CN116238489A

CN116238489A - Offset control method and device for vehicle, vehicle and storage medium

Info

Publication number: CN116238489A
Application number: CN202310215803.8A
Authority: CN
Inventors: 刘尚芬; 李增强
Original assignee: Chongqing Changan New Energy Automobile Technology Co Ltd
Current assignee: Chongqing Changan New Energy Automobile Technology Co Ltd
Priority date: 2023-03-07
Filing date: 2023-03-07
Publication date: 2023-06-09

Abstract

The application relates to a vehicle offset control method, a vehicle offset control device, a vehicle and a storage medium, wherein the method comprises the following steps: in an automatic driving mode, acquiring at least one target obstacle information of at least one direction of a vehicle; acquiring the current running state of the vehicle, and determining the relative movement trend of each target obstacle and the vehicle by combining the current running state and the information of each target obstacle; an optimal offset planning strategy for the vehicle is generated based on the relative motion trend to control the vehicle to perform an offset action based on the optimal offset planning strategy. According to the method and the device for planning the vehicle deviation, the optimal deviation planning strategy of the vehicle can be generated based on the relative movement trend of each target obstacle and the vehicle, so that the vehicle is controlled to avoid the obstacles on two sides of a road in advance in the driving process.

Description

Offset control method and device for vehicle, vehicle and storage medium

Technical Field

The present disclosure relates to the field of intelligent driving technologies of vehicles, and in particular, to a vehicle offset control method and apparatus, a vehicle, and a storage medium.

Background

In the running process of the vehicle, because the adjacent lanes often have the conditions of line pressing running, overtaking and approaching to the direction of the vehicle, or the two sides of the road of the vehicle are provided with obstacles, pedestrians and the like, due to factors such as inertia, when a large vehicle passes by the vehicle, or the distance between the adjacent lane vehicle and the vehicle is too close, or the distance between the pedestrian and the vehicle is too tight, traffic accidents are very easy to occur.

In the related art, the collision time between a running vehicle of an adjacent lane and the vehicle can be detected to control the vehicle to transversely shift, so that traffic accidents caused by too close distance are avoided.

However, in the actual driving process, the related art has various road states, various types of obstacles encountered by the vehicle during running, other physical laws are ignored only by judging the collision time, potential safety hazards existing in the running process of the vehicle are difficult to deal with, and the improvement is needed.

Disclosure of Invention

The application provides a vehicle offset control method, a vehicle offset control device, a vehicle and a storage medium, which are used for solving the technical problem that in the related art, other physical laws are ignored only by judging collision time, and potential safety hazards existing in the running process of the vehicle are difficult to deal with.

An embodiment of a first aspect of the present application provides a vehicle offset control method, including the steps of: in an automatic driving mode, acquiring at least one target obstacle information of at least one direction of a vehicle; acquiring a current running state of the vehicle, and determining a relative movement trend of each target obstacle and the vehicle by combining the current running state and each target obstacle information; and generating an optimal offset planning strategy for the vehicle based on the relative motion trend to control the vehicle to perform an offset action based on the optimal offset planning strategy.

According to the technical means, the method and the device can generate the optimal offset planning strategy of the vehicle based on the relative motion trend of each target obstacle and the vehicle so as to control the vehicle to avoid the obstacles on two sides of the road in advance in the driving process.

Optionally, in one embodiment of the present application, the acquiring at least one target obstacle information of at least one direction of the vehicle includes: acquiring environment image data of at least one direction of the vehicle while sensing radar data of at least one sensing target of the at least one direction of the vehicle; fusing the information data and the environment image data to obtain fused data of the perception target, and judging whether the perception target meets a preset target obstacle judging condition or not based on the fused data; and if the perception target meets the preset target obstacle judging condition, locking the perception target as a target obstacle, and obtaining the target obstacle information based on the fusion data.

According to the technical means, whether the sensing target is the target obstacle or not can be judged through the fusion data, and the target obstacle information is obtained based on the fusion data, so that different offset planning can be conveniently and specifically carried out on different target obstacles.

Optionally, in one embodiment of the present application, before generating the optimal offset planning strategy for the vehicle based on the relative motion trend, further comprises: determining a distribution of each of the target obstacles based on the target obstacle information to generate an optimal offset planning strategy for the vehicle based on the distribution and the relative motion trend.

According to the technical means, the embodiment of the application can determine the optimal offset planning strategy based on the distribution condition and the relative motion trend of each target obstacle.

Optionally, in an embodiment of the present application, when the distribution situation is that of the vehicle on one side, the generating the optimal offset planning strategy for the vehicle based on the relative motion trend includes: determining the target obstacle type based on the relative movement trend; if the target obstacle type is a static type, controlling the vehicle to transversely shift a first preset shift distance to one side far away from the target obstacle; if the target obstacle type is a dynamic type, a lateral speed and a longitudinal speed of the target obstacle are obtained based on the relative movement trend, and an optimal offset planning strategy of the vehicle is matched based on the lateral speed and the longitudinal speed.

According to the technical means, when one side of the target obstacle exists, different offset planning can be performed according to the type of the target obstacle.

Optionally, in one embodiment of the present application, the matching the optimal offset planning strategy of the vehicle based on the lateral speed and the longitudinal speed includes: if the longitudinal speed is less than or equal to a first preset longitudinal speed, controlling the vehicle to laterally shift a second preset shift distance to a side far away from the target obstacle, so that the distance between the vehicle and the target obstacle is greater than the first preset lateral distance; if the longitudinal speed is greater than a first preset longitudinal speed and the transverse speed is zero, controlling the vehicle to transversely shift a third preset shift distance to a side far away from the target obstacle so that the distance between the vehicle and the target obstacle is greater than a second preset transverse distance; and if the longitudinal speed is greater than a first preset longitudinal speed and the transverse speed is not zero, controlling the vehicle to transversely shift a fourth preset shift distance to one side far away from the target obstacle based on the longitudinal speed and the vehicle speed of the vehicle, and simultaneously controlling the vehicle to decelerate to a second preset longitudinal speed.

According to the technical means, when the target obstacle is on one side and the target obstacle type is a dynamic type, different offset planning can be performed according to the longitudinal speed and the transverse speed of the target obstacle.

Optionally, in an embodiment of the present application, when the distribution situation is that of the two sides, the generating the optimal offset planning strategy for the vehicle based on the relative motion trend includes: identifying a lane line of a current driving lane of the vehicle to obtain a preset safety distance between the vehicle and the lane line; respectively obtaining lateral distances between a plurality of target obstacles and the vehicle based on the relative movement trend; and calculating a fifth preset offset distance of the vehicle based on the transverse distance, so as to control the vehicle to execute the offset action at the fifth preset offset distance while maintaining the preset safety distance.

According to the technical means, when target barriers exist on two sides, corresponding offset planning can be performed based on the lane lines and the transverse distance between the vehicle and the target barriers on two sides.

An embodiment of a second aspect of the present application provides an offset control device for a vehicle, including: the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring at least one target obstacle information of at least one direction of a vehicle in an automatic driving mode; the first determining module is used for obtaining the current running state of the vehicle, and determining the relative movement trend of each target obstacle and the vehicle by combining the current running state with the information of each target obstacle; and a control module for generating an optimal offset planning strategy for the vehicle based on the relative motion trend to control the vehicle to perform an offset action based on the optimal offset planning strategy.

Optionally, in one embodiment of the present application, the acquiring module includes: the sensing unit is used for sensing radar data of at least one sensing target in at least one direction of the vehicle and collecting environment image data in at least one direction of the vehicle; the fusion unit is used for fusing the information data and the environment image data to obtain fusion data of the perception target, and judging whether the perception target meets preset target obstacle judging conditions or not based on the fusion data; and the locking unit is used for locking the perception target as a target obstacle when the perception target meets a preset target obstacle judging condition, and obtaining the target obstacle information based on the fusion data.

Optionally, in one embodiment of the present application, further includes: and the second determining module is used for determining the distribution condition of each target obstacle based on the target obstacle information so as to generate an optimal offset planning strategy of the vehicle based on the distribution condition and the relative movement trend.

Optionally, in one embodiment of the present application, the control module is configured to determine the target obstacle type based on the relative movement trend; when the target obstacle type is a static type, controlling the vehicle to transversely shift a first preset shift distance to one side far away from the target obstacle; and when the target obstacle type is a dynamic type, obtaining the transverse speed and the longitudinal speed of the target obstacle based on the relative movement trend, and matching the optimal offset planning strategy of the vehicle based on the transverse speed and the longitudinal speed.

Optionally, in one embodiment of the present application, the control module includes: a first control unit configured to control the vehicle to laterally shift a second preset shift distance to a side away from the target obstacle when the longitudinal speed is less than or equal to a first preset longitudinal speed, so that a distance between the vehicle and the target obstacle is greater than a first preset lateral distance; a second control unit configured to control the vehicle to laterally shift a third preset shift distance to a side away from the target obstacle when the longitudinal speed is greater than a first preset longitudinal speed and the lateral speed is zero, so that a distance between the vehicle and the target obstacle is greater than a second preset lateral distance; and a third control unit configured to control, when the longitudinal speed is greater than a first preset longitudinal speed and the lateral speed is not zero, the vehicle to be decelerated to a second preset longitudinal speed while being controlled to be laterally offset to a side far from the target obstacle by a fourth preset offset distance based on the longitudinal speed and a vehicle speed of the vehicle.

Optionally, in one embodiment of the present application, the control module is further configured to identify a lane line of a current driving lane of the vehicle to obtain a preset safety distance between the vehicle and the lane line; respectively obtaining lateral distances between a plurality of target obstacles and the vehicle based on the relative movement trend; and calculating a fifth preset offset distance of the vehicle based on the transverse distance, so as to control the vehicle to execute the offset action at the fifth preset offset distance while maintaining the preset safety distance.

An embodiment of a third aspect of the present application provides a vehicle, including: the offset control method of the vehicle according to the above embodiment includes a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the offset control method of the vehicle according to the above embodiment.

A fourth aspect of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the offset control method of the vehicle as above.

The beneficial effects of the embodiment of the application are that:

(1) According to the method and the device, the optimal offset planning strategy of the vehicle can be generated based on the relative motion trend of each target obstacle and the vehicle, so that the obstacles on two sides of a road are controlled to be avoided in advance in the running process of the vehicle;

(2) According to the method and the device, whether the perceived target is the target obstacle can be judged through the fusion data, and the target obstacle information is obtained based on the fusion data, so that different offset planning can be conveniently and pointedly carried out on different target obstacles;

(3) According to the method and the device for planning the longitudinal speed of the obstacle, the longitudinal speed of the vehicle can be adjusted while different offset planning is carried out according to the longitudinal speed and the transverse speed of the target obstacle, so that scenes such as overtaking and occupying a road of the target obstacle can be dealt with.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

fig. 1 is a flowchart of a vehicle offset control method according to an embodiment of the present application;

FIG. 2 is a schematic diagram of an offset control method of a vehicle according to an embodiment of the present application;

FIG. 3 is a flow chart of a method of offset control of a vehicle according to an embodiment of the present application;

FIG. 3a is a schematic diagram of a partial enlargement of a flow chart of a vehicle offset control method according to an embodiment of the present application;

FIG. 3b is a schematic diagram second enlarged partial view of a flow chart of a vehicle offset control method according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of an offset control device for a vehicle according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Wherein the offset control means of the 10-vehicle; 100-acquisition module, 200-first determination module, 300-control module.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.

The offset control method and device for a vehicle, the vehicle and the storage medium according to the embodiments of the present application are described below with reference to the accompanying drawings. In the method, the embodiment of the application can determine the relative movement trend of each target obstacle and the vehicle by combining the current running state of the vehicle and the information of each target obstacle in an automatic driving mode, so as to generate an optimal offset planning strategy of the vehicle based on the relative movement trend, thereby controlling the vehicle to execute offset action based on the optimal offset planning strategy, judging whether the vehicle needs to offset according to comprehensive logic, and determining offset planning, so that the vehicle can keep a safe distance with the target obstacle in the running process, and the running safety of the vehicle is improved. Therefore, the technical problems that in the related art, other physical laws are ignored only by judging the collision time, and potential safety hazards existing in the running process of the vehicle are difficult to deal with are solved.

Specifically, fig. 1 is a schematic flow chart of a vehicle offset control method according to an embodiment of the present application.

As shown in fig. 1, the offset control method of the vehicle includes the steps of:

in step S101, at least one target obstacle information of at least one direction of the vehicle is acquired in the automatic driving mode.

In an actual execution process, when the vehicle is in an automatic driving mode, the embodiment of the application can acquire at least one target obstacle information of at least one direction of the vehicle by using a sensor of the vehicle, namely, can acquire all-around sensing information of the vehicle, wherein the target obstacle information can comprise: target obstacle images, movement data, etc.

Optionally, in one embodiment of the present application, acquiring at least one target obstacle information of at least one direction of the vehicle includes: acquiring environment image data of at least one direction of the vehicle while sensing radar data of at least one sensing target of the at least one direction of the vehicle; the fusion information data and the environment image data are fused to obtain fusion data of the perception target, and whether the perception target meets preset target obstacle judging conditions is judged based on the fusion data; and if the perception target meets the preset target obstacle judging condition, locking the perception target as a target obstacle, and obtaining target obstacle information based on the fusion data.

Specifically, the embodiment of the application may sense radar data of a sensing target in each direction of the vehicle by using a sensor, collect corresponding environmental image data, such as a sensing target image, a lane line image, and the like, so as to perform data fusion, and determine whether the sensing target meets a preset target obstacle determination condition based on the fusion data, where the preset target obstacle determination condition may be that the sensing target is located near a lane line where the vehicle is currently running, and the like.

For example, in the embodiment of the application, a 4D front millimeter wave radar is assembled at the middle position of a lower grille of a front bumper at the forefront end of a vehicle, 4 millimeter wave angle radars are assembled at the left side and the right side of the front bumper, a front view camera is assembled behind a rear view mirror in a front windshield, 5 periscope cameras are assembled above a left rear view mirror, a right rear view mirror, a left fender, a right fender and a rear license plate, a periscope controller is assembled at the rear part of the luggage box, a domain controller is assembled at the side of the luggage box, a sensing target is detected by the 4D front millimeter wave radars and the 4 millimeter wave angle radars which are arranged on the front bumper of the vehicle, and a detection result is sent to the domain controller; the 6 visual image heads detect target information (such as vehicles, pedestrians and riding vehicles) in environment image data within 360-degree range around the self-vehicle, and the environment (such as lane lines, road edges, guardrails, cone barrels, cartons and other obstacles) in the lane, and send the target information to the periscope controller to fuse and output continuous perception information to the domain controller. The domain controller receives the sensing information to perform fusion processing and locks the target barrier.

In step S102, a current running state of the vehicle is acquired, and a relative movement trend of each target obstacle and the vehicle is determined in combination with the current running state and each target obstacle information.

As a possible implementation manner, the embodiment of the present application may acquire the current running state of the vehicle, so as to combine the current running state with the information of each target obstacle to obtain the relative movement trend of each target obstacle and the vehicle.

For example, the embodiment of the application may detect the distance and the speed difference between the front radar and the target obstacle, and the domain controller data processing unit may calculate the horizontal and vertical distance of the target obstacle, and may also add intersection position compensation processing to determine whether to enter an intersection, so as to monitor the lane line ahead visually, and determine the expected track of the vehicle by combining with the current running state of the vehicle, and determine the relative movement trend of each target obstacle and the vehicle.

In step S103, an optimal offset planning strategy for the vehicle is generated based on the relative motion trend to control the vehicle to perform an offset action based on the optimal offset planning strategy.

Further, the embodiment of the application can generate the optimal offset planning strategy of the vehicle based on the relative movement trend, so that the vehicle is controlled to execute the offset action based on the optimal offset planning strategy, whether the vehicle needs to be offset or not is judged through comprehensive logic, and the offset planning is determined, so that the vehicle can keep a safe distance from a target obstacle in the running process, and the running safety of the vehicle is improved.

Optionally, in one embodiment of the present application, before generating the optimal offset planning strategy for the vehicle based on the relative motion trend, further comprises: the distribution of each target obstacle is determined based on the target obstacle information to generate an optimal offset planning strategy for the vehicle based on the distribution and the relative motion trend.

In the actual implementation process, the embodiment of the application can determine the distribution condition of each target obstacle by utilizing the target obstacle information before generating the optimal offset planning strategy of the vehicle based on the relative movement trend, namely judging the specific direction of the target obstacle positioned on the vehicle, so as to obtain the optimal offset planning strategy of the vehicle according to the difference of the target obstacle and the vehicle direction and the relative movement trend between the target obstacle and the vehicle.

Optionally, in one embodiment of the present application, when the distribution situation is that of the vehicle on one side, generating an optimal offset planning strategy for the vehicle based on the relative motion trend includes: determining a target obstacle type based on the relative movement trend; if the target obstacle type is a static type, controlling the vehicle to transversely shift a first preset shift distance to one side far away from the target obstacle; if the target obstacle type is a dynamic type, the lateral speed and the longitudinal speed of the target obstacle are obtained based on the relative movement trend, and the optimal offset planning strategy of the vehicle is matched based on the lateral speed and the longitudinal speed.

In some embodiments, the embodiment of the present application may determine the type of the target obstacle based on a relative movement trend, where when the relative movement trend is that the distance between the vehicle and the target obstacle is shortened at the current running speed, that is, one is in a stationary state, and one is in a moving state, the type of the target obstacle may be determined to be a stationary type, and at this time, the embodiment of the present application may control the vehicle to laterally shift a first preset shift distance, for example, 30cm, to a side far away from the target obstacle, so as to prevent the target obstacle from being knocked over by wind pressure due to the vehicle running;

when the relative movement trend is that the distance between the vehicle and the target obstacle is shortened without the current running speed of the vehicle, namely, both the vehicle and the target obstacle are in a movement state, the transverse speed and the longitudinal speed of the target obstacle can be obtained based on the relative movement trend, so that the optimal offset planning strategy of the vehicle is matched based on the transverse speed and the longitudinal speed.

Optionally, in one embodiment of the present application, the optimal offset planning strategy for matching the vehicle based on lateral speed and longitudinal speed includes: if the longitudinal speed is less than or equal to the first preset longitudinal speed, controlling the vehicle to transversely shift a second preset shift distance to one side far away from the target obstacle, so that the distance between the vehicle and the target obstacle is greater than the first preset transverse distance; if the longitudinal speed is greater than the first preset longitudinal speed and the transverse speed is zero, controlling the vehicle to transversely shift a third preset shift distance to one side far away from the target obstacle, so that the distance between the vehicle and the target obstacle is greater than the second preset transverse distance; and if the longitudinal speed is greater than the first preset longitudinal speed and the transverse speed is not zero, controlling the vehicle to transversely shift a fourth preset shift distance to the side far away from the target obstacle based on the longitudinal speed and the speed of the vehicle, and simultaneously controlling the vehicle to decelerate to the second preset longitudinal speed.

That is, if the longitudinal speed is less than or equal to the first preset longitudinal speed, it may be determined that the target obstacle is a pedestrian, a rider, a wandering animal, or the like, and the embodiment of the present application may control the vehicle to laterally shift to a side far away from the target obstacle by a second preset shift distance, so that the distance between the vehicle and the target obstacle is greater than the first preset lateral distance, for example, 1m, where the first preset longitudinal speed may be set by a person skilled in the art according to the actual situation, and no specific limitation is made herein.

If the longitudinal speed is greater than the first preset longitudinal speed, the target obstacle can be judged to be an obstacle vehicle, and when the transverse speed of the obstacle vehicle is zero, the intention of the obstacle vehicle to transversely approach the vehicle can be judged, and the embodiment of the invention can control the vehicle to deviate based on the factors such as the movement direction of the obstacle vehicle, whether the obstacle vehicle is in line pressing or not, and the like, if the adjacent lane has a oncoming vehicle or the adjacent lane has a backward vehicle, and when the vehicle speed is greater than the current vehicle speed of the vehicle, the vehicle is controlled to transversely deviate to one side far from the target obstacle by a third preset deviation distance, so that the distance between the vehicle and the target obstacle is greater than 1m; if the adjacent lane has a oncoming vehicle or the adjacent lane has a backward vehicle, the speed is smaller than the current speed of the vehicle, and when the obstacle vehicle is in line, the vehicle is controlled to transversely shift a third preset shift distance to one side far away from the target obstacle, so that the distance between the vehicle and the target obstacle is larger than 1m.

If the longitudinal speed is greater than the first preset longitudinal speed, it may be determined that the target obstacle is an obstacle vehicle, and the transverse speed is not zero, and when the obstacle vehicle longitudinal speed is greater than the current speed of the vehicle, it may be determined that the obstacle vehicle has an intention of being laterally close to the vehicle, that is, an overtaking intention, and the embodiment of the present application may control the vehicle to laterally shift to a side far from the target obstacle by a fourth preset shift distance based on the longitudinal speed of the target obstacle and the current speed of the vehicle, and simultaneously control the vehicle to decelerate to a second preset longitudinal speed so as to facilitate overtaking of the obstacle vehicle and prevent collision with the obstacle vehicle. The second preset longitudinal speed and the fourth preset offset distance may be set by those skilled in the art according to factors such as a vehicle speed of the obstacle vehicle, a vehicle type size of the obstacle vehicle, and the like, and are not particularly limited herein.

Optionally, in one embodiment of the present application, when the distribution situation is that of two sides, generating an optimal offset planning strategy for the vehicle based on the relative motion trend includes: identifying a lane line of a current driving lane of the vehicle to obtain a preset safety distance between the vehicle and the lane line; respectively obtaining the transverse distances between a plurality of target barriers and the vehicle based on the relative movement trend; a fifth preset offset distance of the vehicle is calculated based on the lateral distance to control the vehicle to execute an offset action at the fifth preset offset distance while maintaining the preset safety distance.

In other embodiments, when the target obstacles are distributed on two sides of the vehicle, the embodiments of the present application may identify a lane line of the current driving lane of the vehicle, obtain a preset safety distance between the vehicle and the lane line, and obtain lateral distances between the plurality of target obstacles and the vehicle based on the relative movement trend, respectively, so as to calculate a fifth preset offset distance of the vehicle based on the lateral distances, so as to control the vehicle to execute the offset action with the fifth preset offset distance while maintaining the preset safety distance.

When the two sides of the vehicle are provided with barrier vehicle line pressing lines, and the vehicle cannot maintain a preset safety distance, the embodiment of the application can control the vehicle to change the speed based on the speed of the barrier vehicle at any side so as to get rid of the condition that target barriers exist at the two sides, for example, when the speed of the target barriers is greater than the current speed of the vehicle, the vehicle is controlled to decelerate, and when the speed of the target barriers is less than the current speed of the vehicle, the vehicle is controlled to accelerate.

The working principle of the offset control method of the vehicle according to the embodiment of the present application will be described in detail with reference to fig. 2 and 3.

As shown in fig. 2, when actually applied, the embodiment of the present application may be implemented based on the following functional components: the vehicle information monitoring system comprises a detection control unit, a vehicle information monitoring unit, a data processing unit and a data executing unit.

Wherein the data detection control unit may include: front millimeter wave radar (mounted at the front bumper lower grille at the forefront of the vehicle) for detecting vehicle and pedestrian target information, 4 millimeter wave angle radars (mounted on the left and right sides of the front and rear bumpers), 1 front view camera (mounted on the front windshield behind the rear view mirror) and 5 front view cameras (mounted above the left and right rear view mirrors and left and right fenders and rear license plate), wheel speed sensors (mounted on the hubs of four wheels) for providing vehicle speed information, sensors (mounted in the EPBi actuator) for providing yaw angle speed information, and corner sensors (mounted on the steering mechanism) for providing steering wheel corner information.

The data processing unit may include: and the periscope controller (assembled at the bottom of the rear end of the trunk) fuses and outputs the sensing data of the 6 cameras, and covers the 360-degree range of the vehicle. The domain controller (assembled on the right side of the rear end of the trunk) fuses the output radar and the camera perception target for perception data calculation and output control strategy.

The data execution unit may include: the integrated electronic parking brake System and power control unit EMS (Engine-Management-System) for lateral distance control is a steering mechanism EPS (Electric Power Steering ) control unit, and longitudinal distance control.

According to the embodiment of the application, a 4D front millimeter wave radar is assembled at the middle position of a lower grille of a front bumper at the forefront end of a vehicle, 4 millimeter wave angle radars are assembled at the left side and the right side of the front bumper and the rear side of the rear bumper, a front view camera is assembled at the rear of a front windshield, 5 rearview cameras are assembled above a left rearview mirror, a right rearview mirror, a left fender, a right fender and a rear license plate, a rearview controller is assembled at the rear of a luggage box, a domain controller is assembled at the side of the luggage box, a sensing target is detected by the 4D front millimeter wave radars and the 4 millimeter wave angle radars which are arranged on the front grille of the vehicle, and a detection result is sent to the domain controller; the 6 visual image heads detect target information (such as vehicles, pedestrians and riding vehicles) in environment image data within 360-degree range around the self-vehicle, and the environment (such as lane lines, road edges, guardrails, cone barrels, cartons and other obstacles) in the lane, and send the target information to the periscope controller to fuse and output continuous perception information to the domain controller. The domain controller receives the sensing information to perform fusion processing and locks the target barrier.

According to the method and the device, the distance and the speed difference between the front radar and the target obstacle can be detected, the domain controller data processing unit calculates the transverse and longitudinal distances of the target obstacle, meanwhile, intersection position compensation processing can be added, whether an intersection is entered is judged, and therefore the front lane line is monitored visually, the current running state of the vehicle is combined, the expected track of the vehicle is judged, and the relative movement trend of each target obstacle and the vehicle is determined.

Further, the embodiment of the application can solve the following 7 scenarios:

1. the side of the self-driving road is provided with guardrails, road edges, cone barrels or other barriers.

2. There are oncoming vehicles or backward oncoming vehicles, and the distance between the vehicle and the obstacle vehicle is less than 1m.

3. The oncoming or backward vehicle speed is greater than the vehicle, with a lateral movement vehicle speed.

4. The oncoming vehicle or the backward vehicle runs along the line.

5. The adjacent lanes are provided with trolley line pressing driving.

6. Pedestrians or riders are located on one side of the vehicle in the lane.

7. The targets appear simultaneously on the left and right lanes of the self lane: clear lane lines are arranged in the lanes; both vehicles have a lateral target vehicle speed.

Further, as shown in fig. 3, an embodiment of the present application may include the following steps:

fig. 3a and 3b are partial enlarged views of the flowchart shown in fig. 3.

S1: when the vehicle runs in the automatic driving mode, the lane centering function is activated.

S2: the radar and the camera are used for identifying targets, the camera is used for identifying lane lines, and the steering wheel angle and the yaw rate of the whole vehicle are used for pre-judging the running track of the vehicle, so that the condition that the transverse control vehicle runs in the lane in a centering way is met.

S3: the sensing detection unit detects whether the vehicle has a target obstacle or not, and if the vehicle has no target obstacle, the vehicle continues to run in the center.

S4: when a target obstacle such as a guardrail, a road edge, a cone barrel or a carton is detected on one side of the vehicle, the transverse control is carried out to deviate from the vehicle to a distance of L1 (at least 30cm and can be calibrated).

S5: when the side lane, namely the adjacent lane has opposite incoming vehicles or the side lane has backward vehicles and the speed is greater than the speed of the vehicle, the lateral distance between the obstacle vehicle and the vehicle is less than 1m (calibratable):

if the obstacle vehicles and the vehicles have a transverse approaching trend, the vehicle transverse path planning is shifted to the other side by L1 (at least 30cm, can be calibrated) and is far away from the obstacle vehicles of the side lanes;

if the side-lane obstacle vehicle runs along the line, and the lane line is pressed (such as double yellow lines, and the lane line on the lane side is taken as a judging target), the vehicle transverse path planning is shifted to the other side, and the distance L2 (at least 1m and calibratable) between the side-lane obstacle vehicle and the vehicle is kept.

S6: when the front side lane obstacle vehicle runs in a line, and the speed of the vehicle is greater than the actual speed of the line obstacle vehicle, judging that the distance from the front vehicle is greater than t according to the relative speed ₁ s (1 lattice time interval 2s can be calibrated) time interval, controlling the vehicle to shift to the other side, and maintaining the transverse distance L3 (at least 60cm can be calibrated) between the vehicle and the line pressing obstacle; in this case, if the obstacle vehicle is also near the lane line or there is a lateral movement speed, the vehicle makes a longitudinal speed adjustment, and the deceleration is controlled to a ₁ (comfort recommended control at-2 m/s, calibratable) as comfortable deceleration as possible until the time distance relative to the longitudinal distance of the preceding obstacle vehicle is 1 lattice time distance t ₁ s is more than s.

S7: when the side lane has a cart running, the vehicle path planning is controlled to shift to the other side, and the lateral distance L2 (at least 1m can be calibrated) between the side lane and the cart is kept.

S8: when a pedestrian or a rider is arranged at one side edge of the lane, the vehicle is controlled to deviate to the lane line at the other side, and the distance L2 (at least 1m can be calibrated) between the vehicle and the pedestrian or the rider is kept.

S9: the traffic conditions are mutually combined, and when lanes on the left side and the right side of the lane are simultaneously present, the traffic conditions can be processed as follows:

in the case of a clear lane line being identified, when laterally offset, the minimum distance requirement L3 (at least 30cm calibratable) of the vehicle edge from the lane line is higher than the offset logic of other moving or stationary objects;

the two sides are both moving targets, so that the vehicles generate transverse offset types, namely, when conditions such as oncoming vehicles, bypass vehicles, line pressing of the front bypass vehicles and the like are combined with each other and are simultaneously appeared on the two sides of the lane line, the right offset D1 is carried out according to the left target, the left offset D2 is carried out according to the right target, and the comprehensive right offset D=D1-D2 is carried out, wherein the negative number of D represents the offset in the opposite direction.

S10: and after the offset is finished, the sensing detection module continues to detect and enter the next cycle.

According to the vehicle offset control method provided by the embodiment of the application, under the automatic driving mode, the relative movement trend of each target obstacle and the vehicle is determined by combining the current driving state of the vehicle and the information of each target obstacle, so that the vehicle is controlled to execute offset action based on the optimal offset planning strategy, whether the vehicle needs to be offset or not is judged by comprehensive logic, and offset planning is determined, so that the vehicle can keep a safe distance with the target obstacle in the driving process, and the driving safety of the vehicle is improved. Therefore, the technical problems that in the related art, other physical laws are ignored only by judging the collision time, and potential safety hazards existing in the running process of the vehicle are difficult to deal with are solved.

Next, an offset control apparatus of a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 4 is a block schematic diagram of an offset control apparatus of a vehicle of an embodiment of the present application.

As shown in fig. 4, the offset control apparatus 10 of the vehicle includes: the device comprises an acquisition module 100, a first determination module 200 and a control module 300.

Specifically, the acquiring module 100 is configured to acquire at least one target obstacle information of at least one direction of the vehicle in the automatic driving mode.

The first determining module 200 is configured to obtain a current driving state of the vehicle, and determine a relative movement trend of each target obstacle and the vehicle by combining the current driving state and each target obstacle information.

The control module 300 is configured to generate an optimal offset planning strategy for the vehicle based on the relative motion trend, so as to control the vehicle to execute an offset action based on the optimal offset planning strategy.

Optionally, in one embodiment of the present application, the acquiring module 100 includes: the device comprises a sensing unit, a fusion unit and a locking unit.

The sensing unit is used for sensing radar data of at least one sensing target in at least one direction of the vehicle and collecting environment image data in at least one direction of the vehicle.

And the fusion unit is used for fusing the information data and the environment image data to obtain fusion data of the perception target and judging whether the perception target meets the preset target obstacle judging condition or not based on the fusion data.

And the locking unit is used for locking the perception target as the target obstacle when the perception target meets the preset target obstacle judging condition and obtaining target obstacle information based on the fusion data.

Optionally, in one embodiment of the present application, the offset control apparatus 10 of the vehicle further includes: and a second determination module.

The second determining module is used for determining the distribution condition of each target obstacle based on the target obstacle information so as to generate an optimal offset planning strategy of the vehicle based on the distribution condition and the relative movement trend.

Optionally, in one embodiment of the present application, the control module 300 is configured to determine the target obstacle type based on the relative movement trend; when the target obstacle type is a static type, controlling the vehicle to transversely shift a first preset shift distance to one side far away from the target obstacle; and when the target obstacle type is a dynamic type, obtaining the transverse speed and the longitudinal speed of the target obstacle based on the relative motion trend, and matching the optimal offset planning strategy of the vehicle based on the transverse speed and the longitudinal speed.

Optionally, in one embodiment of the present application, the control module 300 includes: the first control unit, the second control unit and the third control unit.

And the first control unit is used for controlling the vehicle to transversely shift a second preset shift distance to one side far away from the target obstacle when the longitudinal speed is smaller than or equal to a first preset longitudinal speed, so that the distance between the vehicle and the target obstacle is larger than the first preset transverse distance.

And the second control unit is used for controlling the vehicle to transversely shift a third preset shift distance to one side far away from the target obstacle when the longitudinal speed is larger than the first preset longitudinal speed and the transverse speed is zero, so that the distance between the vehicle and the target obstacle is larger than the second preset transverse distance.

And a third control unit for controlling the vehicle to decelerate to the second preset longitudinal speed while laterally shifting the vehicle to a side far from the target obstacle by a fourth preset shift distance based on the longitudinal speed and the vehicle speed of the vehicle when the longitudinal speed is greater than the first preset longitudinal speed and the lateral speed is not zero.

Optionally, in one embodiment of the present application, the control module 300 is further configured to identify a lane line of a current driving lane of the vehicle to obtain a preset safe distance between the vehicle and the lane line; respectively obtaining the transverse distances between a plurality of target barriers and the vehicle based on the relative movement trend; a fifth preset offset distance of the vehicle is calculated based on the lateral distance to control the vehicle to execute an offset action at the fifth preset offset distance while maintaining the preset safety distance.

It should be noted that the foregoing explanation of the embodiment of the offset control method for a vehicle is also applicable to the offset control device for a vehicle of this embodiment, and will not be repeated here.

According to the vehicle offset control device provided by the embodiment of the application, under the automatic driving mode, the relative movement trend of each target obstacle and the vehicle can be determined by combining the current driving state of the vehicle and the information of each target obstacle, so that the optimal offset planning strategy of the vehicle is generated based on the relative movement trend, the vehicle is controlled to execute the offset action based on the optimal offset planning strategy, whether the vehicle needs to be offset or not is judged by comprehensive logic, and the offset planning is determined, so that the vehicle can keep a safe distance with the target obstacle in the driving process, and the driving safety of the vehicle is improved. Therefore, the technical problems that in the related art, other physical laws are ignored only by judging the collision time, and potential safety hazards existing in the running process of the vehicle are difficult to deal with are solved.

Fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

memory 501, processor 502, and a computer program stored on memory 501 and executable on processor 502.

The processor 502 implements the offset control method of the vehicle provided in the above embodiment when executing a program.

Further, the vehicle further includes:

A communication interface 503 for communication between the memory 501 and the processor 502.

Memory 501 for storing a computer program executable on processor 502.

The memory 501 may include high-speed RAM memory and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

If the memory 501, the processor 502, and the communication interface 503 are implemented independently, the communication interface 503, the memory 501, and the processor 502 may be connected to each other via a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Peripheral Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 5, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 501, the processor 502, and the communication interface 503 are integrated on a chip, the memory 501, the processor 502, and the communication interface 503 may perform communication with each other through internal interfaces.

The processor 502 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement embodiments of the present application.

The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the offset control method of the vehicle as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless explicitly defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer cartridge (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in each embodiment of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A vehicle offset control method, characterized by comprising the steps of:

in an automatic driving mode, acquiring at least one target obstacle information of at least one direction of a vehicle;

acquiring a current running state of the vehicle, and determining a relative movement trend of each target obstacle and the vehicle by combining the current running state and each target obstacle information; and

an optimal offset planning strategy for the vehicle is generated based on the relative motion trend to control the vehicle to perform an offset action based on the optimal offset planning strategy.

2. The method of claim 1, wherein the acquiring at least one target obstacle information for at least one direction of the vehicle comprises:

acquiring environment image data of at least one direction of the vehicle while sensing radar data of at least one sensing target of the at least one direction of the vehicle;

Fusing the information data and the environment image data to obtain fused data of the perception target, and judging whether the perception target meets a preset target obstacle judging condition or not based on the fused data;

and if the perception target meets the preset target obstacle judging condition, locking the perception target as a target obstacle, and obtaining the target obstacle information based on the fusion data.

3. The method of claim 2, further comprising, prior to generating the optimal offset planning strategy for the vehicle based on the relative motion trend:

determining a distribution of each of the target obstacles based on the target obstacle information to generate an optimal offset planning strategy for the vehicle based on the distribution and the relative motion trend.

4. A method according to claim 3, wherein when the distribution situation is one-sided, the generating an optimal offset planning strategy for the vehicle based on the relative movement trend comprises:

determining the target obstacle type based on the relative movement trend;

if the target obstacle type is a static type, controlling the vehicle to transversely shift a first preset shift distance to one side far away from the target obstacle;

If the target obstacle type is a dynamic type, a lateral speed and a longitudinal speed of the target obstacle are obtained based on the relative movement trend, and an optimal offset planning strategy of the vehicle is matched based on the lateral speed and the longitudinal speed.

5. The method of claim 4, wherein the matching the optimal offset planning strategy for the vehicle based on the lateral speed and the longitudinal speed comprises:

if the longitudinal speed is less than or equal to a first preset longitudinal speed, controlling the vehicle to laterally shift a second preset shift distance to a side far away from the target obstacle, so that the distance between the vehicle and the target obstacle is greater than the first preset lateral distance;

if the longitudinal speed is greater than a first preset longitudinal speed and the transverse speed is zero, controlling the vehicle to transversely shift a third preset shift distance to a side far away from the target obstacle so that the distance between the vehicle and the target obstacle is greater than a second preset transverse distance;

and if the longitudinal speed is greater than a first preset longitudinal speed and the transverse speed is not zero, controlling the vehicle to transversely shift a fourth preset shift distance to one side far away from the target obstacle based on the longitudinal speed and the vehicle speed of the vehicle, and simultaneously controlling the vehicle to decelerate to a second preset longitudinal speed.

6. A method according to claim 3, wherein when the distribution situation is a distribution on both sides, the generating an optimal offset planning strategy for the vehicle based on the relative movement trend comprises:

identifying a lane line of a current driving lane of the vehicle to obtain a preset safety distance between the vehicle and the lane line;

respectively obtaining lateral distances between a plurality of target obstacles and the vehicle based on the relative movement trend;

and calculating a fifth preset offset distance of the vehicle based on the transverse distance, so as to control the vehicle to execute the offset action at the fifth preset offset distance while maintaining the preset safety distance.

7. A vehicle offset control method, characterized by comprising:

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring at least one target obstacle information of at least one direction of a vehicle in an automatic driving mode;

the determining module is used for acquiring the current running state of the vehicle, and determining the relative movement trend of each target obstacle and the vehicle by combining the current running state with the information of each target obstacle; and

and the control module is used for generating an optimal offset planning strategy of the vehicle based on the relative motion trend so as to control the vehicle to execute offset action based on the optimal offset planning strategy.

8. The method of claim 7, wherein the acquisition module comprises:

the sensing unit is used for sensing radar data of at least one sensing target in at least one direction of the vehicle and collecting environment image data in at least one direction of the vehicle;

the fusion unit is used for fusing the information data and the environment image data to obtain fusion data of the perception target, and judging whether the perception target meets preset target obstacle judging conditions or not based on the fusion data;

and the locking unit is used for locking the perception target as a target obstacle when the perception target meets a preset target obstacle judging condition, and obtaining the target obstacle information based on the fusion data.

9. A vehicle, characterized by comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the offset control method of the vehicle according to any one of claims 1 to 6.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that the program is executed by a processor for realizing the offset control method of a vehicle according to any one of claims 1 to 6.