CN113879293A - Vehicle obstacle avoidance control method, device, equipment and storage medium - Google Patents
Vehicle obstacle avoidance control method, device, equipment and storage medium Download PDFInfo
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Abstract
The disclosure provides a vehicle obstacle avoidance control method, device, equipment and storage medium, and belongs to the technical field of vehicle safety. The method comprises the following steps: acquiring first collision time; in response to the first collision time being less than a first time threshold, controlling the first vehicle to decelerate and sending warning information to the second vehicle; and controlling the first vehicle to steer according to the first collision time and the driving condition of the adjacent lane of the first vehicle, wherein the warning information is used for indicating the acceleration of the second vehicle. In the embodiment of the disclosure, the warning information is sent to the second vehicle to indicate that the second vehicle accelerates and control the first vehicle to decelerate, so that the distance between the first vehicle and the second vehicle can be increased, and the possibility of collision between the first vehicle and the second vehicle is reduced. And then, the first vehicle is controlled to steer according to the first collision time and the driving condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of vehicle obstacle avoidance control is improved.
Description
Technical Field
The present disclosure relates to the field of vehicle safety technologies, and in particular, to a vehicle obstacle avoidance control method, apparatus, device, and storage medium.
Background
A collision accident of the vehicle with surrounding obstacles occurs at times during the running. Therefore, when obstacles exist around the vehicle, the obstacle avoidance control device can control the vehicle to avoid the obstacles in time, and is very important for the safe driving of the vehicle.
In the related art, a vehicle obstacle avoidance control method includes: if the first collision time is smaller than a first time threshold value, controlling the first vehicle to decelerate, wherein the first collision time is smaller than the first time threshold value and indicates that the first vehicle collides with a second vehicle in front when running at the current speed; and if the first collision time is smaller than a second time threshold, controlling the first vehicle to turn according to the driving conditions of the adjacent lanes of the first vehicle, wherein the first time threshold is larger than the second first time threshold.
The first collision time is smaller than the first time threshold value, and the first vehicle is controlled to decelerate.
Disclosure of Invention
The embodiment of the disclosure provides a vehicle obstacle avoidance control method, a vehicle obstacle avoidance control device, equipment and a storage medium, which can improve the reliability of vehicle obstacle avoidance control, and the technical scheme is as follows:
in a first aspect, a vehicle obstacle avoidance control method is provided, and the method includes: acquiring first collision time; in response to the first collision time being less than a first time threshold, controlling the first vehicle to decelerate and sending warning information to a second vehicle ahead, the warning information indicating that the second vehicle is accelerating; and controlling the first vehicle to steer according to the change condition of the first collision time and the surrounding driving condition of the first vehicle.
Optionally, the controlling the steering of the first vehicle according to the variation of the first collision time and the surrounding driving condition of the first vehicle includes: controlling the first vehicle to steer to the adjacent lane in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being free of obstructing vehicles.
Optionally, the controlling the steering of the first vehicle according to the variation of the first collision time and the surrounding driving condition of the first vehicle includes: responding to the first collision time which is monotonically reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time; controlling the first vehicle to accelerate steering to the adjacent lane in response to the second time-to-collision being less than the first time threshold.
Optionally, the controlling the first vehicle to steer according to the variation of the first collision time and the driving condition around the first vehicle includes: responding to the first collision time which is monotonically reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time; in response to the second time-to-collision being greater than or equal to the first time threshold, continuing to control the first vehicle to decelerate and controlling the first vehicle to steer to the adjacent lane.
In a second aspect, a vehicle obstacle avoidance control device is provided, the device including: the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring first collision time, and the first collision time is the collision time between a first vehicle and a front second vehicle; the control module is used for responding to the first collision time being smaller than a first time threshold value, controlling the first vehicle to decelerate and sending warning information to the second vehicle, wherein the warning information is used for indicating the second vehicle to accelerate; and controlling the first vehicle to steer according to the first collision time and the surrounding driving condition of the first vehicle.
Optionally, the control module is configured to control the first vehicle to steer to an adjacent lane of the first vehicle in response to the first collision time monotonically decreasing and the adjacent lane having no obstacle.
Optionally, the obtaining module is configured to obtain a second collision time in response to that the first collision time monotonically decreases and an adjacent lane of the first vehicle is free of an obstacle; the control module is to control the first vehicle to accelerate to steer to the adjacent lane in response to the second time to collision being less than the first time threshold; or the obtaining module is used for responding to that the first collision time is monotonously reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and obtaining second collision time; the control module is used for responding to the second collision time being larger than or equal to the first time threshold value, continuing to control the first vehicle to decelerate, and controlling the first vehicle to steer to the adjacent lane.
In a third aspect, a computer device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform the method of the first aspect.
In a fourth aspect, a computer-readable medium is provided, in which instructions, when executed by a processor of a computer device, enable the computer device to perform the method of the first aspect.
In a fifth aspect, there is provided a computer program product comprising computer programs/instructions, characterized in that the computer programs/instructions, when executed by a processor, implement the method of the first aspect.
The technical scheme provided by the embodiment of the disclosure has the following beneficial effects:
in the embodiment of the disclosure, in response to that the first collision time is less than a first time threshold, controlling the first vehicle to decelerate and sending warning information to a second vehicle ahead; and controlling the first vehicle to steer according to the change condition of the first collision time and the driving condition around the first vehicle. The first collision time is smaller than the first time threshold value, the first vehicle can collide with the second vehicle when running at the current speed, and the warning information is used for indicating that the second vehicle accelerates. That is, in the embodiment of the present disclosure, when there is a second vehicle in front of the first vehicle and the first vehicle travels at the current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and the warning information is sent to the second vehicle to indicate that the second vehicle accelerates, so that the distance between the first vehicle and the second vehicle can be increased, and the possibility of collision between the first vehicle and the second vehicle can be reduced. After the first vehicle decelerates and notifies the second vehicle to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of vehicle obstacle avoidance control is improved.
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In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a vehicle obstacle avoidance control system provided in an embodiment of the present disclosure;
fig. 2 is a flowchart of a vehicle obstacle avoidance control method provided by the embodiment of the disclosure;
fig. 3 is a flowchart of another vehicle obstacle avoidance control method provided in the embodiment of the present disclosure;
fig. 4 is a flowchart of another vehicle obstacle avoidance control method provided in the embodiment of the present disclosure;
FIG. 5 is a schematic illustration of a first vehicle and surrounding driving conditions of the first vehicle provided by an embodiment of the disclosure;
fig. 6 is a block diagram of a vehicle obstacle avoidance control device according to an embodiment of the present disclosure;
fig. 7 is a block diagram of a computer device according to an embodiment of the present disclosure.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a vehicle obstacle avoidance control system provided in an embodiment of the present disclosure. As shown in fig. 1, the system includes: a first sensor 10, a second sensor 20, an ADCU (ADAS Domain Controller Unit) 30, an ESP (Electronic Stability Program) 40, an EPS (Electronic Power Steering) 50, a CGW (Central Gateway) 60, an ICM (Instrument Communications Manager) 70, and a BCM (Body Control Module) 80. The structures are connected to each other by a Local Interconnect Network (LIN) bus or a Controller Area Network (CAN) bus.
The first sensor 10 is used for detecting the traffic information in front of the vehicle on the own lane and the adjacent lane. In some embodiments, the first sensor 10 includes a forward millimeter wave radar, a monocular camera, and 2 forward angle radars.
Illustratively, the forward millimeter wave radar may be disposed at a vehicle head center position. The forward millimeter wave radar needs to adopt a millimeter wave radar which has a detection distance of more than 200 m, supports at least two modes, namely a near Field mode and a far Field mode, has a Field of View (FOV) of 120 degrees at maximum and has an ASIL (automatic Safety integrity Level) reaching a Level B. For example, the forward millimeter wave radar is a 77GHz long and medium range millimeter wave radar. The forward millimeter wave radar is used for detecting the number, the movement direction and the speed of forward targets on the lane and the distance between the forward targets and the vehicle, and detecting the number, the movement direction and the speed of forward targets on an adjacent lane and the distance between the forward targets and the vehicle.
For example, the monocular camera may be disposed at an altimetric position within the front windshield. The monocular camera needs to select a camera with FOV of at least 100 degrees, dynamic range of more than 120db, pixels of more than 200w, support of target classification, identification of road edges and lane lines, identification of traffic lights and ASIL reaching level B. The monocular camera is used for detecting the position of a forward lane line on the lane, the type of the lane line, the classification of a forward target object, the confidence coefficient of the forward target object, the classification of the forward target object on an adjacent lane and the safe driving level.
Illustratively, the forward angle radar may be disposed at a nose corner location. The forward angle radar needs to select a detection distance larger than 80m, a multi-target identification and tracking angle larger than 150 degrees and the like. The forward angle radar is used for detecting the number, the position, the speed and the moving direction of forward targets on the current lane and the adjacent lane.
The second sensor 20 is used to detect the road condition information behind the vehicle in the own lane and the adjacent lane. In some embodiments, the second sensor 20 includes 2 rear-angle radars.
For example, the rear angle radar may be provided at a rear corner position on a bumper behind the vehicle. The Rear angle radar needs to support RCW (Collision Warning), RCTA (Rear Cross Traffic Alert), and BSD (Blind Spot Detection). The backward angle radar is used for detecting the number, the position, the speed and the moving direction of the target objects backward of the lane and the adjacent lane.
The ADCU 30 is configured to send an acceleration or deceleration request to the ESP 40 to control the vehicle to accelerate or decelerate, or send a steering angle request to the EPS 50 to control the vehicle to steer, according to the sensor information of the first sensor 10 and the second sensor 20.
The CGW 60 is used for performing communication protocol conversion to ensure normal communication between the structures of the system.
The ICM 70 is used to display warning information or play warning information when there is a risk of collision between the vehicle and a preceding vehicle or a following vehicle.
BCM 80 is used for when there is the collision risk in vehicle and the place ahead vehicle, control loudspeaker and send alarm information to warn the place ahead vehicle.
Fig. 2 is a flowchart of a vehicle obstacle avoidance control method provided by an embodiment of the present disclosure, which may be executed by a vehicle controller of a first vehicle, for example, by the ADCU 30 in fig. 1. Referring to fig. 2, the method includes:
in step 201, a first collision time is acquired.
The first collision time indicates a time when the first vehicle travels at the current speed, the second vehicle travels at the current speed, and the first vehicle collides with the second vehicle.
In step 202, in response to a first collision time being less than a first time threshold, controlling the first vehicle to decelerate and sending a warning message to the second vehicle, wherein the first collision time being less than the first time threshold indicates that the first vehicle will collide with the second vehicle when traveling at a current speed, and the warning message is used for indicating that the second vehicle accelerates.
In step 203, the first vehicle is controlled to turn according to the variation condition of the first collision time and the surrounding driving condition of the first vehicle.
In the embodiment of the disclosure, in response to that the first collision time is less than a first time threshold, controlling the first vehicle to decelerate and sending warning information to a second vehicle ahead; and controlling the first vehicle to steer according to the change condition of the first collision time and the driving condition around the first vehicle. The first collision time is smaller than the first time threshold value, the first vehicle can collide with the second vehicle when running at the current speed, and the warning information is used for indicating that the second vehicle accelerates. That is, in the embodiment of the present disclosure, when there is a second vehicle in front of the first vehicle and the first vehicle travels at the current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and the warning information is sent to the second vehicle to indicate that the second vehicle accelerates, so that the distance between the first vehicle and the second vehicle can be increased, and the possibility of collision between the first vehicle and the second vehicle can be reduced. After the first vehicle decelerates and notifies the second vehicle to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of vehicle obstacle avoidance control is improved.
Optionally, in this embodiment of the disclosure, controlling the first vehicle to steer according to a variation of the first collision time and a driving condition around the first vehicle includes: and controlling the first vehicle to steer to the adjacent lane in response to the first collision time being monotonically decreased and the adjacent lane of the first vehicle being unobstructed by the vehicle.
Optionally, in this embodiment of the disclosure, controlling the first vehicle to steer according to a variation of the first collision time and a driving condition around the first vehicle includes: responding to that the first collision time is monotonously reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time; controlling the first vehicle to accelerate to turn to an adjacent lane in response to a second time to collision being less than a first time threshold, the second time to collision being less than the first time threshold indicating that a third vehicle behind the first vehicle traveling at a current speed may collide with the first vehicle.
Optionally, in this embodiment of the disclosure, controlling the first vehicle to steer according to a variation of the first collision time and a driving condition around the first vehicle includes: responding to that the first collision time is monotonically reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time which is the collision time between the first vehicle and a third vehicle behind the first vehicle; in response to the second time-to-collision being greater than the first time threshold, continuing to control the first vehicle to decelerate, and controlling the first vehicle to steer to an adjacent lane.
Fig. 3 is a flowchart of another vehicle obstacle avoidance control method provided by the embodiment of the present disclosure, which may be executed by a vehicle controller of a first vehicle, for example, by the ADCU 30 in fig. 1, and is applied to obstacle avoidance control of the first vehicle when a second vehicle exists in front of the first vehicle. Referring to fig. 3, the method includes:
in step 301, a first collision time is acquired.
Illustratively, the first time-to-collision is calculated using equation (1), which is as follows:
in the formula (1), S represents a distance between the first vehicle and the second vehicle ahead, v2Representing the running speed of the second vehicle, S and v2The forward direction millimeter wave radar detection result can be obtained through forward direction millimeter wave radar detection of the first vehicle; v. of1Representing the speed of travel, v, of the first vehicle1May be detected by a vehicle speed sensor of the first vehicle; TTC denotes the first time to collision.
In step 302, it is determined whether the first time to collision is greater than or equal to a first time threshold. If the first collision time is greater than or equal to the first time threshold, executing step 301; if the first collision time is less than the first time threshold, step 303 is executed.
And if the first collision time is greater than or equal to the first time threshold value, the first vehicle is indicated to run at the current speed and not collide with the second vehicle. In some embodiments, step 301 may be executed again to continue determining the condition of the second vehicle ahead without controlling the first vehicle to perform the obstacle avoidance operation. In other embodiments, the first vehicle may be controlled to send first warning information for reminding a driver of the presence of a second vehicle in front of the vehicle. Illustratively, the manner of issuing the first alarm information may be one or more of the following manners: the method comprises the following steps of alarming by vibrating a steering wheel, alarming by lighting of an instrument panel, displaying character information such as 'vehicle exists in front of the vehicle and needs to control the speed' by the instrument panel, and sending sound information such as 'vehicle exists in front of the vehicle and needs to control the speed' by the instrument panel. After knowing first alarm information sent by a first vehicle, a driver determines whether to decelerate according to actual needs.
If the first collision time is less than the first time threshold, it indicates that the first vehicle will collide with the second vehicle when traveling at the current speed, and a certain collision risk exists between the first vehicle and the second vehicle. When the first collision time is less than the first time threshold, other measures need to be taken to avoid the first vehicle colliding with the second vehicle.
Illustratively, the first time threshold is determined experimentally by a person of ordinary skill in the relevant art. Illustratively, the first time threshold is set to 3 seconds, 5 seconds, etc.
In step 303, the first vehicle is controlled to decelerate while warning information indicating that the second vehicle is accelerating is sent to the second vehicle.
Illustratively, the alert information includes a speed of the first vehicle, a distance between the first vehicle and the second vehicle, a risk of collision, and the like.
In some embodiments, controlling the first vehicle to decelerate comprises: controlling the first vehicle to send out second alarm information, wherein the second alarm information is used for indicating a driver to control the first vehicle to decelerate; and automatically controlling the first vehicle to decelerate in response to the first vehicle not decelerating after the set time period is exceeded. The set time period is determined by a person skilled in the art through experiments, and is set to 0.5s, 1s, and the like, for example. Illustratively, the manner of issuing the second alarm information may be one or more of the following manners: the alarm device comprises a steering wheel vibration alarm device, an instrument panel light alarm device, character information such as collision risk and speed reduction existing behind the display of the instrument panel, and sound information such as collision risk and speed reduction existing behind the display of the instrument panel.
In other embodiments, controlling the first vehicle to decelerate comprises: and directly and automatically controlling the first vehicle to decelerate.
In some embodiments, sending the alert message to the second vehicle comprises: the vehicle controller of the first vehicle communicates with the vehicle controller of the second vehicle and directly sends the warning information to the vehicle controller of the second vehicle.
In other embodiments, sending the alert message to the second vehicle comprises: the vehicle controller of the first vehicle communicates with the cloud end, sends the warning information to the cloud end, and the cloud end sends the warning information to the first vehicle controller of the second vehicle. In this embodiment, the warning message may further include a license plate number of the second vehicle, and the license plate number of the second vehicle is detected by the monocular camera of the first vehicle. Illustratively, a vehicle controller of the first vehicle sends the warning information to a cloud terminal through a T-BOX (Telematics BOX) of the first vehicle, and the cloud terminal communicates with a T-BOX of the second vehicle corresponding to the license plate number according to the license plate number in the warning information and sends the warning information to the second vehicle.
And if the second vehicle starts the automatic driving mode, the vehicle controller of the second vehicle directly controls the second vehicle to accelerate after receiving the warning information.
And if the second vehicle does not start the automatic driving mode, the vehicle controller of the second vehicle controls the second vehicle to send third alarm information after receiving the warning information, and the third alarm information is used for reminding a driver to control the second vehicle to accelerate. Illustratively, the manner of issuing the third alarm information may be one or more of the following manners: the method comprises the following steps of alarming by vibrating a steering wheel, alarming by lighting of an instrument panel, displaying text information that collision risk exists behind the instrument panel and needs to be accelerated and the like by the instrument panel, and sending sound information that collision risk exists behind the instrument panel and needs to be accelerated and the like by the instrument panel.
It should be noted that, in the embodiment of the present disclosure, after the second vehicle receives the warning information, it is necessary to determine whether to accelerate according to the driving condition of the vehicle in front of the second vehicle. If the time of collision between the second vehicle and the vehicle in front of the second vehicle is less than the first time threshold, the second vehicle does not accelerate.
In step 304, it is determined whether the first collision time monotonically decreases. If the first collision time is monotonically decreasing, go to step 305; if the first collision time monotonically increases, step 301 is executed.
If the first collision time is monotonically decreased, the risk of collision between the first vehicle and the second vehicle is increased, for example, there may be a situation where the road surface slips, the first vehicle is at too high a speed, the second vehicle ahead decelerates suddenly, the second vehicle ahead does not accelerate, and the like. At this time, further measures need to be taken to further avoid the first vehicle colliding with the second vehicle.
If the first collision time monotonically increases, it indicates that the first vehicle will not collide with the second vehicle for a while after decelerating the first vehicle and notifying the second vehicle to accelerate, in this case, step 301 may be executed to continue determining the situation of the second vehicle ahead.
In step 305, it is determined whether an obstacle vehicle is present in the adjacent lane of the first vehicle. If the adjacent lane of the first vehicle has the obstacle vehicle, executing step 306; if there is no obstacle vehicle in the adjacent lane of the first vehicle, step 307 is executed.
If the first collision time is monotonously reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, the first vehicle can be prevented from colliding with the second vehicle by steering to the adjacent lane. If the first collision time is monotonically decreased and an obstacle vehicle exists in an adjacent lane of the first vehicle, it indicates that the first vehicle cannot steer to the adjacent lane to avoid collision with the second vehicle, and at this time, the first vehicle may be controlled to perform emergency braking to avoid collision between the first vehicle and the second vehicle.
In step 306, first vehicle emergency braking is controlled.
The first vehicle emergency braking means that the first vehicle brakes with the maximum braking force. In some embodiments, the vehicle controller may directly control the vehicle to emergency brake. In other embodiments, the vehicle controller may control the vehicle to send fourth warning information, and the fourth warning information is used to prompt the driver to brake. Illustratively, the manner of issuing the fourth warning information may be one or more of the following manners: the method comprises the following steps of alarming by vibrating a steering wheel, alarming by lighting of an instrument panel, displaying character information that collision risk exists in the front and braking is needed by the instrument panel, and sending information that collision risk exists in the front and braking is needed by the instrument panel.
In step 307, the first vehicle is controlled to steer to an adjacent lane.
In the embodiment of the disclosure, when a second vehicle exists in front of the first vehicle and the first vehicle runs at the current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and send warning information to the second vehicle to indicate that the second vehicle accelerates, so that the distance between the first vehicle and the second vehicle is increased, and the possibility of collision between the first vehicle and the second vehicle is reduced. After the first vehicle decelerates and notifies the second vehicle to accelerate, the first vehicle is controlled to steer according to the change condition of the first collision time and the driving condition of the adjacent lane, so that the possibility of collision between the first vehicle and the second vehicle is further reduced, and the reliability of vehicle obstacle avoidance control is improved.
Fig. 4 is a flowchart of another vehicle obstacle avoidance control method provided by the embodiment of the present disclosure, which may be executed by a vehicle controller of a first vehicle, for example, by the ADCU 30 in fig. 1, and is applied to obstacle avoidance control of the first vehicle when a second vehicle exists in front of the first vehicle and a third vehicle exists behind the first vehicle. Referring to fig. 4, the method includes:
in step 401, a first collision time and a second collision time are acquired.
The first collision time indicates a time when the first vehicle travels at the current speed, the second vehicle travels at the current speed, and the first vehicle collides with the second vehicle. The second collision time indicates a time when the third vehicle travels at the current speed, the first vehicle travels at the current speed, and the third vehicle collides with the first vehicle. The first collision time is calculated in the same manner as the first collision time, see step 301, and detailed description thereof is omitted.
In step 402, it is determined whether the first time to collision is greater than or equal to a first time threshold. If the first collision time is greater than or equal to the first time threshold, go to step 401; if the first collision time is less than the first time threshold, step 403 is performed.
And if the first collision time is greater than or equal to the first time threshold value, the first vehicle is indicated to run at the current speed and not collide with the second vehicle. At this time, the first vehicle may not be controlled to perform the obstacle avoidance operation, and step 401 is performed to continue to determine the situation of the second vehicle ahead.
If the first collision time is less than or equal to the first time threshold, it indicates that the first vehicle will collide with the second vehicle when decelerating. When the first collision time is less than the first time threshold, it indicates that the first vehicle may collide with the second vehicle when running at the current speed, and other measures need to be taken to avoid the collision between the first vehicle and the second vehicle.
The relevant content of the first time threshold, see the embodiment shown in fig. 3, is omitted here.
In step 403, the first vehicle is controlled to decelerate while warning information indicating that the second vehicle is accelerating is sent to the second vehicle.
The related contents of controlling the first vehicle to decelerate and sending the warning message to indicate the second vehicle to accelerate are referred to the aforementioned step 303, and the detailed description is omitted here.
In step 404, it is determined whether the first collision time monotonically decreases. If the first collision time is monotonically decreasing, go to step 405; if the first collision time is not monotonically increasing, step 401 is performed.
If the first collision time is monotonically decreased, the risk of collision between the first vehicle and the second vehicle is increased, for example, there may be a situation where the road surface slips, the first vehicle is at too high a speed, the second vehicle ahead decelerates suddenly, the second vehicle ahead does not accelerate, and the like. At this time, further measures need to be taken to further avoid the first vehicle colliding with the second vehicle.
If the first collision time monotonically increases, it indicates that the first vehicle will not collide with the second vehicle temporarily, and at this time, step 401 may be executed to continue determining the situation of the second vehicle ahead.
In step 405, it is determined whether an obstacle vehicle is present in the adjacent lane of the first vehicle. If the adjacent lane of the first vehicle has an obstacle vehicle, executing step 407; if no obstacle vehicle exists in the adjacent lane of the first vehicle, step 406 is executed.
In step 406, it is determined whether the second collision time is greater than the first time threshold. If the second collision time is greater than or equal to the first time threshold, go to step 408; if the second collision time is less than the first time threshold, step 409 is performed.
And if the second collision time is greater than or equal to the first time threshold value, the third vehicle is indicated to run at the current speed and cannot collide with the first vehicle. The first vehicle and the second vehicle have high collision risk, and at the moment, the first vehicle can be controlled to decelerate to a better safe steering state and then to steer to an adjacent lane for running.
If the second collision time is less than or equal to the first time threshold, it indicates that the risk of collision between the third vehicle and the first vehicle is high and the risk of collision between the first vehicle and the second vehicle is also high, and at this time, the first vehicle may be controlled to accelerate and turn to an adjacent lane, so as to avoid collision between the first vehicle and the second vehicle as well as between the first vehicle and the third vehicle.
In step 407, a first vehicle emergency brake is controlled.
The first vehicle emergency braking is related to the aforementioned step 306, and a detailed description is omitted here.
In step 408, the first vehicle continues to be controlled to decelerate and the first vehicle is controlled to steer to an adjacent lane.
In some embodiments, step 408 comprises: controlling the first vehicle to decelerate; controlling the first vehicle to steer to an adjacent lane in response to the first time to collision being less than a first time threshold and the first time to collision being greater than or equal to a second time threshold. The second time threshold is less than the first time threshold. The first collision time is less than a first time threshold and greater than or equal to a second time threshold, indicating that the first vehicle can complete steering and does not collide with a second vehicle while steering; when the first collision time is less than the second time threshold, it indicates that the first vehicle collides with the second vehicle when turning. The second time threshold is determined experimentally by a person skilled in the art. Illustratively, the second time threshold is set to 1 second, 1.5 seconds, and so on.
In other embodiments, step 408 comprises: the first vehicle is controlled to be braked emergently, and then the first vehicle is controlled to turn to an adjacent lane. The first vehicle emergency braking is related to the aforementioned step 306, and a detailed description is omitted here.
In step 409, the first vehicle is controlled to accelerate to the adjacent lane.
In some embodiments, step 409 comprises: controlling the first vehicle to steer and increasing the steering speed of the first vehicle; and controlling the first vehicle to run at a reduced speed in response to the acceleration steering time of the first vehicle being greater than the third time threshold. The acceleration steering time of the first vehicle is greater than the third time threshold, which indicates that the first vehicle is in a safe driving distance state with the second vehicle and the third vehicle, and at the moment, the first vehicle does not collide with the second vehicle and the third vehicle. The third time threshold is determined experimentally by a person skilled in the art. Illustratively, the third time threshold is set to 1 second, 1.5 seconds, and so on.
In steps 408 and 409, when the first vehicle runs to the adjacent lane, the first vehicle is controlled to run according to the first collision time of the first vehicle on the adjacent lane and the surrounding running conditions.
Fig. 5 is a schematic diagram of a first vehicle and a driving condition around the first vehicle according to an embodiment of the disclosure, and referring to fig. 5, in the diagram, a vehicle numbered 1 represents the first vehicle, a vehicle numbered 2 represents the second vehicle, and a vehicle numbered 3 represents the third vehicle. The vehicle numbered 4 represents a vehicle in a lane adjacent to the first vehicle. The cloud is indicated by reference numeral 5.
When the first collision time is smaller than the first time threshold, the first vehicle 1 sends warning information to the cloud 5 through the T-BOX, and the cloud 5 sends the warning information to the second vehicle 2 through the T-BOX of the second vehicle 2. The second vehicle 2 accelerates after receiving the warning information. Since there is a third vehicle 3 behind the first vehicle 1, there is an obstacle vehicle 4 in the left lane of the adjacent lane, and there is no obstacle vehicle in the right lane of the adjacent lane, the first vehicle 1 turns to the right lane of the adjacent lane to travel.
In the embodiment of the disclosure, when a second vehicle exists in front of a first vehicle and a third vehicle exists behind the first vehicle, if the first vehicle runs at the current speed and collides with the second vehicle, the first vehicle is controlled to decelerate and the warning information is sent to the second vehicle to indicate that the second vehicle accelerates, so as to increase the distance between the first vehicle and the second vehicle and reduce the possibility of collision between the first vehicle and the second vehicle. When the first vehicle decelerates and the second vehicle is informed to accelerate, the first vehicle is controlled to accelerate and turn to an adjacent lane if the second collision time between the first vehicle and the third vehicle is smaller than a first time threshold value; if the third collision time between the first vehicle and the third vehicle is greater than or equal to the first time threshold value, the first vehicle is controlled to continue decelerating and steering, the possibility that the first vehicle collides with the second vehicle and the third vehicle can be avoided, and the reliability of vehicle obstacle avoidance control is improved.
Fig. 6 is a block diagram of a vehicle obstacle avoidance control device 600 according to an embodiment of the present disclosure. As shown in fig. 6, the apparatus includes: an acquisition module 601 and a control module 602.
The system comprises an acquisition module 601, a control module 602, a first collision time calculation module, a second collision time calculation module, a first collision time calculation module and a second collision time calculation module, wherein the acquisition module 601 is used for acquiring a first collision time, and the control module 602 is used for controlling the first vehicle to decelerate and sending warning information to the second vehicle in response to the first collision time being less than or equal to a first time threshold value, and the warning information is used for indicating the second vehicle to accelerate; and controlling the first vehicle to steer according to the first collision time and the surrounding driving condition of the first vehicle.
Optionally, the control module 602 is configured to control the first vehicle to steer to an adjacent lane of the first vehicle in response to the first collision time monotonically decreasing and the adjacent lane having no obstacle.
Optionally, the obtaining module 601 is configured to obtain a second collision time in response to that the first collision time monotonically decreases and an adjacent lane of the first vehicle has no obstacle; the control module 602 is configured to control the first vehicle to accelerate to steer to the adjacent lane in response to the second time to collision being less than the first time threshold; or, the obtaining module 601 is configured to obtain a second collision time in response to that the first collision time monotonically decreases and an adjacent lane of the first vehicle has no obstacle; the control module 602 is configured to continue to control the first vehicle to decelerate and control the first vehicle to steer to the adjacent lane in response to the second time to collision being greater than or equal to the first time threshold.
It should be noted that: in the vehicle obstacle avoidance control device 600 provided in the above embodiment, when performing vehicle obstacle avoidance control, only the division of the above function modules is taken as an example, and in practical applications, the above function distribution may be completed by different function modules according to needs, that is, the internal structure of the apparatus is divided into different function modules, so as to complete all or part of the above described functions. In addition, the vehicle obstacle avoidance control device 600 provided by the above embodiment and the vehicle obstacle avoidance control method embodiment belong to the same concept, and specific implementation processes thereof are detailed in the method embodiment and are not described herein again.
Fig. 7 is a block diagram of a computer device provided in an embodiment of the present disclosure. As shown in fig. 7, the computer apparatus 700 includes: a processor 701 and a memory 702.
The processor 701 may include one or more processing cores, such as a 7-core processor, an 8-core processor, and so on. The processor 701 may be implemented in at least one hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), and a PLA (Programmable Logic Array). The processor 701 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in an awake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 701 may be integrated with a GPU (Graphics Processing Unit) that is responsible for rendering and drawing the content that the display panel needs to display. In some embodiments, the processor 701 may further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.
Those skilled in the art will appreciate that the configuration illustrated in FIG. 7 is not intended to be limiting of the computer device 700 and may include more or fewer components than those illustrated, or some components may be combined, or a different arrangement of components may be employed.
Embodiments of the present invention further provide a non-transitory computer-readable medium, where instructions in the medium, when executed by a processor of the computer device 700, enable the computer device 700 to execute the vehicle obstacle avoidance control method provided in the embodiments of the present disclosure.
A computer program product comprising computer programs/instructions which, when executed by a processor, implement the vehicle obstacle avoidance control method provided in embodiments of the present disclosure.
The above description is meant to be illustrative of the principles of the present disclosure and not to be taken in a limiting sense, and any modifications, equivalents, improvements and the like that are within the spirit and scope of the present disclosure are intended to be included therein.
Claims (10)
1. A vehicle obstacle avoidance control method is characterized by comprising the following steps:
acquiring first collision time;
in response to the first collision time being less than a first time threshold, controlling the first vehicle to decelerate and sending warning information to a second vehicle ahead, the warning information indicating that the second vehicle is accelerating;
and controlling the first vehicle to steer according to the change condition of the first collision time and the surrounding driving condition of the first vehicle.
2. The method of claim 1, wherein controlling the first vehicle to steer based on the change in the first collision time and the ambient driving conditions of the first vehicle comprises:
controlling the first vehicle to steer to the adjacent lane in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being free of obstructing vehicles.
3. The method of claim 1, wherein controlling the first vehicle to steer based on the change in the first collision time and the ambient driving conditions of the first vehicle comprises:
responding to the first collision time which is monotonically reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time;
controlling the first vehicle to accelerate steering to the adjacent lane in response to the second time-to-collision being less than the first time threshold.
4. The method of claim 1, wherein controlling the first vehicle to steer based on the change in the first collision time and the surrounding driving conditions of the first vehicle comprises:
responding to the first collision time which is monotonically reduced and no obstacle vehicle exists in the adjacent lane of the first vehicle, and acquiring second collision time;
in response to the second time-to-collision being greater than or equal to the first time threshold, continuing to control the first vehicle to decelerate and controlling the first vehicle to steer to the adjacent lane.
5. A vehicle obstacle avoidance control apparatus, characterized in that the apparatus comprises: the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring first collision time, and the first collision time is the collision time between a first vehicle and a front second vehicle;
the control module is used for responding to the first collision time being smaller than a first time threshold value, controlling the first vehicle to decelerate and sending warning information to the second vehicle, wherein the warning information is used for indicating the second vehicle to accelerate; and controlling the first vehicle to steer according to the first collision time and the surrounding driving condition of the first vehicle.
6. The apparatus of claim 5, wherein the control module is configured to control the first vehicle to steer to the adjacent lane in response to the first collision time monotonically decreasing and the adjacent lane of the first vehicle being unobstructed.
7. The apparatus of claim 5, wherein the obtaining module is configured to obtain a second collision time in response to the first collision time decreasing monotonically and the first vehicle having no obstacle in an adjacent lane; the control module is to control the first vehicle to accelerate to steer to the adjacent lane in response to the second time to collision being less than the first time threshold; or,
the acquisition module is used for responding to that the first collision time is monotonously reduced and no obstacle vehicle exists in an adjacent lane of the first vehicle, and acquiring second collision time; the control module is used for responding to the second collision time being larger than or equal to the first time threshold value, continuing to control the first vehicle to decelerate, and controlling the first vehicle to steer to the adjacent lane.
8. A computer device, comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to perform the method of any one of claims 1 to 4.
9. A computer-readable medium, wherein instructions in the computer-readable medium, when executed by a processor of a computer device, enable the computer device to perform the method of any of claims 1 to 4.
10. A computer program product comprising computer programs/instructions, characterized in that the computer programs/instructions, when executed by a processor, implement the method of any of claims 1 to 4.
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