car body controller (BCM for short) is used for receiving control requests of steering lamps, danger alarm lamps, wipers, lamplight and the like for automatic driving control. The instrument (IC for short) is used for displaying a man-machine interaction interface, characters, pictures and sound reminding in the process of activating the auxiliary driving function. A user of a central control screen (HU for short) displays a scene reconstruction interface in the activation process of the pilot auxiliary function, a user self-defined setting entry and the like. The steering lamp is used for responding to the lighting request of the vehicle body controller in the automatic driving process to remind other vehicles of driving safety.

The system bus may be a peripheral component interconnect standard (peripheral component interconnect, PCI) bus or an extended industry standard architecture (extended industry standard architecture, EISA) bus, among others. The system bus may be classified into an address bus, a data bus, a control bus, and the like. For ease of illustration, the figures are shown with only one bold line, but not with only one bus or one type of bus. The memory may include random access memory (random access memory, RAM) and may also include non-volatile memory (NVM), such as at least one disk memory.

All or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a readable memory. The program, when executed, performs steps including the method embodiments described above; and the aforementioned memory (storage medium) includes: read-only memory (ROM), RAM, flash memory, hard disk, solid state disk, magnetic tape, floppy disk, optical disk (optical disc), and any combination thereof.

The vehicle provided in the embodiment of the present application is used to implement the control method for automatic obstacle avoidance of a vehicle according to any one of the foregoing method embodiments, and the implementation principle and the technical effect are similar, and are not described in detail herein.

The application also provides a computer readable storage medium, wherein computer executable instructions are stored in the computer readable storage medium, and the computer executable instructions are used for realizing the control method for automatically avoiding the obstacle of the vehicle according to any one of the embodiment of the method when being executed by a processor.

It will be appreciated that the memory in embodiments of the present application may be either volatile memory or nonvolatile memory, or may include both volatile and nonvolatile memory. It should be noted that the above-referenced memories are intended to comprise, without being limited to, these and any other suitable types of memories.

Embodiments of the present application also provide a computer program product, where the computer program product includes a computer program, where the computer program is stored in a computer readable storage medium, and where at least one processor may read the computer program from the computer readable storage medium, and where the at least one processor may implement the method for controlling automatic obstacle avoidance of a vehicle according to any one of the foregoing method embodiments when the computer program is executed.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims

1. A control method for automatic obstacle avoidance of a vehicle, characterized by being applied to an intelligent driving controller of the vehicle, the method comprising:

2. The method of claim 1, wherein the state of motion of the front vehicle includes a speed and a relative distance of the front vehicle, the state of motion of the vehicle includes the speed of the vehicle, and the controlling the vehicle to brake based on the corresponding first upper deceleration limit and first upper deceleration rate of change limit for the emergency comprises:

3. The method according to claim 1 or 2, characterized in that the method further comprises:

4. A method according to claim 3, characterized in that the method further comprises:

5. The method of claim 4, wherein the emergency curtailment parameters include a collision time curtailment parameter and a lane change space curtailment parameter, the curtailment of parameters in the vehicle lane change condition according to a pre-configured emergency curtailment parameter, the emergency lane change condition comprising:

6. The method of claim 5, wherein the method further comprises:

7. The method according to claim 1 or 2, wherein said determining whether the current situation is an emergency according to the movement state of the preceding vehicle comprises:

8. A control device for automatically avoiding an obstacle for a vehicle, the device comprising:

9. A vehicle, characterized in that the vehicle comprises:

an intelligent driving controller, a memory connected with the intelligent driving controller, and a communication interface interacting with other devices, the intelligent driving controller being configured to perform the control method for automatic obstacle avoidance of a vehicle according to any one of claims 1 to 7.

10. A computer-readable storage medium, wherein computer-executable instructions are stored in the computer-readable storage medium, which when executed by a processor, are configured to implement the control method for automatic obstacle avoidance of a vehicle according to any one of claims 1 to 7.