CN110356394B - Method and device for vehicle to actively avoid obstacle and automobile - Google Patents

Method and device for vehicle to actively avoid obstacle and automobile Download PDF

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CN110356394B
CN110356394B CN201910701956.7A CN201910701956A CN110356394B CN 110356394 B CN110356394 B CN 110356394B CN 201910701956 A CN201910701956 A CN 201910701956A CN 110356394 B CN110356394 B CN 110356394B
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vehicle
obstacle
lane
moving
shortest
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CN110356394A (en
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翁江林
梁锋华
卢斌
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Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters

Abstract

The invention relates to a method and a device for actively avoiding obstacles by a vehicle and the vehicle, which aim to realize the effect of actively avoiding the obstacles when the vehicle is occupied by the obstacles in front of the driving. The method for the vehicle to actively avoid the obstacle comprises the following steps: when the vehicle is in the self-adaptive cruise mode and the lane centering driving mode in a constant-speed driving state, detecting whether an obstacle partially occupying a lane where the vehicle runs exists in front; if yes, determining the type of the obstacle; when the type of the obstacle is a static obstacle, determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle; when the type of the obstacle is a moving obstacle, determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur; and controlling the vehicle to actively avoid the obstacle according to the first residual transverse width or the second residual transverse width.

Description

Method and device for vehicle to actively avoid obstacle and automobile
Technical Field
The invention relates to the technical field of automobile driving assistance, in particular to a method and a device for actively avoiding obstacles by a vehicle and an automobile.
Background
In recent years, the automatic driving technology is popular in various fields, including internet companies such as hundredth, Tencent, Google, Huashi, and the like, and the automatic driving technology is deeply researched, so that breakthrough research results are obtained, and most representative outstanding results comprise systems such as hundredth Apollotot, Audi A8AI, Tesla Autopilot, and the like. According to the SAEJ3016 autopilot classification standard, L3 and the following schemes are defined as Assisted Driving (ADAS), and L4-L5 are defined as autopilot. At present, the L2 and L2.5(L2+) functions are produced in mass in most vehicle models at home and abroad, the permeability of the L2 and L2.5(L2+) functions is gradually improved, and the L3 functions are gradually produced in mass in 2020 to 2022 years. Therefore, the driving assistance technology is taken as the development basis of the automatic driving technology and plays a significant role in the full-automatic driving technology.
As is well known, the mainstream automatic driving level in the market is L2, and L2.5 is gradually pushed to mass production in the end of 2019. The L2 level functions mainly comprise functions of ACC, AEB, LKA, LCS and the like, the ACC, the AEB-C and the I are mainly realized by an interaction scheme of a single millimeter wave radar and a whole vehicle electronic stability control module, and the main defect is that the static target recognition rate needs to be improved; AEB-P is mainly realized by a 1R1V fusion scheme, the identification of a static target is optimized, and newly added pedestrians are automatically and emergently automatic; the LKA and the LCS mainly realize the transverse control between lane lines through the interaction of an intelligent camera and an electronic power steering control module (EPS) of the whole vehicle, and the main defects are limited by hardware and limited to the cut-in and cut-out working conditions of a target vehicle. At present, the market has mass production of an automatic driving assistance function, and the existing automatic driving assistance function alone cannot perform active avoidance operation in a scene that the front of the lane is occupied by obstacles, and needs active intervention of a driver.
Disclosure of Invention
The invention aims to provide a method and a device for actively avoiding obstacles by a vehicle and the vehicle, so as to realize the effect of actively avoiding the obstacles when the front of the vehicle is occupied by the obstacles.
The technical scheme of the invention is as follows:
the invention provides a method for actively avoiding obstacles by a vehicle, which comprises the following steps:
when the vehicle is in the self-adaptive cruise mode and the lane centering driving mode in a constant-speed driving state, detecting whether an obstacle partially occupying a lane where the vehicle runs exists in front;
if yes, determining the type of the obstacle;
when the type of the obstacle is a static obstacle, determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle;
when the type of the obstacle is a moving obstacle, determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur;
and controlling the vehicle to actively carry out obstacle avoidance according to the first residual transverse width or the second residual transverse width.
Preferably, the step of determining the type to which the obstacle belongs comprises:
detecting whether the relative speed of the obstacle and the vehicle is equal to the absolute speed of the vehicle relative to the ground or not;
if so, determining that the type of the obstacle is a static obstacle;
otherwise, determining that the type of the obstacle is the movement obstacle.
Preferably, when the type of the obstacle is a static obstacle, the step of determining a first remaining lateral width of the lane on which the vehicle is traveling after the lane is occupied by the static obstacle includes:
if two static obstacles are arranged on two sides of a lane where the vehicle runs, and the two static obstacles are partially or completely arranged oppositely, determining that the first residual transverse width is the shortest transverse distance between the two static obstacles;
if only one side of the lane where the vehicle runs has a static obstacle, determining that the first remaining transverse width is the shortest transverse distance between the obstacle and the other side lane line on the lane where the vehicle runs, wherein the other side lane line is the side lane line on the lane where the vehicle runs, which is far away from the static obstacle.
Preferably, the step of controlling the host vehicle to actively avoid the obstacle according to the first remaining lateral width includes:
judging whether the first residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the first residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to actively avoid the static obstacle;
if not, determining a first braking deceleration a of the vehicle in a first preset time period according to the shortest longitudinal distance between the vehicle and the static obstacle and the vehicle speed of the vehicle1And controlling the vehicle to follow the first braking deceleration a1Braking and decelerating running are carried out.
Preferably, when the type of the obstacle is a moving obstacle, the step of determining a second remaining lateral width of the lane where the vehicle is traveling after the vehicle is occupied by the moving obstacle when the vehicle travels to a position where collision is likely to occur includes:
judging whether two sides of a lane where the vehicle runs are provided with two moving obstacles which are partially or totally opposite and keep running at a constant speed;
if so, determining a first shortest collision time required by the host vehicle to possibly collide with one of the moving obstacles and a second shortest collision time required by two of the moving obstacles to collide in the transverse direction, wherein one of the moving obstacles is a moving obstacle which is preferentially possible to collide with the host vehicle in the longitudinal direction, and
determining the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives or the second shortest collision time arrives as the second remaining width;
if only one side of the lane where the vehicle runs is provided with a moving obstacle which keeps running at a constant speed, determining a third shortest collision time required by the vehicle to possibly collide with the moving obstacle, and
and determining that the shortest transverse distance between the moving obstacle and the other side lane line on the lane where the vehicle runs is the second remaining width when the third shortest collision time is reached, wherein the other side lane line is the side lane line which is far away from the moving obstacle on the lane where the vehicle runs.
Preferably, if two moving obstacles have a tendency of traveling relatively close to the host vehicle in the lateral direction, the step of determining a first shortest collision time required for the host vehicle to possibly collide with one of the moving obstacles closest to the longitudinal direction includes:
according to the formula:
Figure BDA0002151074190000031
determining a first collision time delta that the host vehicle may collide with a moving collision object located on the right side of a lane on which the host vehicle is travelingt1Wherein X is the shortest longitudinal distance between the vehicle and the right moving obstacle, vAIs the speed of the vehicle, vCXIs the longitudinal movement velocity of the right side moving impact;
according to the formula:
Figure BDA0002151074190000032
determining a second collision time delta that the vehicle and a left-side moving collision object of the lane driven by the vehicle are possible to collidet2Wherein X is the shortest longitudinal distance between the vehicle and the left moving obstacle, vAIs the speed of the vehicle, vBXIs the longitudinal movement velocity of the left side moving impact;
the first collision time deltat1And the second collision time deltat2Determining the collision time with shorter medium duration as the first shortest collision time;
the step of determining a second minimum collision time required for a collision of two of said moving obstacles in the lateral direction comprises:
according to the formula:
Figure BDA0002151074190000033
determining a second shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet3Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact.
Preferably, the step of determining that the shortest lateral distance between two moving obstacles at the time of arrival of the first shortest collision time or the time of arrival of the second shortest collision time is the second remaining width includes:
if the duration of the first shortest collision time is less than the duration of the second shortest collision time, determining that the shortest transverse distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width;
and if the duration of the first shortest collision time is greater than or equal to the duration of the second shortest collision time, determining that the shortest transverse distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, and the second remaining width is zero at the moment.
Preferably, when it is determined that the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
judging whether the second residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to enable the vehicle to actively move to avoid the obstacle;
if not, determining a second braking deceleration a of the vehicle in a second preset time period2And controlling the vehicle to follow the second braking deceleration a2Carrying out deceleration running;
wherein the second braking deceleration a2By the formula:
Figure BDA0002151074190000041
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The second preset time period is the first shortest collision time and the calibrated safe time interval t0The difference of (a).
Preferably, when it is determined that the shortest lateral distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
determining a third braking deceleration a of the host vehicle within a third predetermined time period3And controlling the vehicle to follow the third braking deceleration a3Carrying out deceleration running;
wherein the third braking deceleration a3By the formula:
Figure BDA0002151074190000042
obtained by calculation, X is the shortest longitudinal distance between the vehicle and two moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0For a calibrated safety interval, the third predetermined time period is the second shortest collision time deltat3With a calibrated safety interval t0The difference of (a).
Preferably, if there is a moving obstacle that keeps running at a constant speed only on one side of the lane on which the host vehicle is running and one of the moving obstacles has a tendency to run relatively close to the host vehicle in the lateral direction, the step of determining the second shortest collision time required for the host vehicle to possibly collide with the moving obstacle includes:
according to the formula:
Figure BDA0002151074190000051
determining a third shortest collision time delta for which the vehicle may collide with one of said moving collision objectst4Wherein Z is the shortest longitudinal distance between the host vehicle and the moving obstacle, vAIs the speed of the vehicle, vDXIs the speed of movement of the moving impact mass.
Preferably, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
judging whether the second residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to enable the vehicle to actively move to avoid the obstacle;
if not, determining a fourth braking deceleration a of the vehicle in a fourth preset time period4And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fourth braking deceleration a4By the formula:
Figure BDA0002151074190000052
calculated, Z being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vDXIs the longitudinal movement speed, t, of the moving impact0For a calibrated safe time interval, the fourth predetermined time period is the third shortest collision time deltat4With a calibrated safety interval t0The difference of (a).
According to another aspect of the present invention, the present invention also provides a device for a vehicle to actively avoid an obstacle, comprising:
the detection module is used for detecting whether an obstacle partially occupying a driving lane of the vehicle exists in front or not when the vehicle is in a self-adaptive cruise mode and a lane centering driving mode in a constant-speed driving state;
the first determination module is used for determining the type of the obstacle if the obstacle exists;
the second determination module is used for determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle when the type of the obstacle is the static obstacle;
the third determining module is used for determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur when the type of the obstacle is the moving obstacle;
and the control module is used for controlling the vehicle to actively avoid the obstacle according to the first residual transverse width or the second residual transverse width.
Preferably, the first determining module comprises:
the detection unit is used for detecting whether the relative speed of the obstacle and the vehicle is equal to the absolute speed of the vehicle relative to the ground or not;
the first determining unit is used for determining that the type of the obstacle is a static obstacle if the type of the obstacle is equal to the type of the static obstacle;
and the second determination unit is used for determining that the type of the obstacle belongs to the movement obstacle if the type of the obstacle does not belong to the movement obstacle.
Preferably, the second determining module includes:
the third determining unit is used for determining the first residual transverse width as the shortest transverse distance between two static obstacles if two static obstacles are arranged on two sides of a lane where the vehicle runs, wherein the two static obstacles are partially or completely oppositely arranged;
and a fourth determining unit, configured to determine, if there is a static obstacle only on one side of the lane where the host vehicle is traveling, that the first remaining lateral width is a shortest lateral distance between the obstacle and a lane line on the other side of the lane where the host vehicle is traveling, where the lane line on the other side is a lane line on the lane where the host vehicle is traveling, the lane line being away from the static obstacle.
Preferably, the control module comprises:
a first judgment unit configured to judge whether or not the first remaining lateral width is a width that allows the host vehicle to pass through;
the first control unit is used for replanning the driving path of the vehicle by taking the center line of the first residual transverse width as the lane center line of the driving lane of the vehicle and controlling the vehicle to drive according to the planned driving path so as to actively avoid the static obstacle;
a second control unit for determining a first braking deceleration a of the vehicle in a first predetermined time period according to the shortest longitudinal distance between the vehicle and the static obstacle and the vehicle speed of the vehicle if not1And controlling the vehicle to follow the first braking deceleration a1Braking and decelerating running are carried out.
Preferably, the third determining module comprises:
the second judging unit is used for judging whether two moving obstacles which are partially or totally opposite and keep running at a constant speed are arranged on two sides of a lane where the vehicle runs;
a fifth determination unit configured to determine, if any, a first shortest collision time required for the host vehicle to collide with one of the moving obstacles and a second shortest collision time required for two of the moving obstacles to collide in a lateral direction, one of the moving obstacles being one moving obstacle that is likely to collide with the host vehicle preferentially in a longitudinal direction, and
determining the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives or the second shortest collision time arrives as the second remaining width;
a sixth determining unit for determining a third shortest collision time required for a collision of the host vehicle with a moving obstacle if the host vehicle has the moving obstacle running at a constant speed only on one side of a lane on which the host vehicle is running, and
and determining that the shortest transverse distance between the moving obstacle and the other side lane line on the lane where the vehicle runs is the second remaining width when the third shortest collision time is reached, wherein the other side lane line is the side lane line which is far away from the moving obstacle on the lane where the vehicle runs.
Preferably, the fifth determination unit includes:
a first determining subunit for, according to the formula:
Figure BDA0002151074190000071
determining a first collision time delta that the host vehicle may collide with a moving collision object located on the right side of a lane on which the host vehicle is travelingt1Wherein X is the shortest longitudinal distance between the vehicle and the right moving obstacle, vAIs the speed of the vehicle, vCXThe longitudinal movement speed of the right-hand moving impact,
a second determining subunit for, according to the formula:
Figure BDA0002151074190000072
determining a second collision time delta that the vehicle and a left-side moving collision object of the lane driven by the vehicle are possible to collidet2Wherein X is the shortest longitudinal distance between the vehicle and the left moving obstacle, vAIs the speed of the vehicle, vBXIs the longitudinal movement velocity of the left side moving impact;
a third determining subunit for determining the first collision time Δt1And the second collision time deltat2Determining the collision time with shorter medium duration as the first shortest collision time;
a fourth determining subunit, configured to:
Figure BDA0002151074190000073
determining a second shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet3Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact.
Preferably, the fifth determination unit includes:
a fifth determining subunit, configured to determine, if the duration of the first shortest collision time is less than the duration of the second shortest collision time, that the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width;
a sixth determining subunit, configured to determine, if the duration of the first shortest collision time is greater than or equal to the duration of the second shortest collision time, that the shortest lateral distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, where the second remaining width is zero.
Preferably, when it is determined that the shortest lateral distance between two moving obstacles at the time of arrival of the first shortest collision time is the second remaining width, the control module includes:
a third judging unit configured to judge whether or not the second remaining lateral width is a width that allows the host vehicle to pass through;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to actively move the obstacle to avoid;
a fourth control unit for determining a second braking deceleration a of the host vehicle in a second predetermined period if not2And controlling the vehicle to follow the second braking deceleration a2Carrying out deceleration running;
wherein the second braking deceleration a2By the formula:
Figure BDA0002151074190000081
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The second preset time period is the first shortest collision time and the calibrated safe time interval t0The difference of (a).
When it is determined that the shortest lateral distance between the two moving obstacles at the time of arrival of the second shortest collision time is the second remaining width, the control module includes, in accordance with the second remaining lateral width:
a fifth control unit for determining a third braking deceleration a of the host vehicle within a third predetermined period of time3And controlling the vehicle to follow the third braking deceleration a3Carrying out deceleration running;
wherein the third braking deceleration a3By the formula:
Figure BDA0002151074190000082
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0For a calibrated safety interval, the third predetermined time period is the second shortest collision time deltat3With a calibrated safety interval t0The difference of (a).
Preferably, if there is one moving obstacle that keeps traveling at a constant speed only on one side of the lane where the host vehicle is traveling and one of the moving obstacles has a tendency to travel relatively close to the host vehicle in the lateral direction, the sixth determining unit includes:
a seventh determining subunit, configured to:
Figure BDA0002151074190000083
determining a third shortest collision time delta for which the vehicle may collide with one of said moving collision objectst4Wherein Z is the shortest longitudinal distance between the host vehicle and the moving obstacle, vAIs the speed of the vehicle, vDXIs the speed of movement of the moving impact mass.
Preferably, the control module comprises:
a seventh determining unit configured to determine whether or not the second remaining lateral width is a width that allows the host vehicle to pass;
a sixth control unit, configured to, if yes, take the center line of the second remaining lateral width as a lane center line of a lane on which the host vehicle is traveling, replan a traveling path of the host vehicle, and control the host vehicle to travel according to the planned traveling path, so that the host vehicle actively performs obstacle avoidance;
a seventh control unit for determining a third braking deceleration a of the host vehicle in a fourth predetermined period of time if not3And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fourth braking deceleration a4By the formula:
Figure BDA0002151074190000084
calculated, Z being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vDXIs the longitudinal movement speed, t, of the moving impact0For a calibrated safe time interval, the fourth predetermined time period is the third shortest collision time deltat4With a calibrated safety interval t0The difference of (a).
According to another aspect of the invention, the invention also provides an automobile which comprises the device for the automobile to actively avoid the obstacle.
The invention has the beneficial effects that:
whether the vehicle can normally pass is judged by determining the residual width of the vehicle after the obstacle occupies, and the vehicle can pass through the obstacle road section by path planning when the vehicle can normally pass, so that the effect of actively avoiding the obstacle by the vehicle is realized; when the vehicle can not normally pass, the safe driving of the vehicle is ensured by controlling the active braking of the vehicle.
Drawings
FIG. 1 is a schematic flow diagram of the process of the present invention;
FIG. 2 is a schematic flow chart of step 102;
FIG. 3 is a flowchart of step 104;
FIG. 4 is a flowchart of step 105;
FIG. 5 is a flowchart of step 105;
FIG. 6 is a flowchart of step 105;
FIG. 7 is a block diagram of the arrangement of vehicles on a road in scene 1;
fig. 8 is a block diagram of the arrangement of the vehicles on the road in scene 2.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The invention realizes the effect of intelligently and actively avoiding obstacles by fusing the existing millimeter wave radar and the camera on a vehicle, and particularly adopts the framework of 1 central control module DAS, 1 front radar FR, 1 front camera FC and 2 front angle radars FLC and FRC, and when the obstacle occupies the lane in front of the lane where the vehicle runs, the vehicle is automatically controlled to carry out safety operations such as acceleration, deceleration, steering and the like so as to realize the active avoidance of the obstacle or the vehicle. Obstacle detection information and screening information output by FR, FC, FLC and FRC are output to a central control module through a CAN interface for data fusion, and the predicted driving track of the vehicle is calculated in real time by combining controller information such as an EPS module, an ESP module and a wheel speed sensor, so that the possibility of collision with a front target and possible collision points are judged.
In order to implement the method of the present application, each functional module of the present application specifically includes: the environment sensing module, namely the FR/FC/FLC/FRC module, judges the barrier type, the barrier speed, the barrier azimuth angle, the transverse displacement between the barriers, the longitudinal displacement between the vehicle and the barrier and other information according to the data collected by the modules.
The execution module comprises: the EPS steering actuating mechanism realizes the steering control of the vehicle; the EPBi brake actuating mechanism can realize acceleration and deceleration and parking control; an EMS Engine management System; HMI interactive system: including instruments, vehicle entertainment audio systems, etc.
And the central control module is used for judging and processing according to the information sensed by the environment sensing module, further performing decision control, path planning and the like, and sending each execution signal to each execution module through the gateway GW.
Referring to fig. 1, the present invention provides a method for a vehicle to actively avoid an obstacle, wherein the method is based on a central control module to perform processing control, and comprises:
step 1, when the vehicle is in an adaptive cruise mode and a lane centering driving mode in a constant-speed driving state, detecting whether an obstacle partially occupying a lane where the vehicle drives exists in front.
The obstacles include moving obstacle types in a moving state, such as moving vehicles, pedestrians, animals, and the like, and stationary obstacle types in a stationary state, such as temporary road occupation construction signs, road edges, roadside stationary vehicles, and the like.
The obstacle in front of the vehicle can be detected by an existing front radar FR sensing module on the vehicle, and meanwhile, the types of obstacles in a lane in which the vehicle runs, a left/right adjacent lane of the lane in which the vehicle runs, and a left/right third lane of the lane in which the vehicle runs can be detected by an existing FC visual sensing module on the vehicle.
And step 102, if the obstacle exists, determining the type of the obstacle.
And determining whether an obstacle partially or completely occupying the lane where the vehicle runs exists in front of the vehicle according to the obstacle data detected by the FC visual sensing module.
Further, the type of the obstacle is determined according to the relative speed between the vehicle and the obstacle acquired by a front radar FR sensing module arranged on the vehicle. Specifically, as shown in fig. 2, the obstacle type determination may be performed according to the following steps:
step 201, detecting whether the relative speed of the obstacle and the vehicle is equal to the absolute speed of the vehicle relative to the ground;
step 202, if the type of the obstacle is equal to the type of the static obstacle, determining that the type of the obstacle is the static obstacle;
step 203, otherwise, determining that the type of the obstacle is a movement obstacle;
in step 201, the relative speed between the obstacle and the vehicle can be calculated according to the millimeter wave radar doppler effect, the absolute speed of the vehicle with respect to the ground can be calculated and output by the ESP sensing module, the two speeds are compared, and if the relative speed is equal to the absolute speed of the vehicle, the obstacle is determined to be a static obstacle; otherwise, determining the obstacle as a movement obstacle.
And 103, when the type of the obstacle is a static obstacle, determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle.
However, when the stationary obstacle partially occupies the lane on which the vehicle is traveling, both the left and right sides of the lane on which the vehicle is traveling may be occupied at the same time, or only one side may be occupied.
In the step, whether the left and right static obstacles are partially or completely arranged oppositely or not is determined according to the situation that the left and right sides of the lane on which the vehicle runs are occupied at the same time, and image recognition is performed through data acquired by an existing FC visual sensing module on the vehicle to determine whether the left and right static obstacles are partially or completely arranged oppositely or not. On the contrary, if such a situation does not exist, it can be determined that only one side of the lane on which the host vehicle is traveling is occupied.
Wherein the step 103 comprises:
if two static obstacles are arranged on two sides of a lane where the vehicle runs, and the two static obstacles are partially or completely arranged oppositely, determining that the first residual transverse width is the shortest transverse distance between the two static obstacles;
if two static obstacles which are partially or totally oppositely arranged are not arranged on two sides of a lane where the vehicle runs, determining that the first residual transverse width is the shortest transverse distance between the obstacle and the other side lane line on the lane where the vehicle runs, wherein the other side lane line is the side lane line on the lane where the vehicle runs, which is far away from the static obstacles.
In order to detect the transverse distance between the obstacle and the transverse distance between the obstacle and the lane line, the data detected by the sensing modules are mainly obtained through fusion calculation.
And 104, when the type of the obstacle is a moving obstacle, determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur.
The position where the host vehicle may collide with the moving obstacle is a position where the host vehicle travels from the current position to a position where the longitudinal relative distance from the moving obstacle is zero. At the position, the host vehicle does not necessarily collide with the moving obstacle, because the host vehicle runs in the middle, and if the residual width of the lane driven by the host vehicle can meet the requirement of vehicle passing, the host vehicle can avoid the collision with the moving obstacle.
In a situation where the host vehicle travels to a position where a collision with the moving obstacle is likely to occur, there are two cases, one is that the moving obstacle has a tendency to approach the host vehicle in the lateral direction, the moving obstacle travels gradually closer to the host vehicle during the travel of the host vehicle, and after the host vehicle travels to the position, the lateral space left in the lane where the host vehicle travels for the host vehicle to be able to pass through is further reduced; in the other method, the moving obstacle does not have a tendency to approach the vehicle in the lateral direction, and the moving obstacle continues to travel in a straight line during the traveling of the vehicle, and a lateral space reserved for the vehicle to be able to travel on a lane on which the vehicle travels is not changed. In consideration of these two cases, in the present embodiment, the solution for the second remaining lateral width also includes two ways, one is that the moving obstacle does not have a tendency to approach the host vehicle, and the other is that the moving obstacle has a tendency to approach the host vehicle.
Specifically, referring to fig. 3, this step 104 includes:
step 301, judging whether two moving obstacles are arranged on two sides of a lane where the vehicle runs, wherein the two moving obstacles are partially or totally opposite and keep running at a constant speed.
Similarly, whether the two moving obstacles are partially or completely opposite can be judged according to the judgment standard of the static obstacles, that is, image recognition is performed according to the data collected by the FC visual sensing module to determine whether the static obstacles on the left side and the right side are partially or completely opposite. The constant-speed driving refers to a state that two moving obstacles keep constant-speed driving respectively, and the respective moving speeds of the two moving obstacles are not necessarily the same.
Step 302, if yes, determining a first shortest collision time required by the host vehicle to possibly collide with one of the moving obstacles and a second shortest collision time required by two of the moving obstacles to collide in a transverse direction, wherein one of the moving obstacles is a moving obstacle which is preferentially possible to collide with the host vehicle in a longitudinal direction; and
determining the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives or the second shortest collision time arrives as the second remaining width.
In step 302, for the case where both moving obstacles have a tendency to approach the host vehicle laterally,
according to the formula:
Figure BDA0002151074190000121
determining a first collision time delta that the host vehicle may collide with a moving collision object located on the right side of a lane on which the host vehicle is travelingt1Wherein X is the shortest longitudinal distance between the vehicle and the right moving obstacle, vAIs the speed of the vehicle, vCXIs the longitudinal movement velocity of the right side moving impact;
according to the formula:
Figure BDA0002151074190000122
determining a second collision time delta that the vehicle and a left-side moving collision object of the lane driven by the vehicle are possible to collidet2Wherein X is the shortest longitudinal distance between the vehicle and the left moving obstacle, vAIs the speed of the vehicle, vBXIs the longitudinal movement velocity of the left side moving impact;
the first collision time deltat1And the second collision time deltat2And determining the collision time with the shorter middle duration as the first shortest collision time.
The step of determining a second minimum collision time required for a collision of two of said moving obstacles in the lateral direction comprises:
according to the formula:
Figure BDA0002151074190000131
determining a second shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet3Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact.
When the moving obstacle is a vehicle, in each formula, the lateral movement speed of the moving obstacle refers to the lateral movement vehicle speed of the vehicle, and the longitudinal movement speed of the moving obstacle refers to the longitudinal movement vehicle speed of the vehicle.
Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity, v, of the right-hand moving impactCXThese parameters may be determined by combining data collected by a front radar FR sensing module disposed on the host vehicle and a front left corner radar FLC sensing module and a front right corner radar FRC sensing module of the host vehicle, for the longitudinal movement speed of the right-side moving collision object.
Wherein the step of determining that the shortest lateral distance between two of the moving obstacles at the time of arrival of the first shortest collision time or the time of arrival of the second shortest collision time is the second remaining width comprises:
if the duration of the first shortest collision time is less than the duration of the second shortest collision time, determining that the time is within the range of the second shortest collision timeWhen the first shortest collision time is reached, the shortest transverse distance between the two moving obstacles is the second residual width, and the transverse displacement Y of the two moving obstacles in the first shortest collision time is calculatedCAnd YBE.g. in determining the first collision time deltat1Less than the second collision time deltat2When it is, then YB＝vBY·Δt1And YC＝vCY·Δt1By the formula, Y- (Y) can be obtainedB+YC) The second remaining width is calculated.
If the duration of the first shortest collision time is greater than or equal to the duration of the second shortest collision time, determining that the shortest transverse distance between the two moving obstacles when the second shortest collision time arrives is a second remaining width which is zero; two moving obstacles respectively have the second shortest collision time deltat3The sum of the lateral displacements in the inner part is Y.
Aiming at the situation that the two moving obstacles do not have the trend of being transversely close to the vehicle, because the moving obstacles do not displace in the transverse direction, the second residual width is the minimum transverse distance between the two moving obstacles initially detected by the front radar FR fused with the front camera FC induction module.
Step 303, if there is a moving obstacle that keeps running at a constant speed only on one side of the lane where the vehicle is running, determining a third shortest collision time required for the vehicle to collide with the moving obstacle, and determining that when the third shortest collision time is reached, a shortest lateral distance between the moving obstacle and another lane line on the lane where the vehicle is running is the second remaining width, where the another lane line is a lane line on one side of the lane where the vehicle is running that is far from the moving obstacle.
In step 303, for the case where there is one moving obstacle keeping constant speed running only on one side of the lane where the host vehicle is running and one moving obstacle has a tendency to approach the host vehicle laterally,
according to the formula:
Figure BDA0002151074190000141
determining a third shortest collision time delta for which the vehicle may collide with one of said moving collision objectst4Wherein Z is the shortest longitudinal distance between the host vehicle and one of the moving obstacles, vAIs the speed of the vehicle, vDXAnd when the moving obstacle is a vehicle, the longitudinal moving speed of the moving obstacle is the longitudinal moving speed of the vehicle.
Wherein the lateral displacement Y of the moving obstacle within the third shortest collision timeD＝vDY·Δt4By the formula Y-YDCalculating the second remaining width, wherein Y is the shortest lateral distance between one of the moving obstacles and the lane line on the other side of the lane on which the vehicle runs, vDYIs the transverse movement speed, Y, of one of said moving obstaclesDIs the lateral movement displacement of a moving obstacle during the third shortest collision time period. Z, vDX、vDYThe vehicle-mounted radar system can be determined by combining data collected by a front radar FR induction module arranged on the vehicle and a front left corner radar FLC induction module or a front right corner radar FRC induction module of the vehicle.
And for the situation that one moving obstacle does not have a tendency of approaching the vehicle, because the moving obstacle is not displaced in the transverse direction, the second remaining width is the minimum transverse distance between the moving obstacle initially detected by the front radar FR and the front camera FC induction module and the lane line on the other side of the lane on which the vehicle runs.
For the case that one of the two constant-speed moving obstacles has a trend of being laterally close to the host vehicle, and the other does not have a trend of being laterally close to the host vehicle, the control strategy refers to the case that in step 303, only one moving obstacle having a trend of being laterally close to the host vehicle is located on one side, and the only difference is that the second remaining width is the minimum lateral distance between one moving obstacle having a trend of being laterally close to the host vehicle and the other moving obstacle not having a trend of being laterally close to the host vehicle, which distance can be determined by data collected by the front radar FR sensing module and the front left corner radar FLC sensing module or the front right corner radar FRC sensing module of the host vehicle. Specifically, the following can be expressed by the formula:
Figure BDA0002151074190000142
determining a fourth shortest collision time delta of one of the moving collisions of the vehiclet5，vFXFor the longitudinal movement speed, v, of one of said moving impactsFXMay be vCXMay also be vBXAs the case may be;
and then through the formula:
Figure BDA0002151074190000143
determining a fifth shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet6Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact. Then, based on the fourth shortest collision time Δt5And a fifth shortest collision time Deltat6Comparing the sizes of the collision zones, and determining the fourth shortest collision time deltat5When smaller, a fourth shortest collision time Δ is determinedt5When the vehicle arrives, the shortest transverse distance between the two moving obstacles is the second residual width, and the fourth shortest collision time delta of one moving obstacle with the trend of being transversely close to the vehicle is calculatedt5Internal transverse displacement YF＝vFY·Δt5By the formula Y-YFCalculating the second residual width; otherwise, the fifth shortest collision time Delta is determinedt6When the two moving obstacles arrive, the shortest transverse distance between the two moving obstacles is the second residual width which is zero, and the two moving obstacles moveEach moving obstacle has a fifth shortest collision time deltat6The sum of the lateral displacements in the inner part is Y.
And 105, controlling the vehicle to actively avoid the obstacle according to the first residual transverse width or the second residual transverse width.
Specifically, in step 105, referring to fig. 4, the step of controlling the host vehicle to actively avoid the obstacle according to the first remaining lateral width includes:
step 401, judging whether the first residual transverse width is a width which can be passed by the vehicle;
step 402, if yes, taking the center line of the first residual transverse width as the lane center line of the lane where the vehicle runs, replanning the running path of the vehicle, controlling the vehicle to run according to the planned running path, and enabling the vehicle to actively carry out static obstacle avoidance;
step 403, if not, determining a first braking deceleration a of the vehicle in a first predetermined time period according to the shortest longitudinal distance between the vehicle and the static obstacle and the vehicle speed of the vehicle1And controlling the vehicle to follow the first braking deceleration a1Braking and decelerating running are carried out.
The first remaining lateral width is greater than 1.3 times the width of the host vehicle, or the difference between the first remaining lateral width and the width of the host vehicle is greater than a predetermined width value (e.g., 0.3m), that is, the first remaining width is determined to satisfy the requirement of step 401. Specifically, the lane center line of the lane on which the host vehicle is traveling may be determined to be within plus or minus 5cm of the center line of the first remaining lateral width. When planning a path, parameters such as a steering angle, a turning angle speed, an acceleration and the like of a vehicle are adjusted to be output to actuators such as an EPS, an ESP, an EMS and the like of the vehicle, and the vehicle is controlled to continuously adjust the steering angle and the running speed so as to safely pass through an obstacle section according to a path planning mode in the prior art.
Wherein the first braking deceleration a1And calculating according to an acceleration calculation formula in a uniform acceleration motion state.
Preferably, in step 104, regarding a scenario that both of the two moving obstacles have a tendency of laterally approaching the host vehicle and both sides of the lane on which the host vehicle travels have two moving obstacles that are partially or completely opposite and keep traveling at a constant speed, the first scenario includes two cases, referring to fig. 5, when it is determined that the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
step 501, judging whether the second residual transverse width is a width which can be passed by the vehicle;
step 502, if yes, taking the center line of the second residual transverse width as the lane center line of the lane where the vehicle runs, replanning the running path of the vehicle, controlling the vehicle to run according to the planned running path, and enabling the vehicle to actively carry out obstacle avoidance;
step 503, if not, determining a second braking deceleration a of the vehicle in a second predetermined time period2Controlling the vehicle to perform deceleration running according to the second braking deceleration;
wherein the second braking deceleration a2By the formula:
Figure BDA0002151074190000161
obtained by calculation, X is the shortest longitudinal distance between the vehicle and two moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The second preset time period is the first shortest collision time and the calibrated safe time interval t0Difference of vEXMay be vCXMay also be vBXAs the case may be.
The second remaining lateral width is greater than 1.3 times the width of the host vehicle, or the difference between the second remaining lateral width and the width of the host vehicle is greater than a predetermined width value (e.g., 0.3m), that is, the second remaining width is determined to satisfy the requirement of step 405. Specifically, the lane center line of the lane on which the host vehicle is traveling may be determined to be within plus or minus 5cm of the center line of the second remaining lateral width. When planning a path, parameters such as a steering angle, a turning angle speed, an acceleration and the like of a vehicle are adjusted to be output to actuators such as an EPS, an ESP, an EMS and the like of the vehicle, and the vehicle is controlled to continuously adjust the steering angle and the running speed so as to safely pass through an obstacle section according to a path planning mode in the prior art.
In a second case, when it is determined that the shortest lateral distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, the second remaining width is zero, and the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
determining a third braking deceleration a of the host vehicle within a third predetermined time period3And controlling the vehicle to follow the third braking deceleration a3Carrying out deceleration running;
wherein the third braking deceleration a3By the formula:
Figure BDA0002151074190000162
obtained by calculation, X is the shortest longitudinal distance between the vehicle and two moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0For a calibrated safety interval, the third predetermined time period is the second shortest collision time deltat3With a calibrated safety interval t0The difference of (a).
Two cases are included for two moving obstacles, one of which has a tendency to approach the host vehicle and the other of which does not have a tendency to approach the host vehicle, the first case being that the second remaining lateral width is in accordance with the fourth shortest collision time Δt5Calculated, at the moment, the vehicle is controlled to actively block according to the second residual transverse widthThe step of avoiding the object comprises the following steps:
judging whether the second residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to enable the vehicle to actively move to avoid the obstacle;
if not, determining a fifth braking deceleration a of the vehicle in a fifth preset time period5And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fifth braking deceleration a5By the formula:
Figure BDA0002151074190000171
obtained by calculation, S being the longitudinal distance between the host vehicle and one of said moving obstacles having a tendency to approach the host vehicle, vGXThe speed of longitudinal movement, V, of one of the moving collisions having a tendency to approach the host vehicleAIs that the fifth predetermined period of time is the fourth shortest collision time Deltat5With a calibrated safety interval t0The difference of (a).
The second situation is that the second remaining lateral width is based on the fifth shortest collision time Deltat6Calculating, wherein the second remaining width is zero, and the step of controlling the vehicle to actively avoid the obstacle according to the second remaining transverse width comprises the following steps:
determining a sixth braking deceleration a of the host vehicle within a sixth predetermined time period6And controlling the vehicle to brake at the sixth braking deceleration a6Carrying out deceleration running;
wherein the sixth braking deceleration a6By the formula:
Figure BDA0002151074190000172
calculated and obtained, wherein S is one of the vehicle and the vehicle with the trend close to the vehicleLongitudinal distance between said moving obstacles, vGXThe speed of longitudinal movement, V, of one of the moving collisions having a tendency to approach the host vehicleAThe sixth preset time period is the fifth shortest collision time deltat6With a calibrated safety interval t0The difference of (a).
In step 104, referring to fig. 6, for a moving obstacle that has a moving obstacle that keeps traveling at a constant speed only on one side of a lane on which the host vehicle travels and that has a tendency to approach the host vehicle in a lateral direction, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width includes:
step 601, judging whether the second residual transverse width is a width which can be passed by the vehicle;
step 602, if yes, taking the center line of the second remaining transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, controlling the vehicle to run according to the planned running path, and enabling the vehicle to actively carry out obstacle avoidance;
step 603, if not, determining a fourth braking deceleration a of the vehicle in a fourth predetermined time period4And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fourth braking deceleration a4By the formula:
Figure BDA0002151074190000181
calculated, Z being the shortest longitudinal distance between the vehicle and one of said moving obstacles, VAIs the speed of the vehicle, vDXIs the longitudinal movement speed, t, of one of said moving impacts0For a calibrated safe time interval, the fourth predetermined time period is the third shortest collision time deltat4With a calibrated safety interval t0The difference of (a).
The second remaining lateral width is greater than 1.3 times the width of the host vehicle, or the difference between the first remaining lateral width and the width of the host vehicle is greater than a predetermined width value (e.g., 0.3m), i.e., it is determined that the third remaining width satisfies the requirement of step 408. Specifically, the lane center line of the lane on which the host vehicle is traveling may be determined to be within plus or minus 5cm of the center line of the second remaining lateral width. When planning a path, parameters such as a steering angle, a turning angle speed, an acceleration and the like of a vehicle are adjusted to be output to actuators such as an EPS, an ESP, an EMS and the like of the vehicle, and the vehicle is controlled to continuously adjust the steering angle and the running speed so as to safely pass through an obstacle section according to a path planning mode in the prior art.
Certainly, in this embodiment, while the vehicle is actively controlled to avoid the obstacle, the driver may be prompted through the vehicle interaction system, the specific prompting content includes a system running state, front target information, and a front target distance, and the prompting mode includes sound, text, light, and UI animation.
When the two moving obstacles do not have the tendency to approach the vehicle and only have one moving obstacle and the moving obstacle does not have the tendency to approach the vehicle, in the processing, whether the second remaining width can meet the transverse passing requirement of the vehicle is referred to from the step 401 to the step 403, if so, the driving path of the vehicle is re-planned by taking the center line of the second remaining transverse width as the lane center line of the lane on which the vehicle runs, and the vehicle is controlled to run according to the planned driving path, so that the vehicle actively avoids the moving obstacle; if not, the vehicle braking is performed with reference to step 403.
For example, the logic for the host vehicle to actively avoid the vehicle includes:
1. when the vehicle runs in the D gear, the system judges whether the vehicle starts a correct driving mode (namely the vehicle is in a self-adaptive cruise mode and a lane centering driving mode in a constant-speed running state) or not and whether the vehicle speed is more than or equal to 30km/h or not, and an intelligent active avoidance function is activated when the two conditions are met;
2. activating the function, and judging whether an obstacle target exists in front or not by the system according to the step 101 and the step 102, and entering the next step when the obstacle target exists;
3. according to the calculation results of the steps 103 or 104, whether the vehicle can safely pass through the lane where the vehicle runs is judged through a step 105, the vehicle can be controlled to run according to the planned track through the step, and the vehicle is controlled to safely decelerate if the vehicle cannot pass through the lane;
4. if the system can not plan the track or control the speed reduction in time again, the driver is prompted to take over the vehicle, and the driver does not respond and further enhanced prompt is adopted.
Referring to fig. 7, in the present embodiment, a scenario is illustrated: the vehicle a runs in the adaptive cruise + lane centering mode in the own lane, and the adjacent lane target vehicles B, C all have the running trend of changing lanes to the own lane. A, B, C vehicles are all kept running at a constant speed to establish a physical model, vCInstantaneous speed, v, of vehicle CCY、vCXRespectively the horizontal and longitudinal component velocity v of the C vehicleBInstantaneous speed, v, of vehicle BBY、vBXRespectively the transverse and longitudinal component speeds of the vehicle B, d is the maximum width of the vehicle A, vAFor the instantaneous speed of car A, X is the minimum longitudinal distance from car A to car B, C, and Y is the minimum transverse distance from car B, C. Suppose vA>vBX>vCXAnd v isAThe system is activated when the temperature is more than or equal to 30kph, and as can be seen from the figure, X ═ (v)A-vCX)×Δt1，Y＝(vBY+vCY)×Δt2Wherein v isACalculated by the ESP module, X, Y, vBX、vCX、vBY、vCYThe sensor sensing information in the environment sensing module is fused and calculated by the radar distance measurement, speed measurement and angle measurement principles, and then delta t1、Δt2The result can be calculated and d written to the central control module as a vehicle parameter.
When the A vehicle runs to the tail of the C vehicle, the sum of the transverse displacements of the B, C vehicles is YB+YC＝(vBY+vCY)×Δt1When Y- (Y)B+YC) When the distance is more than or equal to 1.3d, the system judges that the vehicle A can normally cruise and pass through B, C vehicles, and the vehicle A cruises and passes through according to the re-planned track and gradually returns to the center of the lane to continue driving after passing. The replanning track is offset +/-according to the transverse center line between B, C vehicles5cm calculation, namely simulation according to the dynamic change of the B, C vehicle position, wherein the mathematical model of the planned trajectory is a clothoid model (clothoid), and the whole process adopts PID control. When Y- (Y)B+YC) When the acceleration is less than or equal to 1.3d, the system judges that the A vehicle can not normally cruise between B, C vehicles, and then the system controls the A vehicle to have a second acceleration a2Carrying out active deceleration, keeping the center of the lane running in the whole process, and considering the setting t0s (calibratable) safety time interval, 2a2(X-vCX×t0)＝vA 2-vCX 2I.e. by
Figure BDA0002151074190000191
The result is calculated, at this time, vCXThe longitudinal movement speed of the moving obstacle that is likely to collide with the host vehicle in the longitudinal direction, i.e., the longitudinal movement speed of the right-side moving obstacle, is indicated.
Referring to fig. 8, the vehicle a travels in the adaptive cruise + lane centering mode in the own lane, and the truck D in the adjacent lane partially travels in the own lane. A, D is used for keeping constant speed running to establish a physical model, vAIs the instantaneous speed of A vehicle, vDThe instantaneous speed of the vehicle D is D, the maximum width of the vehicle A is D, the minimum longitudinal distance from the vehicle A to the vehicle D is Z, the minimum transverse distance from the vehicle D to the lane line on the left side of the vehicle lane is W, and the minimum transverse distance from the vehicle D to the vehicle A, D is Y. Suppose VA>VDAnd v isAThe system is activated when the temperature is more than or equal to 30kph, and the Z ═ v can be known from the figureA-vDX)×Δt4Wherein v isACalculated by the ESP module, Z, Y, W, vDXThe information sensed by the sensor is fused and calculated by the radar ranging, speed measuring and angle measuring principles, and then deltat4The result can be calculated and d written to the central control module as a vehicle parameter.
When W is larger than or equal to 1.2D, the system judges that the vehicle A can normally cruise to the road beyond the truck D, the vehicle A is controlled to cruise to travel beyond the road according to the re-planned track, and the vehicle A gradually returns to the center of the road to continue traveling after exceeding the truck D. The replanned trajectory is calculated according to the deviation of the perpendicular bisector of the transverse distance W of +/-5 cm, and the mathematical model of the planned trajectory is a clothoid model (clo)And (thoid), namely, the vehicle A is gradually adjusted to run at the center of the lane line on the left side of the truck B and the left side of the vehicle lane by adjusting the steering wheel angle of the vehicle A, and the whole process adopts PID control. When W is less than or equal to 1.2D, the system judges that the A vehicle can not normally cruise to surpass the D truck, and then the system controls the A vehicle to accelerate at a fourth acceleration a4Carrying out active deceleration, keeping the center of the lane running in the whole process, and considering the setting t0s (calibratable) safety time interval, 2a4(Z-vDX×t0)＝vA 2-vD 2I.e. by
Figure BDA0002151074190000201
The result is calculated, at this time, vDXIs the longitudinal movement speed of one of the moving impacts. According to the method, whether the vehicle can normally pass is judged by determining the residual width of the vehicle after the obstacle occupies, and the vehicle can pass through the obstacle road section by planning the path when the vehicle can normally pass, so that the effect of actively avoiding the obstacle by the vehicle is realized; when the vehicle can not normally pass, the safe driving of the vehicle is ensured by controlling the active braking of the vehicle.
Specifically, the above embodiments of the present invention have the following effects:
firstly, sensors related to the existing automatic driving technical scheme are fully utilized, hardware parameters of the sensors are promoted to be utilized to the maximum, and more automatic driving assistance functions are realized. And secondly, when the front of the vehicle lane is occupied by obstacles or other targets, automatically optimizing the vehicle running track by combining the fused target information of the sensors and the information of vehicle speed, yaw rate and the like, and prompting a driver through an interactive system. The method can reduce the degradation or exit of the special scene of the automatic driving auxiliary function, inform the driver of the running state of the automatic driving auxiliary function of the vehicle in real time and reduce the taking over pressure of the driver.
The method has a simple working principle, is feasible and effective, can pertinently solve the problem of the automatic driving assistance function limitation scene, further optimizes the robustness of the automatic driving assistance function, and provides a scheme basis for the full-automatic driving technology.
According to another aspect of the present invention, the present invention also provides a device for a vehicle to actively avoid an obstacle, comprising:
the detection module is used for detecting whether an obstacle partially occupying a driving lane of the vehicle exists in front or not when the vehicle is in a self-adaptive cruise mode and a lane centering driving mode in a constant-speed driving state;
the first determination module is used for determining the type of the obstacle if the obstacle exists;
the second determination module is used for determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle when the type of the obstacle is the static obstacle;
the third determining module is used for determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur when the type of the obstacle is the moving obstacle;
and the control module is used for controlling the vehicle to actively avoid the obstacle according to the first residual transverse width or the second residual transverse width.
Preferably, the first determining module comprises:
the detection unit is used for detecting whether the relative speed of the obstacle and the vehicle is equal to the absolute speed of the vehicle relative to the ground or not;
the first determining unit is used for determining that the type of the obstacle is a static obstacle if the type of the obstacle is equal to the type of the static obstacle;
and the second determination unit is used for determining that the type of the obstacle belongs to the movement obstacle if the type of the obstacle does not belong to the movement obstacle.
Preferably, the second determining module includes:
the third determining unit is used for determining the first residual transverse width as the shortest transverse distance between two static obstacles if two static obstacles are arranged on two sides of a lane where the vehicle runs, wherein the two static obstacles are partially or completely oppositely arranged;
and a fourth determining unit, configured to determine, if there is a static obstacle only on one side of the lane where the host vehicle is traveling, that the first remaining lateral width is a shortest lateral distance between the obstacle and a lane line on the other side of the lane where the host vehicle is traveling, where the lane line on the other side is a lane line on the lane where the host vehicle is traveling, the lane line being away from the static obstacle.
Preferably, the control module comprises:
a first judgment unit configured to judge whether or not the first remaining lateral width is a width that allows the host vehicle to pass through;
the first control unit is used for replanning the driving path of the vehicle by taking the center line of the first residual transverse width as the lane center line of the driving lane of the vehicle and controlling the vehicle to drive according to the planned driving path so as to actively avoid the static obstacle;
a second control unit for determining a first braking deceleration a of the vehicle in a first predetermined time period according to the shortest longitudinal distance between the vehicle and the static obstacle and the vehicle speed of the vehicle if not1And controlling the vehicle to follow the first braking deceleration a1Braking and decelerating running are carried out.
Preferably, the third determining module comprises:
the second judging unit is used for judging whether two moving obstacles which are partially or totally opposite and keep running at a constant speed are arranged on two sides of a lane where the vehicle runs;
a fifth determination unit configured to determine, if any, a first shortest collision time required for the host vehicle to collide with one of the moving obstacles and a second shortest collision time required for two of the moving obstacles to collide in a lateral direction, one of the moving obstacles being one moving obstacle that is likely to collide with the host vehicle preferentially in a longitudinal direction, and
determining the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives or the second shortest collision time arrives as the second remaining width;
a sixth determining unit for determining a third shortest collision time required for a collision of the host vehicle with a moving obstacle if the host vehicle has the moving obstacle running at a constant speed only on one side of a lane on which the host vehicle is running, and
and determining that the shortest transverse distance between the moving obstacle and the other side lane line on the lane where the vehicle runs is the second remaining width when the third shortest collision time is reached, wherein the other side lane line is the side lane line which is far away from the moving obstacle on the lane where the vehicle runs.
Preferably, the fifth determination unit includes:
a first determining subunit for, according to the formula:
Figure BDA0002151074190000221
determining a first collision time delta that the host vehicle may collide with a moving collision object located on the right side of a lane on which the host vehicle is travelingt1Wherein X is the shortest longitudinal distance between the vehicle and the right moving obstacle, vAIs the speed of the vehicle, vCXThe longitudinal movement speed of the right-hand moving impact,
a second determining subunit for, according to the formula:
Figure BDA0002151074190000222
determining a second collision time delta that the vehicle and a left-side moving collision object of the lane driven by the vehicle are possible to collidet2Wherein X is the shortest longitudinal distance between the vehicle and the left moving obstacle, vAIs the speed of the vehicle, vBXIs the longitudinal movement velocity of the left side moving impact;
a third determining subunit for determining the first collision time Δt1And the second collision time deltat2Determining the collision time with shorter medium duration as the first shortest collision time;
a fourth determining subunit, configured to:
Figure BDA0002151074190000223
determining a second shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet3Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact.
Preferably, the fifth determination unit includes:
a fifth determining subunit, configured to determine, if the duration of the first shortest collision time is less than the duration of the second shortest collision time, that the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width;
a sixth determining subunit, configured to determine, if the duration of the first shortest collision time is greater than or equal to the duration of the second shortest collision time, that the shortest lateral distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, where the second remaining width is zero.
Preferably, when it is determined that the shortest lateral distance between two moving obstacles at the time of arrival of the first shortest collision time is the second remaining width, the control module includes:
a third judging unit configured to judge whether or not the second remaining lateral width is a width that allows the host vehicle to pass through;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to actively move the obstacle to avoid;
a fourth control unit for determining a second braking deceleration a of the host vehicle in a second predetermined period if not2And controlling the vehicle to follow the second braking deceleration a2Carrying out deceleration running;
wherein the second braking decelerationDegree a2By the formula:
Figure BDA0002151074190000231
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The second preset time period is the first shortest collision time and the calibrated safe time interval t0The difference of (a).
When it is determined that the shortest lateral distance between the two moving obstacles at the time of arrival of the second shortest collision time is the second remaining width, the control module includes, in accordance with the second remaining lateral width:
a fifth control unit for determining a third braking deceleration a of the host vehicle within a third predetermined period of time3And controlling the vehicle to follow the third braking deceleration a3Carrying out deceleration running;
wherein the third braking deceleration a3By the formula:
Figure BDA0002151074190000232
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0For a calibrated safety interval, the third predetermined time period is the second shortest collision time deltat3With a calibrated safety interval t0The difference of (a).
Preferably, if there is one moving obstacle that keeps traveling at a constant speed only on one side of the lane where the host vehicle is traveling and one of the moving obstacles has a tendency to travel relatively close to the host vehicle in the lateral direction, the sixth determining unit includes:
a seventh determining subunit, configured to:
Figure BDA0002151074190000233
determining a third shortest collision time delta for which the vehicle may collide with one of said moving collision objectst4Wherein Z is the shortest longitudinal distance between the host vehicle and the moving obstacle, vAIs the speed of the vehicle, vDXIs the speed of movement of the moving impact mass.
Preferably, the control module comprises:
a seventh determining unit configured to determine whether or not the second remaining lateral width is a width that allows the host vehicle to pass;
a sixth control unit, configured to, if yes, take the center line of the second remaining lateral width as a lane center line of a lane on which the host vehicle is traveling, replan a traveling path of the host vehicle, and control the host vehicle to travel according to the planned traveling path, so that the host vehicle actively performs obstacle avoidance;
a seventh control unit for determining a third braking deceleration a of the host vehicle in a fourth predetermined period of time if not3And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fourth braking deceleration a4By the formula:
Figure BDA0002151074190000241
calculated, Z being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vDXIs the longitudinal movement speed, t, of the moving impact0For a calibrated safe time interval, the fourth predetermined time period is the third shortest collision time deltat4With a calibrated safety interval t0The difference of (a).
According to another aspect of the invention, the invention also provides an automobile which comprises the device for the automobile to actively avoid the obstacle.

Claims (12)

1. A method for a vehicle to actively avoid an obstacle, comprising:
when the vehicle is in the self-adaptive cruise mode and the lane centering driving mode in a constant-speed driving state, detecting whether an obstacle partially occupying a lane where the vehicle runs exists in front;
if yes, determining the type of the obstacle;
when the type of the obstacle is a static obstacle, determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle;
when the type of the obstacle is a moving obstacle, determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where collision is likely to occur;
controlling the vehicle to actively carry out obstacle avoidance according to the first residual transverse width or the second residual transverse width;
when the type of the obstacle is a static obstacle, the step of determining a first remaining transverse width of a lane on which the vehicle runs after the lane is occupied by the static obstacle comprises the following steps:
if two static obstacles are arranged on two sides of a lane where the vehicle runs, and the two static obstacles are partially or completely arranged oppositely, determining that the first residual transverse width is the shortest transverse distance between the two static obstacles;
if only one side of the lane where the vehicle runs has a static obstacle, determining that the first remaining transverse width is the shortest transverse distance between the obstacle and the other side lane line on the lane where the vehicle runs, wherein the other side lane line is the side lane line on the lane where the vehicle runs, which is far away from the static obstacle.
2. The method of claim 1, wherein the step of determining the type to which the obstacle belongs comprises:
detecting whether the relative speed of the obstacle and the vehicle is equal to the absolute speed of the vehicle relative to the ground or not;
if so, determining that the type of the obstacle is a static obstacle;
otherwise, determining that the type of the obstacle is the movement obstacle.
3. The method of claim 1, wherein the step of controlling the host vehicle to actively avoid the obstacle according to the first remaining lateral width comprises:
judging whether the first residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the first residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to actively avoid the static obstacle;
if not, determining a first braking deceleration a of the vehicle in a first preset time period according to the shortest longitudinal distance between the vehicle and the static obstacle and the vehicle speed of the vehicle1And controlling the vehicle to follow the first braking deceleration a1Braking and decelerating running are carried out.
4. The method according to claim 1, wherein when the type of the obstacle is a moving obstacle, the step of determining a second remaining lateral width of the lane traveled by the host vehicle after the lane is occupied by the moving obstacle when the host vehicle travels to a position where a collision is likely to occur includes:
judging whether two sides of a lane where the vehicle runs are provided with two moving obstacles which are partially or totally opposite and keep running at a constant speed;
if yes, determining a first shortest collision time required by the host vehicle to collide with one of the moving obstacles and a second shortest collision time required by two of the moving obstacles to collide in the transverse direction, wherein one of the moving obstacles is a moving obstacle which is probably collided with the host vehicle in the longitudinal direction preferentially; and
determining the shortest lateral distance between the two moving obstacles when the first shortest collision time arrives or the second shortest collision time arrives as the second remaining width;
if only one side of a lane on which the vehicle runs is provided with a moving obstacle which keeps running at a constant speed, determining a third shortest collision time required by the vehicle and the moving obstacle to possibly collide; and
and determining that the shortest transverse distance between the moving obstacle and the other side lane line on the lane where the vehicle runs is the second remaining width when the third shortest collision time is reached, wherein the other side lane line is the side lane line which is far away from the moving obstacle on the lane where the vehicle runs.
5. The method of claim 4, wherein if two of the moving obstacles have a tendency to travel relatively close to the host vehicle in a lateral direction, the step of determining a first minimum collision time required for the host vehicle to collide with one of the moving obstacles comprises:
according to the formula:
Figure FDA0002546031190000021
determining a first collision time delta that the host vehicle and a right moving collision object of a lane driven by the host vehicle are possible to collidet1Wherein X is the shortest longitudinal distance between the vehicle and the right moving obstacle, vAIs the speed of the vehicle, vCXIs the longitudinal movement velocity of the right side moving impact;
according to the formula:
Figure FDA0002546031190000022
determining a second collision time delta that the vehicle and a left-side moving collision object of the lane driven by the vehicle are possible to collidet2Wherein X is the shortest longitudinal distance between the vehicle and the left moving obstacle, vAIs the speed of the vehicle, vBXIs the longitudinal movement velocity of the left side moving impact;
the first collision time deltat1And the second collision time deltat2Determining the collision time with shorter medium duration as the first shortest collision time;
the step of determining a second minimum collision time required for a collision of two of said moving obstacles in the lateral direction comprises:
according to the formula:
Figure FDA0002546031190000031
determining a second shortest collision time delta required for a left-side moving collision object positioned on a lane driven by the vehicle to collide with a right-side moving collision object positioned on the lane driven by the vehiclet3Wherein Y is the shortest lateral distance between two of said moving obstacles, vBYIs the lateral movement velocity, v, of the left-hand moving impactCYIs the lateral movement velocity of the right side moving impact.
6. The method according to claim 4, wherein the step of determining that the shortest lateral distance between two moving obstacles at the arrival of the first shortest collision time or the arrival of the second shortest collision time is the second remaining width comprises:
if the duration of the first shortest collision time is less than the duration of the second shortest collision time, determining that the shortest transverse distance between the two moving obstacles when the first shortest collision time arrives is the second remaining width;
and if the duration of the first shortest collision time is greater than or equal to the duration of the second shortest collision time, determining that the shortest transverse distance between the two moving obstacles when the second shortest collision time arrives is the second remaining width, and at this time, the second remaining width is zero.
7. The method according to claim 6, wherein the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width when the shortest lateral distance between the two moving obstacles at the time of the first shortest collision time is determined to be the second remaining width comprises:
judging whether the second residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to enable the vehicle to actively move to avoid the obstacle;
if not, determining a second braking deceleration a of the vehicle in a second preset time period2And controlling the vehicle to follow the second braking deceleration a2Carrying out deceleration running;
wherein the second braking deceleration a2By the formula:
Figure FDA0002546031190000032
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The second preset time period is the first shortest collision time and the calibrated safe time interval t0The difference of (a).
8. The method according to claim 6, wherein when it is determined that the shortest lateral distance between the two moving obstacles at the time of the second shortest collision time is the second remaining width, the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width comprises:
determining a third braking deceleration a of the host vehicle within a third predetermined time period3And controlling the vehicle to follow the third braking deceleration a3Carrying out deceleration running;
wherein the third braking deceleration a3By the formula:
Figure FDA0002546031190000041
obtained by calculation, X being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vEXSpeed of longitudinal movement, t, of one of said moving impacts0The third preset time period is the second shortest collision time and the calibrated safe time interval t0The difference of (a).
9. The method of claim 4, wherein if there is only one moving obstacle on one side of the lane on which the host vehicle is traveling at a constant speed and one of the moving obstacles has a tendency to travel relatively close to the host vehicle in a lateral direction, the step of determining a third shortest collision time required for the host vehicle to possibly collide with the moving obstacle comprises:
according to the formula:
Figure FDA0002546031190000042
determining a third shortest collision time delta for which the vehicle may collide with one of said moving collision objectst4Wherein Z is the shortest longitudinal distance between the host vehicle and the moving obstacle, vAIs the speed of the vehicle, vDXIs the longitudinal movement speed of the moving impact object.
10. The method of claim 9, wherein the step of controlling the host vehicle to actively avoid the obstacle according to the second remaining lateral width comprises:
judging whether the second residual transverse width is a width which can be passed by the vehicle;
if so, taking the center line of the second residual transverse width as the lane center line of the lane on which the vehicle runs, replanning the running path of the vehicle, and controlling the vehicle to run according to the planned running path so as to enable the vehicle to actively move to avoid the obstacle;
if not, determining a fourth braking deceleration a of the vehicle in a fourth preset time period4And controlling the vehicle to follow the fourth braking deceleration a4Carrying out deceleration running;
wherein the fourth braking deceleration a4By the formula:
Figure FDA0002546031190000043
calculated, Z being the shortest longitudinal distance between the vehicle and one of said moving obstacles, vAIs the speed of the vehicle, vDXIs the longitudinal movement speed, t, of the moving impact0For a calibrated safe time interval, the fourth predetermined time period is the third shortest collision time deltat4With a calibrated safety interval t0The difference of (a).
11. An apparatus for actively avoiding obstacles, comprising:
the detection module is used for detecting whether an obstacle partially occupying a driving lane of the vehicle exists in front or not when the vehicle is in a self-adaptive cruise mode and a lane centering driving mode in a constant-speed driving state;
the first determination module is used for determining the type of the obstacle if the obstacle exists;
the second determination module is used for determining a first residual transverse width of a lane where the vehicle runs after the lane is occupied by the static obstacle when the type of the obstacle is the static obstacle;
the third determination module is used for determining a second residual transverse width of a lane where the vehicle runs after being occupied by the moving obstacle when the vehicle runs to a position where the vehicle possibly collides with the moving obstacle when the type of the obstacle is the moving obstacle;
the control module is used for controlling the vehicle to actively carry out obstacle avoidance according to the first residual transverse width or the second residual transverse width;
the second determining module includes:
the third determining unit is used for determining the first residual transverse width as the shortest transverse distance between two static obstacles if two static obstacles are arranged on two sides of a lane where the vehicle runs, wherein the two static obstacles are partially or completely oppositely arranged;
and a fourth determining unit, configured to determine, if there is a static obstacle only on one side of the lane where the host vehicle is traveling, that the first remaining lateral width is a shortest lateral distance between the obstacle and a lane line on the other side of the lane where the host vehicle is traveling, where the lane line on the other side is a lane line on the lane where the host vehicle is traveling, the lane line being away from the static obstacle.
12. An automobile comprising the device for actively avoiding obstacles of the vehicle according to claim 11.
CN201910701956.7A 2019-07-31 2019-07-31 Method and device for vehicle to actively avoid obstacle and automobile Active CN110356394B (en)

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