CN116674535A

CN116674535A - Control method, device, computer readable storage medium and processor for vehicle

Info

Publication number: CN116674535A
Application number: CN202310565935.3A
Authority: CN
Inventors: 王庚; 刘斌; 吴杭哲; 刘枫; 孟祥哲; 李伟男; 丁振坤
Original assignee: Faw Nanjing Technology Development Co ltd; FAW Group Corp
Current assignee: Faw Nanjing Technology Development Co ltd; FAW Group Corp
Priority date: 2023-05-18
Filing date: 2023-05-18
Publication date: 2023-09-01

Abstract

The invention discloses a control method, a control device, a computer readable storage medium and a processor for a vehicle. The method comprises the following steps: detecting a target distance between the vehicle and the obstacle; in response to the target distance being less than or equal to a distance threshold, obtaining steering data and braking data of the vehicle, wherein the steering data is used for representing a steering running distance required for controlling the vehicle to run from a current position to a target position through a steering instruction, and the braking data is used for representing a decelerating running distance required for controlling the vehicle to decelerate from the current running speed to the target running speed through a decelerating instruction; determining a driving strategy of the vehicle based on the steering data and the braking data; and controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle. The invention solves the technical problem of low collision avoidance success rate of the vehicle in the running process.

Description

Control method, device, computer readable storage medium and processor for vehicle

Technical Field

The present invention relates to the field of automotive technology, and in particular, to a method and apparatus for controlling a vehicle, a computer readable storage medium, and a processor.

Background

Currently, active safety techniques for vehicles may prevent and reduce the occurrence of accidents through various technical means and equipment, and common active safety techniques include lane departure warning systems, adaptive cruise control systems, automatic emergency braking systems, and the like. However, when an emergency situation occurs during the running process of the vehicle, the active safety technology cannot be processed in time, so that the technical problem of low collision avoidance success rate of the vehicle during the running process is caused.

Aiming at the technical problem that the collision avoidance success rate of the vehicle in the running process is low, no effective solution is proposed at present.

Disclosure of Invention

The embodiment of the invention provides a control method, a control device, a computer readable storage medium and a processor for a vehicle, which at least solve the technical problem of low collision avoidance success rate of the vehicle in the running process.

According to an aspect of an embodiment of the invention, there is provided a control method of a vehicle. The method may include: detecting a target distance between the vehicle and the obstacle; in response to the target distance being less than or equal to a distance threshold, obtaining steering data and braking data of the vehicle, wherein the steering data is used for representing a steering running distance required for controlling the vehicle to run from a current position to a target position through a steering instruction, and the braking data is used for representing a decelerating running distance required for controlling the vehicle to decelerate from the current running speed to the target running speed through a decelerating instruction; determining a driving strategy of the vehicle based on the steering data and the braking data; and controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle.

Optionally, determining the driving strategy of the vehicle based on the steering data and the braking data comprises: comparing the steering data with the braking data to obtain a comparison result; based on the comparison result, a driving strategy is determined.

Optionally, determining the driving strategy based on the comparison result mainly includes: determining a driving strategy to control the vehicle to execute a longitudinal avoidance event in response to the steering data being greater than the braking data; and determining a driving strategy to control the vehicle to execute a lateral avoidance event in response to the steering data being less than or equal to the braking data.

Optionally, controlling the vehicle to execute a lateral avoidance event or a longitudinal avoidance event at least according to the driving strategy, so as to enable the vehicle to avoid the obstacle, including: responding to a vehicle to execute a transverse avoidance event or a longitudinal avoidance event, and acquiring an operation instruction received by the vehicle from an object; determining a target driving strategy of the vehicle based on the operation instruction; and controlling the vehicle to execute a target driving event according to the target driving strategy so as to enable the vehicle to avoid the obstacle.

Optionally, determining the target driving strategy of the vehicle based on the operation instruction includes: and responding to the vehicle to execute the transverse avoidance event, wherein the operation instruction is a deceleration instruction, and the target driving strategy is determined to control the vehicle to switch from executing the transverse avoidance event to executing the longitudinal avoidance event.

Optionally, determining the target driving strategy of the vehicle based on the operation instruction includes: and responding to the operation instruction as an acceleration instruction, and determining the target driving strategy as to control the vehicle to stop executing the transverse avoidance event or the longitudinal avoidance event.

According to an aspect of an embodiment of the present invention, there is provided a control device of a vehicle, the device may include: a detection unit for detecting a target distance between the vehicle and the obstacle; an acquisition unit configured to acquire steering data and braking data of a vehicle in response to a target distance being equal to or smaller than a distance threshold, wherein the steering data is used for characterizing a steering travel distance required to control the vehicle to travel from a current position to the target position by a steering instruction, and the braking data is used for characterizing a deceleration travel distance required to control the vehicle to decelerate from the current travel speed to the target travel speed by a deceleration instruction; a determination unit configured to determine a running strategy of the vehicle based on the steering data and the braking data; the control unit is used for controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle.

According to another aspect of the embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, where a device on which the computer-readable storage medium is controlled to execute the control method of the vehicle according to the embodiment of the present invention when the program runs.

According to another aspect of an embodiment of the present invention, there is also provided a processor. The processor is used for running a program, wherein the program executes the control method of the vehicle according to the embodiment of the invention when running.

According to another aspect of the embodiment of the present invention, there is also provided a vehicle for executing the control method of the vehicle of the embodiment of the present invention.

In the embodiment of the invention, the target distance between the vehicle and the obstacle is detected; in response to the target distance being less than or equal to a distance threshold, obtaining steering data and braking data of the vehicle, wherein the steering data is used for representing a steering running distance required for controlling the vehicle to run from a current position to a target position through a steering instruction, and the braking data is used for representing a decelerating running distance required for controlling the vehicle to decelerate from the current running speed to the target running speed through a decelerating instruction; determining a driving strategy of the vehicle based on the steering data and the braking data; and controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle. That is, the embodiment of the invention can obtain the steering data and the braking data of the vehicle when the target distance between the vehicle and the obstacle is detected to be less than or equal to the distance threshold value, determine the running strategy of the vehicle according to the steering data and the braking data, and control the vehicle to run according to the running strategy so as to achieve the purpose of controlling the vehicle to execute the transverse avoidance event or the longitudinal avoidance event, thereby solving the technical problem of low collision avoidance success rate of the vehicle in the running process and realizing the technical effect of improving the collision avoidance success rate of the vehicle in the running process.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:

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

FIG. 2 is a schematic diagram of a collision avoidance system architecture according to an embodiment of the present invention;

fig. 3 is a schematic view of a control device of a vehicle according to an 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 invention without making any inventive effort, shall fall within the scope of the 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

According to an embodiment of the present invention, there is provided a control method of a vehicle, it being noted that in the flowchart of the drawings, the steps shown therein may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in an order different from that herein.

The following describes a control method of the vehicle according to an embodiment of the present invention.

Fig. 1 is a flowchart of a control method of a vehicle according to an embodiment of the present invention, as shown in fig. 1, the method may include the steps of:

step S101, detecting a target distance between the vehicle and the obstacle.

In the solution provided in the above step S101 of the present invention, the obstacle may be another vehicle traveling on the road, for example, a vehicle located in front of the left side of the vehicle, a vehicle located in front of the right side of the vehicle, or the obstacle may be a pedestrian walking on the road or a road-mounted roadblock. The target distance is used to characterize the magnitude of the distance between the vehicle and the obstacle, e.g., 20 meters (m), 200 meters, etc. The obstacle and the target distance are only exemplified herein, and are not particularly limited.

In this embodiment, the target distance between the vehicle and the obstacle may be detected by a distance sensor mounted on the vehicle. It should be noted that, here, only a preferred embodiment of detecting the target distance between the vehicle and the obstacle is not specifically limited, and any method and process for detecting the target distance between the vehicle and the obstacle are not specifically limited herein.

Step S102, steering data and braking data of the vehicle are acquired in response to the target distance being less than or equal to a distance threshold.

In the technical solution provided in the above step S102 of the present invention, the distance threshold may be a minimum safety distance between the vehicle and the obstacle, and if the target distance between the vehicle and the obstacle is less than or equal to the distance threshold, it indicates that the vehicle has a collision risk; if the target distance between the vehicle and the obstacle is greater than the distance threshold, it is indicated that the vehicle is not at risk of collision. The steering data may be used to characterize a steering travel distance required to control the vehicle to travel from a current position to a target position by a steering command, wherein the target position may be a safe position at which the vehicle is prevented from collision during travel, and the braking data may be used to characterize a deceleration travel distance required to control the vehicle to decelerate from a current travel speed to a target travel speed by a deceleration command, wherein the target travel speed may be a safe speed at which the vehicle is not involved in collision during travel.

In this embodiment, after the target distance between the vehicle and the obstacle is detected, the target distance may be compared with a distance threshold, if the target distance is equal to or less than the distance threshold, which indicates that the vehicle is at risk of collision, steering data and braking data of the vehicle may be further acquired.

Alternatively, the steering data may be a latest steering point (Last Point to Steer, abbreviated as LPTS) of the vehicle, the latest steering point may be a point at which the vehicle can perform emergency steering at the latest to avoid collision with an obstacle, and the latest steering point may be calculated as follows:

wherein S is _y May be the steering transverse distance, v _rel Can be the relative speed of two vehicles, a _y May be the maximum lateral acceleration that the vehicle may provide.

Alternatively, the latest steering point may also refer to the steering point that the vehicle must begin to set with a steering bump, heave, or other road reference before entering a curve, which data may take into account factors such as vehicle inertia effects and suspension deformation to ensure that the vehicle can safely pass.

Alternatively, the braking data may be a latest braking point (Last Point to Brake, abbreviated as LPTB) of the vehicle, the latest braking point may be a point where the vehicle can perform emergency braking at the latest to avoid collision with an obstacle, and the latest braking point may be calculated as follows:

Wherein a is _x Is the maximum longitudinal acceleration that can be provided by the vehicle, v _rel The relative speed of the two vehicles can be obtained.

Alternatively, the latest braking point may be a distance required by the driver to slow down to a speed suitable for safe driving when the vehicle enters a curve or approaches a straight line during driving, and this point is usually the end of the road or a small distance before the curve.

Step S103, determining a driving strategy of the vehicle based on the steering data and the braking data.

In the technical solution provided in the above step S103 of the present invention, the driving strategy may be an advantageous collision avoidance mode under the condition that the vehicle has a collision risk, and the advantageous collision avoidance mode may be a longitudinal collision avoidance mode or a transverse collision avoidance mode. The lateral collision avoidance mode may include automatic emergency steering (Automatic Emergency Steering, abbreviated as AES), emergency steering assist (Evasive Steering Support, abbreviated as ESS), and the longitudinal collision avoidance mode may include automatic emergency braking (Autonomous Emergency Braking, abbreviated as AEB). Only the content that the driving policy may contain is exemplified here, and the content that the driving policy may contain is not specifically limited.

In this embodiment, the driving strategy of the vehicle may be determined by comparing the steering data obtained in step S102 with the braking data, for example, when the steering data is greater than the braking data, the vehicle may be considered to have a better collision avoidance effect achieved by adopting the longitudinal collision avoidance method. When the steering data is smaller than the braking data, the collision avoidance effect achieved by the vehicle adopting the transverse collision avoidance mode can be considered to be better.

It should be noted that, here, only a preferred embodiment of determining the driving strategy of the vehicle based on the steering data and the braking data is provided, and the method and the process of determining the driving strategy of the vehicle based on the steering data and the braking data are not specifically limited, and all the methods and the process of determining the driving strategy of the vehicle based on the steering data and the braking data are not specifically listed herein.

Step S104, controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle.

In the technical scheme provided in the step S104, the lateral avoidance event may be an avoidance event of the vehicle using a lateral collision avoidance manner, and the longitudinal avoidance manner may be an avoidance event of the vehicle using a longitudinal collision avoidance manner. The content that the lateral avoidance event and the longitudinal avoidance event can include is only illustrated herein, and the content that the lateral avoidance event and the longitudinal avoidance event can include is not specifically limited.

In this embodiment, after determining the driving policy of the vehicle, the vehicle may be controlled to execute a lateral avoidance event or a longitudinal avoidance event at least according to the driving policy, so as to achieve the purpose of enabling the vehicle to avoid the obstacle.

Optionally, the preset triggering condition needs to be met before the vehicle is controlled to execute the lateral avoidance event or the longitudinal avoidance event according to the currently determined driving strategy. For example, when the collision time (Time to Collision, abbreviated as TTC) between the vehicle and the preceding vehicle during the running process is less than a preset collision time threshold, the vehicle may be controlled to execute a lateral avoidance event or a longitudinal avoidance event according to the currently determined running strategy, where the collision time refers to the time when the vehicle arrives at the preceding vehicle at the current speed, and the units are: second. The preset triggering conditions for controlling the vehicle to execute the transverse avoidance event or the longitudinal avoidance event are only exemplified, and the preset triggering conditions for controlling the vehicle to execute the transverse avoidance event or the longitudinal avoidance event are not specifically limited.

Optionally, when the vehicle is controlled to execute a lateral avoidance event or a longitudinal avoidance event according to the currently determined driving strategy, whether the driver intervenes needs to be considered, so that the collision occurrence risk of the vehicle and other vehicles is reduced. If the driver needs to intervene, the following three aspects need to be considered: whether the driver has acceleration intention, whether the driver has deceleration intention and whether the driver has steering intention, and if any one of the conditions is met, a transverse avoidance event or a longitudinal avoidance event is required to be executed on the vehicle according to different driving strategies; if the driver does not need intervention, the avoidance event may be performed in a presently determined advantageous collision avoidance manner.

It should be noted that, only the method for controlling the vehicle to execute the lateral avoidance event or the longitudinal avoidance event according to at least the driving policy so as to avoid the obstacle by the vehicle is a preferred implementation manner, and the method and the process for controlling the vehicle to execute the lateral avoidance event or the longitudinal avoidance event according to at least the driving policy so as to avoid the obstacle by the vehicle are not specifically limited, and all the methods and the processes for controlling the vehicle to execute the lateral avoidance event or the longitudinal avoidance event according to at least the driving policy so as to avoid the obstacle by the vehicle are not listed herein.

The invention includes steps S101 to S104 by detecting the target distance between the vehicle and the obstacle; in response to the target distance being less than or equal to a distance threshold, obtaining steering data and braking data of the vehicle, wherein the steering data is used for representing a steering running distance required for controlling the vehicle to run from a current position to a target position through a steering instruction, and the braking data is used for representing a decelerating running distance required for controlling the vehicle to decelerate from the current running speed to the target running speed through a decelerating instruction; determining a driving strategy of the vehicle based on the steering data and the braking data; and controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle. That is, the embodiment of the invention can obtain the steering data and the braking data of the vehicle when the target distance between the vehicle and the obstacle is detected to be less than or equal to the distance threshold value, determine the running strategy of the vehicle according to the steering data and the braking data, and control the vehicle to run according to the running strategy so as to achieve the purpose of controlling the vehicle to execute the transverse avoidance event or the longitudinal avoidance event, thereby solving the technical problem of low collision avoidance success rate of the vehicle in the running process and realizing the technical effect of improving the collision avoidance success rate of the vehicle in the running process.

The above-described method of this embodiment is further described below.

As an alternative embodiment, step S103, determining a driving strategy of the vehicle based on the steering data and the braking data, includes: comparing the steering data with the braking data to obtain a comparison result; based on the comparison result, a driving strategy is determined.

In the embodiment, steering data and braking data obtained by the vehicle in the running process can be compared to determine a running strategy so as to select a more advantageous collision avoidance mode, reduce the collision risk of the vehicle in the running process and improve the safety of drivers. For example, the determination of the driving strategy may be a lateral collision avoidance mode or a longitudinal collision avoidance mode. The method of determining the driving strategy is merely exemplified herein, and the method of determining the driving strategy is not particularly limited.

As an alternative embodiment, determining the driving strategy based on the comparison result includes: determining a driving strategy to control the vehicle to execute a longitudinal avoidance event in response to the steering data being greater than the braking data; and determining a driving strategy to control the vehicle to execute a lateral avoidance event in response to the steering data being less than or equal to the braking data.

In this embodiment, the steering data and the braking data may be compared during the running of the vehicle, and if the steering data is greater than the braking data, the running strategy of the vehicle is determined to be a longitudinal avoidance event; and if the steering data is smaller than the braking data, determining that the driving strategy of the vehicle is a lateral avoidance event. For example, the size of the latest steering point and the latest braking point can be used for judging which collision avoidance mode of the vehicle is better in the running process, when the latest steering point is larger than the latest braking point, the longitudinal collision avoidance mode can be considered to be better than the transverse collision avoidance mode in collision avoidance effect, and the longitudinal collision avoidance mode is selected at the moment; when the latest steering point is smaller than the latest braking point, the transverse collision avoidance mode can be considered to have better collision avoidance effect than the longitudinal collision avoidance mode, and the transverse collision avoidance mode is selected at the moment. This is by way of example only and is not intended to be limiting.

As an optional embodiment, step S104, at least controlling the vehicle to execute a lateral avoidance event or a longitudinal avoidance event according to the driving policy, so as to enable the vehicle to avoid the obstacle, includes: responding to a vehicle to execute a transverse avoidance event or a longitudinal avoidance event, and acquiring an operation instruction received by the vehicle from an object; determining a target driving strategy of the vehicle based on the operation instruction; and controlling the vehicle to execute a target driving event according to the target driving strategy so as to enable the vehicle to avoid the obstacle.

In this embodiment, the operation instructions may be an acceleration instruction, a deceleration instruction, and a steering instruction. The acceleration instruction may be an operation instruction for controlling a target running event executed by the vehicle when the driver has an intention to accelerate. The deceleration command may be an operation command that controls a target travel event performed by the vehicle when the driver has a deceleration intention. The steering instruction may be an operation instruction that controls a target running event performed by the vehicle when the driver has a steering intention. It should be noted that, only the content that the operation instruction may include is illustrated herein, and the content that the operation instruction may include is not specifically limited, and all the content that the operation instruction may include is within the protection scope of the present invention, which is not specifically recited herein.

In the embodiment, in the process of executing a transverse avoidance event or a longitudinal avoidance event by the vehicle, an operation instruction received by the vehicle from an object can be acquired, the driving strategy of the vehicle is adjusted through the acquired operation instruction, the target driving strategy of the vehicle is obtained, and the vehicle is controlled to execute the target driving event through the target driving strategy, so that the purpose of controlling the vehicle to avoid an obstacle under the condition of intervention of a driver is achieved, the collision risk of the vehicle in the driving process is reduced, and the occurrence of traffic accidents is reduced.

As an alternative embodiment, determining a target driving strategy of the vehicle based on the operation instruction includes: and responding to the vehicle to execute the transverse avoidance event, wherein the operation instruction is a deceleration instruction, and the target driving strategy is determined to control the vehicle to switch from executing the transverse avoidance event to executing the longitudinal avoidance event.

In this embodiment, in the case where it is determined that the vehicle performs the lateral avoidance event, if the operation instruction from the subject is received as the deceleration instruction, it may be determined that the target travel policy is to control the vehicle to switch from performing the lateral avoidance event to performing the longitudinal avoidance event. For example, when the driver has a deceleration intention, if the collision avoidance mode of the current vehicle is in the lateral collision avoidance mode, the lateral collision avoidance mode is stopped, and the longitudinal collision avoidance mode is executed.

Alternatively, in the case where it is determined that the vehicle performs the longitudinal avoidance event, if the operation instruction from the subject is received as the deceleration instruction, the target travel policy may be determined to control the vehicle to continue to perform the longitudinal avoidance event. For example, if the collision avoidance mode of the current vehicle is in the longitudinal collision avoidance mode, the vehicle needs to be kept continuously. This is by way of example only and is not intended to be limiting.

As an alternative embodiment, determining a target driving strategy of the vehicle based on the operation instruction includes: and responding to the operation instruction as an acceleration instruction, and determining the target driving strategy as to control the vehicle to stop executing the transverse avoidance event or the longitudinal avoidance event.

In this embodiment, whether the vehicle is in the case of performing a lateral avoidance event or in the case of performing a longitudinal avoidance event, if an operation instruction from the object is received as an acceleration instruction, it may be determined that the target driving policy of the vehicle may be to control the vehicle to stop performing the lateral avoidance event or the longitudinal avoidance event. For example, when the driver has an intention to accelerate, the vehicle is stopped from performing the lateral collision avoidance mode or the longitudinal collision avoidance mode.

Alternatively, if the vehicle is in the condition of executing the longitudinal avoidance event, if the operation instruction received from the object is a steering instruction, it may be determined that the target driving policy is to control the vehicle to stop executing the longitudinal avoidance event, and execute the emergency steering assist. For example, when the driver has steering intention, if the current collision avoidance mode of the vehicle is in the longitudinal collision avoidance mode, the vehicle needs to be stopped from executing the longitudinal collision avoidance mode, and emergency steering assistance is executed; if the current vehicle is in automatic emergency steering, the automatic emergency steering is stopped, and emergency steering assistance is performed.

It should be noted that, here, only a preferred embodiment of determining the target driving policy of the vehicle based on the operation instruction is provided, and the process and method for determining the target driving policy of the vehicle based on the operation instruction are not specifically limited, and all the processes and methods for determining the target driving policy of the vehicle based on the operation instruction are not specifically listed herein.

In the embodiment of the invention, the steering data and the braking data of the vehicle can be obtained when the target distance between the vehicle and the obstacle is detected to be smaller than or equal to the distance threshold value, the driving strategy of the vehicle is determined according to the steering data and the braking data, and the vehicle is controlled to drive according to the driving strategy, so that the purpose of controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event is achieved, the technical problem of low collision avoidance success rate of the vehicle in the driving process is solved, and the technical effect of improving the collision avoidance success rate of the vehicle in the driving process is realized.

Example 2

The technical solution of the embodiment of the present invention will be illustrated in the following with reference to a preferred embodiment.

The active safety of the automobile refers to measures for preventing accidents and reducing accident damages through various technical means and equipment, and aims to actively discover dangerous factors and take measures to intervene before the accident of the automobile, so that the safety of passengers in the automobile is ensured as much as possible. Common active safety techniques include lane departure warning systems, adaptive cruise control systems, automatic emergency braking systems, and the like.

At present, the safety of passengers is mainly ensured by a longitudinal collision avoidance mode and an active collision avoidance mode, wherein the longitudinal collision avoidance mode can be automatic emergency braking, the braking distance of the vehicle can be exponentially increased along with the speed of the vehicle, the braking effect is limited by the road adhesion coefficient, and the collision avoidance effect is not ideal under the working conditions of high speed and low road adhesion coefficient. The steering collision avoidance is used as a transverse active collision avoidance mode, the steering collision avoidance distance is linearly related to the vehicle speed, and the collision avoidance effect is stable under the working condition of low attachment coefficient.

In one possible implementation manner, an intelligent driving vehicle emergency collision avoidance control method is provided. The method comprises the steps of carrying out real-time calculation and judgment on collision risk of the vehicle, activating a vehicle front collision early warning system (Forward Collision Warning, abbreviated as FCW) and a path planning request when the first-stage collision risk of the vehicle is judged, activating an emergency braking auxiliary function of automatic emergency braking if a driver takes an emergency braking active intervention action when the vehicle has a second-stage collision risk, activating an emergency steering auxiliary function of emergency steering auxiliary (Emergency Steering Assist, abbreviated as ESA) if the driver takes the emergency steering active intervention action, and judging whether an automatic emergency braking function of AEB can avoid collision if the driver does not take the active intervention action for avoiding collision, so that calculation resources of an algorithm can be saved. However, the above method still has a technical problem of low collision avoidance success rate of the vehicle during running.

In another possible implementation, an automatic emergency steering system for a vehicle and a control method thereof are provided. According to the method, external environment information around the vehicle can be acquired through the vehicle external environment acquisition unit, vehicle running state information is acquired through the vehicle running state acquisition unit, the situation that an obstacle appears in front of the vehicle is judged according to the acquired vehicle external environment information and the vehicle running state information, and a proper avoidance steering path is planned, so that the protection of a vehicle driver is realized. However, the above method still has a technical problem of low collision avoidance success rate of the vehicle during running.

In another possible implementation, an automatic emergency steering control device for an intelligent automotive steer-by-wire system is presented. The device can comprehensively consider the characteristics of a front obstacle, the passing performance of the vehicle, the current use state of the vehicle tyre and the driving intention of a driver through the comprehensive information acquisition module, the steering decision module and the automatic emergency steering module, decide whether to conduct automatic emergency steering, plan a steering track through a manual potential field algorithm, calculate the target steering angles of four wheels of the wheels through a model predictive control method, realize automatic emergency steering through a steering-by-wire technology, remind the driver to reduce the vehicle speed and replace the driver to conduct automatic emergency steering operation of the vehicle, avoid the obstacle which cannot be passed on the vehicle, be beneficial to improving the riding comfort of the driver, reduce the possibility of structural damage of the vehicle and reduce the probability of traffic accidents. However, the above method still has a technical problem of low collision avoidance success rate of the vehicle during running.

However, in the embodiment of the invention, when the target distance between the vehicle and the obstacle is detected to be smaller than or equal to the distance threshold, the steering data and the braking data of the vehicle are acquired, the driving strategy of the vehicle is determined according to the steering data and the braking data, and the vehicle is controlled to drive according to the driving strategy, so that the purpose of controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event is achieved, the technical problem of low collision avoidance success rate of the vehicle in the driving process is solved, and the technical effect of improving the collision avoidance success rate of the vehicle in the driving process is realized.

Alternatively, it is possible to judge which collision avoidance mode is better by comparing the magnitudes of the steering data and the braking data. When the steering data is larger than the braking data, the longitudinal collision avoidance mode can be considered to have better collision avoidance effect than the transverse collision avoidance mode, and the emergency braking mode can be adopted to avoid collision at the moment; when the steering data is smaller than the braking data, the transverse collision avoidance mode can be considered to have better collision avoidance effect than the longitudinal collision avoidance mode. The steering data may be the latest steering point, and the braking data may be the latest braking point. The latest braking point and the latest steering point can select two evaluation indexes of different collision avoidance modes for the vehicle, wherein different collision avoidance effects exist under different driving working conditions.

Alternatively, the latest steering point refers to the point at which the vehicle must begin to steer the bump, heave, or select other road reference setting before entering a curve. This point is usually set outside the limit line inside the curve after the LPTB, and the vehicle safety is ensured by taking into consideration factors such as the inertial effect of the vehicle and the deformation of the suspension. The latest steering point may be a point at which the vehicle can perform emergency steering latest to avoid collision with an obstacle, and the latest steering point is calculated as follows:

Alternatively, the latest braking point refers to the distance that the driver needs to brake to slow down to a speed suitable for safe driving when the vehicle is driving into a curve or approaching a straight line, and this point is usually the end of the road or a small stretch before the curve. The latest braking point may be a point at which the vehicle can perform emergency braking latest to avoid collision with an obstacle, and the latest braking point is calculated as follows:

Optionally, the lateral collision avoidance mode mainly comprises automatic emergency steering and emergency steering assistance. The longitudinal collision avoidance mode mainly comprises automatic emergency braking.

Optionally, after determining the dominant collision avoidance mode, if the set trigger condition is met, performing collision avoidance according to the currently determined dominant collision avoidance mode. For example, the triggering condition may be that the collision time (Time to Collision, abbreviated as TTC) between the current vehicle and the preceding vehicle is less than a certain set threshold.

Alternatively, in performing the collision avoidance maneuver, it is necessary to consider whether the driver is involved, which is mainly considered in three aspects: whether there is an acceleration intention, whether there is a deceleration intention, and whether there is a steering intention.

Alternatively, the cases requiring driver intervention mainly include the following three cases: when the driver has an intention to accelerate, the lateral and longitudinal collision avoidance actions are stopped. When the driver has a deceleration intention, if the driver is in the transverse collision avoidance action at present, stopping the transverse collision avoidance action, and executing the longitudinal collision avoidance; if the longitudinal collision avoidance operation is performed, the operation is kept. When the driver has steering intention, if the driver is in the longitudinal collision avoidance action at present, stopping the longitudinal collision avoidance action, and executing emergency steering assistance; if the automatic emergency steering is currently in the automatic emergency steering, the automatic emergency steering is stopped, and the emergency steering assistance is executed.

Alternatively, when there is a situation in which the driver is not involved, the collision avoidance action may be performed in accordance with the presently determined dominant collision avoidance manner.

Fig. 2 is a schematic view of a collision avoidance system architecture according to an embodiment of the present invention, as shown in fig. 2, the architecture may include: the input information module 201, the vehicle information processing 202, the vehicle parameter information 2021, the vehicle dynamics information 2022, the target selection 203, the target processing 204, the target trajectory prediction 2041, the vehicle trajectory prediction 2042, the collision location calculation 2043, the dominant collision avoidance selection 205, the dominant collision avoidance decision 205, the calculated latest steering point 2051, the calculated latest braking point 2052, the driver intervention 2053 and the dominant collision avoidance decision 2054, the braking collision avoidance 20541, and the steering collision avoidance 20542.

The input information module 201 is configured to input vehicle parameter information for selecting a collision avoidance mode from a vehicle, and perception information.

The vehicle information processing 202, which may include vehicle parameter information 2021 and vehicle dynamics information 2022, may be used to read vehicle parameters and vehicle dynamics information. For example, the read vehicle parameter information includes length, width, height, wheelbase, weight, mass center and the like of the vehicle, and the read vehicle dynamic information includes transverse and longitudinal speed, acceleration, course angle and the like of the vehicle in the running process. This is by way of example only and is not intended to be limiting.

Vehicle parameter information 2021 for storing parameter information of the vehicle.

Vehicle dynamics information 2022 is used to store dynamics information of the vehicle during traveling.

And the target selection 203 is used for judging the effectiveness of the target according to the related information of the vehicle and the perceived target, and performing target screening through TTC calculation so as to achieve the purpose of screening out the most dangerous target.

Alternatively, the pretreatment may mainly include: vehicle information processing and target selection.

The target processing 204 mainly includes a target trajectory prediction 2041, a vehicle trajectory prediction 2042, and a collision position calculation 2043. The method is used for predicting the target track and the vehicle track and calculating the collision position so as to select an advantageous collision avoidance mode.

The dominant collision avoidance selection 205 mainly includes calculating a latest steering point 2051, calculating a latest braking point 2052, whether a driver intervenes 2053, and a dominant collision avoidance decision 2054, which are used for calculating the latest braking point and the latest steering point, outputting a dominant collision avoidance mode, and judging a collision avoidance mode to be executed specifically according to whether the driver intervenes. Among other things, the dominant collision avoidance decision 2054 may include a brake collision avoidance 20541 and a steering collision avoidance 20542.

Optionally, the decision evaluation may include target processing and dominant collision avoidance selection.

The brake collision avoidance 20541 may be performed by automatically and emergently braking.

The steering collision avoidance 20542 may be performed by automatic emergency steering or emergency steering assistance. The emergency steering assistance may include risk assessment and torque output, and the automatic emergency steering may include collision avoidance path planning, collision avoidance path screening, and path tracking, among others.

In this embodiment, the vehicle parameter information and the perception information may be preprocessed first, and then the collision position may be calculated according to the predicted trajectories of the target vehicle and the own vehicle, so as to select an advantageous collision avoidance mode, thereby solving the technical problem of low collision avoidance success rate of the vehicle during the driving process, and achieving the technical effect of improving the collision avoidance success rate of the vehicle during the driving process.

Example 3

According to an embodiment of the present invention, there is provided a control device of a vehicle. The control device of the vehicle may be used to execute the control device of one of the vehicles in embodiment 1.

Fig. 3 is a schematic view of a control device of a vehicle according to an embodiment of the present invention. As shown in fig. 3, a control device 300 of a vehicle may include: a detection unit 301, an acquisition unit 302, a determination unit 303, and a control unit 304.

A detection unit 301 for detecting a target distance between the vehicle and the obstacle.

And an acquisition unit 302 configured to acquire steering data and braking data of the vehicle in response to the target distance being equal to or smaller than a distance threshold, wherein the steering data is used for characterizing a steering travel distance required to control the vehicle to travel from the current position to the target position by a steering instruction, and the braking data is used for characterizing a deceleration travel distance required to control the vehicle to decelerate from the current travel speed to the target travel speed by a deceleration instruction.

A determining unit 303 for determining a driving strategy of the vehicle based on the steering data and the braking data.

The control unit 304 is configured to control the vehicle to perform a lateral avoidance event or a longitudinal avoidance event at least according to a driving policy, so that the vehicle avoids an obstacle.

Alternatively, the determining unit 303 may include: the first acquisition module is used for comparing the steering data with the braking data to obtain a comparison result; and the first determining module is used for determining the driving strategy based on the comparison result.

Optionally, the first determining module may include: the first determining submodule is used for determining that the driving strategy is to control the vehicle to execute a longitudinal avoidance event in response to the steering data being larger than the braking data; and the second determining submodule is used for determining a driving strategy to execute a transverse avoidance event for controlling the vehicle in response to the steering data being less than or equal to the braking data.

Alternatively, the control unit 304 may include: the second acquisition module is used for responding to the transverse avoidance event or the longitudinal avoidance event executed by the vehicle and acquiring an operation instruction received by the vehicle from the object; the second determining module is used for determining a target driving strategy of the vehicle based on the operation instruction; and the execution module is used for controlling the vehicle to execute a target driving event according to the target driving strategy so as to enable the vehicle to avoid the obstacle.

Optionally, the second determining module may include: and the third determining submodule is used for responding to the vehicle to execute the transverse avoidance event, the operation instruction is a deceleration instruction, and the target driving strategy is determined to control the vehicle to switch from executing the transverse avoidance event to executing the longitudinal avoidance event.

Optionally, the second determining module may further include: and the fourth determining submodule is used for responding to the operation instruction as an acceleration instruction and determining the target driving strategy as to control the vehicle to stop executing the transverse avoidance event or the longitudinal avoidance event.

In this embodiment, the detection unit is configured to detect a target distance between the vehicle and the obstacle; an acquisition unit configured to acquire steering data and braking data of a vehicle in response to a target distance being equal to or smaller than a distance threshold, wherein the steering data is used for characterizing a steering travel distance required to control the vehicle to travel from a current position to the target position by a steering instruction, and the braking data is used for characterizing a deceleration travel distance required to control the vehicle to decelerate from the current travel speed to the target travel speed by a deceleration instruction; a determination unit configured to determine a running strategy of the vehicle based on the steering data and the braking data; the control unit is used for controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to a driving strategy so as to enable the vehicle to avoid an obstacle, thereby solving the technical problem of low collision avoidance success rate of the vehicle in the driving process and realizing the technical effect of improving the collision avoidance success rate of the vehicle in the driving process.

Example 4

According to an embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein a device in which the computer-readable storage medium is controlled to execute the control method of the vehicle in embodiment 1 when the program runs.

Example 5

According to an embodiment of the present invention, there is also provided a processor for running a program, wherein the program executes the control method of the vehicle in embodiment 1 when running.

Example 6

According to an embodiment of the present invention, there is also provided a vehicle for executing the control method of the vehicle in embodiment 1.

The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

In the foregoing embodiments of the present invention, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In the several embodiments provided in the present invention, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of units may be a logic function division, and there may be another division manner in actual implementation, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method of the various embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims

1. A control method of a vehicle, characterized by comprising:

detecting a target distance between the vehicle and the obstacle;

acquiring steering data and braking data of the vehicle in response to the target distance being less than or equal to a distance threshold, wherein the steering data is used for representing a steering travel distance required for controlling the vehicle to travel from a current position to a target position through a steering instruction, and the braking data is used for representing a deceleration travel distance required for controlling the vehicle to decelerate from a current travel speed to a target travel speed through a deceleration instruction;

determining a driving strategy of the vehicle based on the steering data and the braking data;

and controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle.

2. The method of claim 1, wherein determining a driving strategy of the vehicle based on the steering data and the braking data comprises:

Comparing the steering data with the braking data to obtain a comparison result;

and determining the driving strategy based on the comparison result.

3. The method of claim 2, wherein determining the driving strategy based on the comparison result comprises:

determining, in response to the steering data being greater than the braking data, the travel strategy to control the vehicle to perform the longitudinal avoidance event;

and in response to the steering data being less than or equal to the braking data, determining the travel strategy to control the vehicle to perform the lateral avoidance event.

4. The method of claim 1, wherein controlling the vehicle to perform a lateral avoidance event or a longitudinal avoidance event at least in accordance with the driving maneuver to avoid the vehicle from the obstacle comprises:

responding to the vehicle to execute the transverse avoidance event or the longitudinal avoidance event, and acquiring an operation instruction from an object received by the vehicle;

determining a target driving strategy of the vehicle based on the operation instruction;

and controlling the vehicle to execute a target driving event according to the target driving strategy so as to enable the vehicle to avoid the obstacle.

5. The method of claim 4, wherein determining a target travel strategy for the vehicle based on the operating instructions comprises:

and responding to the vehicle to execute the transverse avoidance event, wherein the operation instruction is the deceleration instruction, and the target driving strategy is determined to control the vehicle to switch from executing the transverse avoidance event to executing the longitudinal avoidance event.

6. The method of claim 4, wherein determining a target travel strategy for the vehicle based on the operating instructions comprises:

and responding to the operation instruction as an acceleration instruction, and determining the target driving strategy as controlling the vehicle to stop executing the transverse avoidance event or the longitudinal avoidance event.

7. A control device for a vehicle, comprising:

a detection unit for detecting a target distance between the vehicle and the obstacle;

an acquisition unit configured to acquire steering data and braking data of the vehicle in response to the target distance being equal to or smaller than a distance threshold, wherein the steering data is used for characterizing a steering travel distance required to control the vehicle to travel from a current position to a target position by a steering instruction, and the braking data is used for characterizing a deceleration travel distance required to control the vehicle to decelerate from a current travel speed to a target travel speed by a deceleration instruction;

A determination unit configured to determine a running strategy of the vehicle based on the steering data and the braking data;

and the control unit is used for controlling the vehicle to execute a transverse avoidance event or a longitudinal avoidance event at least according to the driving strategy so as to enable the vehicle to avoid the obstacle.

8. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the program, when run, controls a device in which the computer-readable storage medium is located to execute the control method of the vehicle according to any one of claims 1 to 6.

9. A processor for running a program, wherein the program when run by the processor performs the control method of the vehicle according to any one of claims 1 to 6.

10. A vehicle, characterized by being configured to execute the control method of the vehicle according to any one of claims 1 to 6.