CN116534019A - Vehicle detouring method and device, vehicle and storage medium - Google Patents
Vehicle detouring method and device, vehicle and storage medium Download PDFInfo
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- CN116534019A CN116534019A CN202310746121.XA CN202310746121A CN116534019A CN 116534019 A CN116534019 A CN 116534019A CN 202310746121 A CN202310746121 A CN 202310746121A CN 116534019 A CN116534019 A CN 116534019A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/50—Barriers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention discloses a vehicle detouring method, a device, a vehicle and a storage medium, comprising the following steps: after detecting that the vehicle enters a detour scene, planning a detour route of the vehicle to obtain a target detour track and a detour interval; acquiring all barriers in a detour interval, removing the barriers which have no influence on the vehicle from all the barriers, and marking the rest barriers as dangerous barriers; determining the time difference between each dangerous obstacle and the arrival of the vehicle at the detour interval, determining a detour decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the detour decision. The technical scheme of the embodiment of the invention can improve the safety and stability of the detour process of the automatic driving vehicle.
Description
Technical Field
The present invention relates to the field of automatic driving technologies, and in particular, to a vehicle detouring method, a device, a vehicle, and a storage medium.
Background
At present, the automatic driving technology mainly adopts a transverse and longitudinal decoupling method to carry out transverse path planning, and does not consider whether the longitudinal speed of the vehicle meets the preset requirement, particularly, a processing method for coping with surrounding obstacles is lacking in a vehicle detouring scene, so that the problem of repeated decision is easy to occur in the detouring process, the smoothness of the detouring process is influenced, and in severe cases, the path planning failure is caused due to untimely deceleration, so that the vehicle is braked suddenly or collides.
In order to solve the above problems, the existing vehicle detouring method only considers whether the front of the vehicle has an obstacle to block a lane, and information such as an intersection, a solid line, a destination position and the like after judging that the vehicle enters a detouring scene, and does not consider heading information of the front obstacle and dynamic obstacle information of surrounding lanes, so that an automatic driving vehicle is often detoured on one side of the forward direction of the front obstacle, and collision is easy to occur; secondly, the existing detour method aims at the treatment of dynamic barriers, and only judges whether the space distance meets the traffic or not, so that the method is easily influenced by acceleration and deceleration of a rear vehicle or perception errors and the like, the vehicle is braked suddenly, and proper treatment is not carried out on extreme dangerous situations such as insufficient braking distance and the like.
Disclosure of Invention
The invention provides a vehicle detouring method, a device, a vehicle and a storage medium, which can improve the safety and stability of the detouring process of an automatic driving vehicle.
In a first aspect, an embodiment of the present invention provides a vehicle detouring method, which is applied to a vehicle, including:
after detecting that a vehicle enters a detour scene, planning a detour route of the vehicle to obtain a target detour track and a detour section corresponding to the target detour track;
acquiring all barriers in the detour interval, removing the barriers which have no influence on the vehicle from all the barriers, and marking the rest barriers as dangerous barriers;
determining the time difference between each dangerous obstacle and the arrival of the vehicle at a detour interval, determining a detour decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the detour decision.
In a second aspect, an embodiment of the present invention further provides a vehicle detouring device, including:
the detour planning module is used for planning the detour route of the vehicle after detecting that the vehicle enters a detour scene to obtain a target detour track and a detour interval corresponding to the target detour track;
the obstacle screening module is used for acquiring all the obstacles in the detour interval, removing the obstacles which have no influence on the vehicle from all the obstacles, and marking the rest obstacles as dangerous obstacles;
and the vehicle control module is used for determining the time difference between each dangerous obstacle and the arrival bypass interval of the vehicle, determining a bypass decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the bypass decision.
In a third aspect, an embodiment of the present invention further provides a vehicle, including:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein, the liquid crystal display device comprises a liquid crystal display device,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle detour method provided by any one of the embodiments of the present invention.
In a fourth aspect, embodiments of the present invention further provide a computer readable storage medium storing computer instructions for causing a processor to execute the method for bypassing a vehicle provided in any one of the embodiments of the present invention.
According to the technical scheme provided by the embodiment of the invention, after the vehicle enters the detour scene, the detour route of the vehicle is planned to obtain the target detour track and the detour zone corresponding to the target detour track, all the obstacles are obtained in the detour zone, the obstacles which have no influence on the vehicle are removed from all the obstacles, the rest obstacles are marked as dangerous obstacles, the time difference between each dangerous obstacle and the arrival of the vehicle at the detour zone is determined, the detour decision matched with the vehicle is determined according to the time difference, and the running of the vehicle is controlled according to the technical means of the detour decision, so that the safety and the stability of the detour process of the automatic driving vehicle can be improved.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for bypassing a vehicle according to a first embodiment of the present invention;
FIG. 2 is a flow chart of another method of bypassing a vehicle according to a second embodiment of the present invention;
FIG. 3 is a flow chart of another method of bypassing a vehicle provided in accordance with a third embodiment of the present invention;
fig. 4 is a schematic structural view of a vehicle detour device according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a vehicle according to a fifth embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
Fig. 1 is a flowchart of a vehicle detour method according to an embodiment of the present invention, which is applicable to the case of controlling the detour of an autonomous vehicle, and the method may be performed by a vehicle detour device, which may be implemented in the form of hardware and/or software, and which may be configured in a vehicle.
As shown in fig. 1, a vehicle detour method disclosed in the present embodiment includes:
and S110, after the fact that the vehicle enters the detour scene is detected, planning a detour route of the vehicle to obtain a target detour track and a detour section corresponding to the target detour track.
In this embodiment, optionally, if an obstacle that runs at a low speed is always present in a preset period of time in front of the lane corresponding to the vehicle, it may be determined that the vehicle enters a detour scene; or if the distance between the vehicle and a certain obstacle is smaller than the preset detour distance and the obstacle is not affected by other obstacles, it may be determined that the vehicle enters the detour scene. Specifically, the preset time period minimum value may be 300ms.
In a specific embodiment, after detecting that the vehicle enters the detour scene, the detour route of the vehicle may be planned according to the position of the vehicle, the running information (such as the running speed, the acceleration, etc.), the position of the obstacle, and the running information, so as to obtain the target detour track and the detour section. The detour section may be a spatial distance from the vehicle crossing the host lane to returning to the host lane under the target detour trajectory.
S120, acquiring all the obstacles in the detour section, removing the obstacles which have no influence on the vehicle from all the obstacles, and marking the rest obstacles as dangerous obstacles.
In this step, it is possible to eliminate, among all the obstacles, the obstacle that does not affect the vehicle, such as an obstacle farther from the vehicle, or an obstacle that is unlikely to collide with the vehicle, or the like, and then take the remaining obstacle as a dangerous obstacle.
The method has the advantages that the calculation amount of the subsequent detour decision determining process can be saved, and the determination efficiency of the detour decision is improved.
S130, determining the time difference between each dangerous obstacle and the arrival bypass interval of the vehicle, determining a bypass decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the bypass decision.
In this embodiment, according to the traveling information of the vehicle and each dangerous obstacle, the time spent by each dangerous obstacle to reach the detour area and the time spent by the vehicle to reach the detour area may be calculated respectively, and the time spent by each dangerous obstacle and the time spent by the vehicle may be subtracted to obtain the time difference. Optionally, after the time difference is obtained, the time difference may be compared with a preset threshold, and a detour decision may be determined according to a comparison result.
In this embodiment, by determining the time difference between each dangerous obstacle and the arrival of the vehicle at the detour interval, the detour decision matched with the vehicle is determined according to the time difference, and the appropriate and effective detour mode can be determined by combining the dynamic obstacle information around the vehicle, thereby improving the safety and stability of the detour process of the vehicle.
According to the technical scheme, after the vehicle enters the detour scene, the detour route of the vehicle is planned to obtain the target detour track and the detour zone corresponding to the target detour track, all the obstacles are obtained in the detour zone, the obstacles which have no influence on the vehicle are removed from all the obstacles, the remaining obstacles are marked as dangerous obstacles, the time difference between each dangerous obstacle and the arrival of the vehicle at the detour zone is determined, the detour decision matched with the vehicle is determined according to the time difference, and the vehicle running is controlled according to the technical means of the detour decision, so that the safety and the stability of the detour process of the automatic driving vehicle can be improved.
Example two
Fig. 2 is a flowchart of another vehicle detour method according to a second embodiment of the present invention, which is further optimized and expanded based on the above embodiments, and may be combined with various alternative solutions in the above embodiments.
As shown in fig. 2, another vehicle detour method disclosed in the present embodiment includes:
and S210, after detecting that the vehicle enters a detour scene, acquiring a lane corresponding to the vehicle, traversing the position in the S direction in an SL coordinate system according to the position and a preset sampling interval, and obtaining a plurality of target sampling points.
In the present embodiment, the SL coordinate system is also referred to as a Frenet Frame or a natural coordinate system. Specifically, after the position of the lane corresponding to the vehicle in the S direction is acquired, the vehicle may be traversed forward at a sampling interval of 2m with the position as a starting point until the vehicle is traversed forward of the obstacle by 5 m.
S220, determining a target detour direction corresponding to the vehicle according to the road condition information on two sides of the target sampling points and the driving information of the obstacle in front of the vehicle.
In a specific embodiment, if the lane line on the left side of the target sampling point is a dotted line, determining that the vehicle can detour from the left side direction; otherwise, if the lane line on the left side of the target sampling point is a road boundary or a solid line, it is determined that the vehicle cannot detour from the left side direction, and the right side of the vehicle is the same.
In addition, whether the obstacle in front of the vehicle is a static obstacle or not can be judged, if not, a course angle corresponding to the obstacle is obtained, the course angle is compared with the direction of a lane corresponding to the vehicle, and if the difference between the course angle and the direction of the lane corresponding to the vehicle is larger than 30 degrees, the vehicle is determined not to be capable of bypassing at one side of the advancing direction of the obstacle.
The advantage of this is that the vehicle is prevented from detouring over the solid line and also from detouring on the side of the forward direction of the obstacle, whereby the effectiveness of the target detouring trajectory and the safety of the automated driving vehicle detouring process can be improved.
S230, planning a detour route of the vehicle according to the target detour direction and the position information of the obstacle in front of the vehicle to obtain a target detour track.
In a specific embodiment, if a plurality of detour tracks are planned according to the target detour direction and the obstacle position information, the cost value of each detour track may be calculated, and the detour track with the minimum cost value may be used as the target detour track.
S240, acquiring all the obstacles in the detour section corresponding to the target detour track, removing the obstacles which have no influence on the vehicle from all the obstacles, and marking the rest obstacles as dangerous obstacles.
In one implementation of the present embodiment, removing the obstacle that has no influence on the vehicle from among all the obstacles includes: if all the obstacles exist static obstacles, eliminating the static obstacles; or judging the transverse distance between each obstacle and the vehicle in an SL coordinate system, and if the transverse distance is greater than a preset distance threshold value, removing the obstacle; or judging whether each obstacle corresponds to the same lane with the vehicle, wherein the obstacle is positioned behind the vehicle (or the obstacle follows the vehicle), and if yes, removing the obstacle; or judging whether each obstacle is positioned in front of a corresponding lane of the vehicle, if so, removing the obstacle; or judging whether each obstacle is positioned behind the corresponding lane of the vehicle, wherein the running speed of the obstacle is smaller than the running speed of the vehicle, and if so, removing the obstacle.
The advantage of this arrangement is that obstacles which may collide with the vehicle during the detour can be effectively screened, thereby improving the reliability of the detour decision and the safety of the detour of the autonomous vehicle.
S250, determining time differences between the dangerous obstacles and the arrival bypass intervals of the vehicles, and dividing the bypass scenes into safe scenes or dangerous scenes according to the time differences.
In this embodiment, the probability of collision between each dangerous obstacle and the vehicle may be determined according to the time difference between each dangerous obstacle and the arrival of the vehicle at the detour interval, and the detour scene may be classified as a safety scene or a dangerous scene according to the determination result.
In one implementation of this embodiment, dividing the bypass scene into a safety scene or a dangerous scene according to the time difference includes: if the dangerous obstacle is in the same direction as the vehicle, judging whether the time difference is smaller than a preset buffer time or not; if yes, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a safety scene;
if the dangerous obstacle is opposite to the vehicle, calculating the longitudinal distance between the dangerous obstacle and the vehicle according to the running speeds corresponding to the dangerous obstacle and the vehicle respectively, judging whether the longitudinal distance is smaller than a preset threshold value, and if so, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a security scene.
In this embodiment, the dangerous scene may be understood as a dangerous process in which the vehicle bypasses according to the target bypassing track in the current driving environment; a safety scenario may be understood as a process in which a vehicle bypasses according to a target detour trajectory is safer in a current driving environment.
And S260, determining a detour decision matched with the vehicle according to the division result corresponding to the detour scene, and controlling the vehicle to run according to the detour decision.
In this step, optionally, if the detour scene is a safety scene, the vehicle may be controlled to implement detour according to the target detour trajectory; otherwise, if the bypass scene is a dangerous scene, the vehicle can be controlled to wait until the bypass scene is a safe scene.
According to the technical scheme, after the vehicle enters the detour scene, the position of the lane corresponding to the vehicle in the S direction is obtained, the vehicle is traversed in front of the vehicle according to the position and the sampling interval, a plurality of target sampling points are obtained, the target detour direction corresponding to the vehicle is determined according to road condition information on two sides of the plurality of target sampling points and driving information of the obstacle in front of the vehicle, the detour route of the vehicle is planned according to the target detour direction and the position information of the obstacle in front of the vehicle, a target detour track is obtained, all the obstacles are obtained in the detour section corresponding to the target detour track, the obstacles which have no influence on the vehicle are removed from all the obstacles, then the rest obstacles are marked as dangerous obstacles, the time difference between each dangerous obstacle and the vehicle reaching the detour section is determined, the detour scene is divided into a safe scene or a dangerous scene according to the time difference, a detour decision matched with the vehicle is determined according to the division result corresponding to the detour scene, and the driving means of the vehicle is controlled according to the detour decision.
Example III
Fig. 3 is a flowchart of another vehicle detour method according to a third embodiment of the present invention, which is further optimized and extended based on the above embodiments, and can be combined with various alternative solutions in the above embodiments.
As shown in fig. 3, another vehicle detour method disclosed in the present embodiment includes:
and S310, after the fact that the vehicle enters the detour scene is detected, planning a detour route of the vehicle to obtain a target detour track and a detour section corresponding to the target detour track.
S320, acquiring all the obstacles in the detour interval, removing the obstacles which have no influence on the vehicle from all the obstacles, and marking the rest obstacles as dangerous obstacles.
S330, determining the time difference between each dangerous obstacle and the arrival bypass interval of the vehicle, judging whether the bypass scene is a safety scene according to the time difference, and if so, executing S340-S350; if not, S360 is performed.
S340, reducing the buffer time threshold according to a preset proportion, and comparing the time of the vehicle reaching the detour interval with the time of each dangerous obstacle reaching the detour interval to obtain a time comparison result.
In this embodiment, as the distance between the vehicle and the detour section gets closer and closer, the threshold value of the buffering time may be reduced according to a preset proportion, so that the logic for determining the detour security becomes relatively loose, and decision jump caused by a sensing error or acceleration and deceleration of the obstacle vehicle is avoided.
In one particular embodiment, the time required for the vehicle to reach the detour interval may be calculated as follows:
when the vehicle speed v<At 2m/s, the optimal starting acceleration a approximately equal to a can be obtained max /10, the vehicle arrives at the detour zoneThe time required for the time iss represents the distance between the vehicle and the obstacle in front;
when the vehicle speed v<V max At this time, the comfortable acceleration a.apprxeq.a can be obtained max 20 until V reaches V max When the vehicle is controlled to run at a constant speed, the time T=s/V required for reaching the detour interval max ；
When the vehicle speed v>V max When the vehicle needs to reduce the current speed to V max Can normally pass the detour interval, and the time required for reaching the detour intervalAnd by the formula->An average deceleration may be calculated, if the average deceleration is greater than the vehicle limit, indicating that the current distance is insufficient to decelerate to V max The detour interval is reached in which case
And S350, controlling the vehicle to bypass according to the reduced buffer time threshold value and the time comparison result.
And S360, establishing a virtual stop wall corresponding to the vehicle, so that the vehicle stops and waits for a detour time before crossing the corresponding lane according to the virtual stop wall.
In the present embodiment, if the current speed of the vehicle is low, a virtual stop wall may be established at the start of the detour section so that the vehicle stops at the previous time crossing the own lane and waits for the detour timing. If the current speed of the vehicle is higher and the required deceleration is too large, the minimum transverse distance between the vehicle and the obstacle can be calculated, and the position of the stop wall can be pushed forward as far as possible according to the minimum transverse distance on the premise of ensuring no collision, so that the braking distance of the vehicle is prolonged, and more comfortable braking experience is obtained.
In one implementation of the present embodiment, after the virtual stop wall is established, if it is detected that the vehicle speed exceeds the limit value, that is, the vehicle cannot stop before the stop wall in time, the vehicle may be controlled to exit the detour scene so as not to cause the collision to occur by traveling along the detour trajectory.
Specifically, the mode of controlling the vehicle to exit the detour scene may be to control the vehicle to continue running according to the original driving mode before entering the detour scene.
In the embodiment, the buffer time threshold is reduced according to the preset proportion in the safety scene, and the virtual stop wall is established in the dangerous scene, so that the collision between the vehicle and other obstacles in the bypassing process can be avoided, the problem that the bypassing decision is repeated due to sensing errors or the acceleration and deceleration of the obstacles is reduced, and the safety and stability of the bypassing process of the automatic driving vehicle are improved; secondly, if the collision risk of the current detour section is identified, the most comfortable deceleration is adopted for deceleration, and if the comfortable deceleration is insufficient for stopping the vehicle in the own lane, the vehicle is controlled to stop and wait across the own lane on the premise of safety by calculating the minimum transverse distance between the vehicle and the side lane, so that the comfortableness of the detour process of the automatic driving vehicle can be improved.
According to the technical scheme, after a vehicle enters a detour scene, a target detour track and a detour interval are obtained by planning the detour route of the vehicle, all obstacles are obtained in the detour interval, the obstacles which have no influence on the vehicle are removed from all the obstacles, the rest obstacles are marked as dangerous obstacles, the time difference between each dangerous obstacle and the arrival of the vehicle at the detour interval is determined, whether the detour scene is a safety scene or not is judged according to the time difference, if yes, the buffer time threshold is reduced according to a preset proportion, the time of the arrival of the vehicle at the detour interval is compared with the time of the arrival of each dangerous obstacle at the detour interval, and the detour of the vehicle is controlled according to the reduced buffer time threshold and the time comparison result; if not, establishing a virtual stop wall corresponding to the vehicle, so that the vehicle stops before crossing the corresponding lane according to the virtual stop wall and waits for the technical means of the detour opportunity, and the safety, stability and comfort of the detour process of the automatic driving vehicle can be improved.
Example IV
Fig. 4 is a schematic structural diagram of a vehicle detouring device according to a fourth embodiment of the present invention, where the present embodiment is applicable to controlling a detouring situation of an autonomous vehicle, and the vehicle detouring device may be implemented in hardware and/or software and may be configured in a vehicle.
As shown in fig. 4, the vehicle detouring device disclosed in the present embodiment includes:
the detour planning module 410 is configured to plan a detour route of the vehicle after detecting that the vehicle enters a detour scene, so as to obtain a target detour track and a detour interval corresponding to the target detour track;
an obstacle screening module 420, configured to obtain all obstacles in the detour interval, reject obstacles that have no impact on the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles;
the vehicle control module 430 is configured to determine a time difference between each of the dangerous obstacles and the arrival of the vehicle at a detour interval, determine a detour decision matching with the vehicle according to the time difference, and control the vehicle to travel according to the detour decision.
According to the technical scheme, after a vehicle enters a detour scene, a detour route of the vehicle is planned to obtain a target detour track and a detour zone corresponding to the target detour track, all obstacles are obtained in the detour zone, obstacles which have no influence on the vehicle are removed from all the obstacles, the remaining obstacles are marked as dangerous obstacles, the time difference between each dangerous obstacle and the arrival of the vehicle at the detour zone is determined, a detour decision matched with the vehicle is determined according to the time difference, and the vehicle running is controlled according to the technical means of the detour decision, so that the safety and stability of the detour process of the automatic driving vehicle can be improved.
Optionally, the bypass planning module 410 includes:
the sampling unit is used for acquiring the position of the corresponding lane of the vehicle in the S direction in the SL coordinate system, traversing the front of the vehicle according to the position and a preset sampling interval, and obtaining a plurality of target sampling points;
a detour direction determining unit, configured to determine a target detour direction corresponding to the vehicle according to road condition information on both sides of the plurality of target sampling points and driving information of an obstacle in front of the vehicle;
and the route planning unit is used for planning the detour route of the vehicle according to the target detour direction and the position information of the obstacle in front of the vehicle to obtain a target detour track.
The obstacle screening module 420 includes:
an obstacle removing unit, configured to remove a static obstacle if the static obstacle exists in all the obstacles; or judging the transverse distance between each obstacle and the vehicle in an SL coordinate system, and if the transverse distance is greater than a preset distance threshold value, removing the obstacle; or judging whether each obstacle corresponds to the same lane with the vehicle, and if the obstacle is positioned behind the vehicle, rejecting the obstacle; or judging whether each obstacle is positioned in front of a corresponding lane of the vehicle, if so, removing the obstacle; or judging whether each obstacle is positioned behind the corresponding lane of the vehicle, wherein the running speed of the obstacle is smaller than the running speed of the vehicle, and if so, removing the obstacle.
The vehicle control module 430 includes:
the scene dividing unit is used for dividing the bypass scene into a safety scene or a dangerous scene according to the time difference;
the decision determining unit is used for determining a detour decision matched with the vehicle according to the division result corresponding to the detour scene;
the same direction judging unit is used for judging whether the time difference is smaller than a preset buffer time or not if the dangerous obstacle is in the same direction as the vehicle; if yes, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a safety scene;
the reverse judging unit is used for calculating the longitudinal distance between the dangerous obstacle and the vehicle according to the running speeds corresponding to the dangerous obstacle and the vehicle respectively if the dangerous obstacle and the vehicle are reverse, judging whether the longitudinal distance is smaller than a preset threshold value, and if so, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a safety scene;
the time comparison unit is used for reducing a buffer time threshold according to a preset proportion if the detour scene is a safety scene, and comparing the time of the vehicle reaching the detour interval with the time of each dangerous obstacle reaching the detour interval to obtain a time comparison result;
the detour control unit is used for controlling the vehicle to detour according to the reduced buffer time threshold value and the time comparison result;
and the stop wall establishing unit is used for establishing a virtual stop wall corresponding to the vehicle if the detour scene is a dangerous scene, so that the vehicle stops and waits for detour time before crossing the corresponding lane according to the virtual stop wall.
The vehicle detouring device provided by the embodiment of the invention can execute the vehicle detouring method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method. Reference may be made to the description of any method embodiment herein for details not described in this embodiment.
Example five
Fig. 5 shows a schematic structural diagram of a vehicle 10 that may be used to implement an embodiment of the present invention. As shown in fig. 5, the vehicle 10 includes at least one processor 11, and a memory, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc., communicatively connected to the at least one processor 11, in which the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the vehicle 10 may also be stored. The processor 11, the ROM 12 and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
Various components in the vehicle 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, etc.; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the vehicle 10 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunications networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as a vehicle detour method.
In some embodiments, the vehicle detour method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the vehicle 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle detour method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the vehicle detour method in any other suitable way (e.g., by means of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and pointing device (e.g., a mouse or a trackball) by which a user can provide input to the vehicle. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.
Claims (10)
1. A vehicle detour method, characterized by being applied to a vehicle, the method comprising:
after detecting that a vehicle enters a detour scene, planning a detour route of the vehicle to obtain a target detour track and a detour section corresponding to the target detour track;
acquiring all barriers in the detour interval, removing the barriers which have no influence on the vehicle from all the barriers, and marking the rest barriers as dangerous barriers;
determining the time difference between each dangerous obstacle and the arrival of the vehicle at a detour interval, determining a detour decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the detour decision.
2. The method of claim 1, wherein planning the detour route of the vehicle to obtain a target detour trajectory comprises:
acquiring the position of the corresponding lane of the vehicle in the S direction in an SL coordinate system, and traversing the lane in front of the vehicle according to the position and a preset sampling interval to obtain a plurality of target sampling points;
determining a target detour direction corresponding to the vehicle according to the road condition information on two sides of the target sampling points and the driving information of the obstacle in front of the vehicle;
and planning a detour route of the vehicle according to the target detour direction and the position information of the obstacle in front of the vehicle to obtain a target detour track.
3. The method according to claim 1, wherein rejecting obstacles that have no effect on the vehicle from among all the obstacles, comprises:
if all the obstacles exist static obstacles, eliminating the static obstacles; or alternatively, the process may be performed,
judging the transverse distance between each obstacle and the vehicle in an SL coordinate system, and if the transverse distance is greater than a preset distance threshold value, removing the obstacle; or alternatively, the process may be performed,
judging whether each obstacle corresponds to the same lane with the vehicle or not, and if the obstacle is positioned behind the vehicle, rejecting the obstacle; or alternatively, the process may be performed,
judging whether each obstacle is positioned in front of a corresponding lane of the vehicle, if so, removing the obstacle; or alternatively, the process may be performed,
judging whether each obstacle is positioned behind a corresponding lane of the vehicle, and if so, removing the obstacle, wherein the running speed of the obstacle is smaller than that of the vehicle.
4. The method of claim 1, wherein determining a detour decision matching the vehicle based on the time difference comprises:
dividing the detour scene into a safety scene or a dangerous scene according to the time difference;
and determining a detour decision matched with the vehicle according to the division result corresponding to the detour scene.
5. The method of claim 4, wherein classifying the bypass scene as a safe scene or a dangerous scene based on the time difference comprises:
if the dangerous obstacle is in the same direction as the vehicle, judging whether the time difference is smaller than a preset buffer time or not; if yes, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a safety scene;
if the dangerous obstacle is opposite to the vehicle, calculating the longitudinal distance between the dangerous obstacle and the vehicle according to the running speeds corresponding to the dangerous obstacle and the vehicle respectively, judging whether the longitudinal distance is smaller than a preset threshold value, and if so, dividing the detour scene into dangerous scenes; if not, dividing the detour scene into a security scene.
6. The method of claim 4, wherein determining a detour decision matching the vehicle based on the partitioning result corresponding to the detour scene comprises:
if the detour scene is a safety scene, reducing a buffer time threshold according to a preset proportion, and comparing the time of the vehicle reaching the detour interval with the time of each dangerous obstacle reaching the detour interval to obtain a time comparison result;
and controlling the vehicle to bypass according to the reduced buffer time threshold value and the time comparison result.
7. The method of claim 4, wherein determining a detour decision matching the vehicle based on the partitioning result corresponding to the detour scene comprises:
and if the detour scene is a dangerous scene, establishing a virtual stop wall corresponding to the vehicle, so that the vehicle stops and waits for detour time before crossing the corresponding lane according to the virtual stop wall.
8. A vehicle detour apparatus for use with a vehicle, the apparatus comprising:
the detour planning module is used for planning the detour route of the vehicle after detecting that the vehicle enters a detour scene to obtain a target detour track and a detour interval corresponding to the target detour track;
the obstacle screening module is used for acquiring all the obstacles in the detour interval, removing the obstacles which have no influence on the vehicle from all the obstacles, and marking the rest obstacles as dangerous obstacles;
and the vehicle control module is used for determining the time difference between each dangerous obstacle and the arrival bypass interval of the vehicle, determining a bypass decision matched with the vehicle according to the time difference, and controlling the vehicle to run according to the bypass decision.
9. A vehicle, characterized in that the vehicle comprises:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein, the liquid crystal display device comprises a liquid crystal display device,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the vehicle detour method of any one of claims 1-7.
10. A computer readable storage medium, characterized in that the computer readable storage medium stores computer instructions for causing a processor to implement the vehicle detour method of any one of claims 1-7 when executed.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310746121.XA CN116534019A (en) | 2023-06-21 | 2023-06-21 | Vehicle detouring method and device, vehicle and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310746121.XA CN116534019A (en) | 2023-06-21 | 2023-06-21 | Vehicle detouring method and device, vehicle and storage medium |
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| CN116534019A true CN116534019A (en) | 2023-08-04 |
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| CN202310746121.XA Pending CN116534019A (en) | 2023-06-21 | 2023-06-21 | Vehicle detouring method and device, vehicle and storage medium |
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| CN (1) | CN116534019A (en) |
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