WO2022126349A1

WO2022126349A1 - Control method and control apparatus

Info

Publication number: WO2022126349A1
Application number: PCT/CN2020/136335
Authority: WO
Inventors: 周伟; 刘小青
Original assignee: 华为技术有限公司
Priority date: 2020-12-15
Filing date: 2020-12-15
Publication date: 2022-06-23
Also published as: CN112703140A

Abstract

Provided are a control method and a control apparatus, which are applicable to various types of vehicles, such as a traditional automobile, a new energy automobile and an intelligent automobile. The control method comprises: acquiring environmental information of a vehicle, wherein the environmental information comprises information of an obstacle and road structure information; and then controlling, according to the environmental information, the vehicle to execute in-lane lateral obstacle avoidance or out-lane lateral obstacle avoidance. According to the solution, lateral obstacle avoidance modes are further broken down, and in-lane lateral obstacle avoidance or out-lane lateral obstacle avoidance can be executed according to environmental information; moreover, using in-lane lateral obstacle avoidance can not only effectively avoid obstacles, but also has higher safety, such that obstacle avoidance performance during assisted driving or intelligent driving is ensured.

Description

Control method and control device

technical field

The present application relates to the field of terminal control, and in particular, to a vehicle control method and control device.

Background technique

With the improvement of people's living standards and the continuous development of urbanization, there are more and more congestion of vehicles and pedestrians on the road, and the development of automatic driving has also put forward higher and higher requirements for the safety of vehicles. Vehicle obstacle avoidance is an important factor that directly affects safety. Most of the existing vehicle obstacle avoidance schemes are realized by longitudinal or lateral obstacle avoidance. Longitudinal obstacle avoidance is mainly through deceleration, braking and other means, so as to avoid collision in front of the vehicle as much as possible The obstacle to avoid accidents, but this requires a sufficient distance from the obstacle, if the distance is too short, longitudinal obstacle avoidance will fail. In addition, longitudinal obstacle avoidance will also affect the normal driving of the vehicle, and if the obstacle is not cleared, the vehicle cannot continue to move forward. Compared with vertical obstacle avoidance, lateral obstacle avoidance is a faster and more effective way to avoid obstacles, which is equivalent to continuing to drive around obstacles. It will be affected by other vehicles or pedestrians in the lateral direction, so it may cause other collisions in the process of avoiding obstacles, such as collisions between pedestrians and vehicles driving in adjacent lanes. That is to say, in the prior art, whether vertical obstacle avoidance or horizontal obstacle avoidance is adopted, there is a problem that the obstacle avoidance effect is not ideal.

Therefore, how to improve the obstacle avoidance performance is an urgent technical problem to be solved.

SUMMARY OF THE INVENTION

The present application provides a vehicle control method and control device, which can achieve better obstacle avoidance performance and improve safety.

In a first aspect, a control method is provided. The method includes: acquiring environmental information of a vehicle, the environmental information including obstacle information and road structure information, and controlling the vehicle to perform lateral obstacle avoidance on the road or lateral obstacle avoidance on the road according to the environmental information.

In the technical solution of the present application, the solution further subdivides the lateral obstacle avoidance method, and can perform lateral obstacle avoidance within the track or lateral obstacle avoidance outside the track according to the environmental information. It will affect the behavior of the target vehicle in the adjacent lane and have higher safety, thereby improving the overall obstacle avoidance performance.

The above-mentioned environmental information may come from at least one of at least one sensor, memory or communication interface.

It should be understood that in-lane can be understood as no lane or as in-lane, that is, not beyond the lane where the vehicle is located. Out-of-lane can be understood as changing lanes or as out-of-lane, that is, beyond the lane where the vehicle is located. On-track lateral obstacle avoidance and off-track lateral obstacle avoidance are further divisions of lateral obstacle avoidance.

With reference to the first aspect, in some implementations of the first aspect, when the vehicle is controlled to perform lateral obstacle avoidance in the lane, the actual lateral offset distance can be made to meet the requirement of the desired lateral offset distance, and the expected lateral offset distance is determined by the environment. information obtained.

In one case, the desired lateral offset distance can be regarded as a lateral offset distance with a numerical range, and when the actual lateral offset distance is within the numerical range, it is considered that the actual lateral offset distance satisfies the expected lateral offset distance Otherwise, it is considered that the actual lateral offset distance does not meet the requirements of the desired lateral offset distance. In another case, the desired lateral offset distance can also be regarded as a specific value. When the difference between the actual lateral offset distance and the specific value is within a certain range, it is considered that the actual lateral offset distance satisfies the expected lateral offset distance. Otherwise, it is considered that the actual lateral offset distance does not meet the requirements of the expected lateral offset distance.

The actual lateral offset distance can be understood as the lateral offset distance between the vehicle and the obstacle when the vehicle continues to drive.

The desired lateral offset distance may be the desired lateral offset distance obtained by the control device in the embodiment of the present application according to the environmental information, that is to say, driving according to the desired lateral offset distance can ensure that both obstacles are avoided and no obstacles can be guaranteed. out of lane. In combination with the first aspect, in some implementations of the first aspect, when the above-mentioned control vehicle executes lateral obstacle avoidance in the lane, it can be achieved by adjusting the power information of the vehicle, and the adjustment of the power information can make the actual lateral offset described above be achieved. distance. The power information may include at least one of the following: angular velocity, steering wheel rotation angle, steering angle, and torque. That is to say, the purpose of changing the motion state of the vehicle is achieved by adjusting the power information, so that the adjusted lateral offset distance of the vehicle (here, the actual lateral offset distance) can meet the requirement of the desired lateral offset distance.

In another example, the power information of the vehicle may be adjusted based on the difference between the expected lateral offset distance and the predicted lateral offset distance. For example, when the difference is within a certain threshold range (that is, the actual lateral offset distance meets the requirement of the desired lateral offset distance), no adjustment is performed, and only when the difference is not within the threshold range (that is, the actual lateral offset distance does not meet the requirement) The adjustment is made only when the desired lateral offset distance is required). The predicted lateral offset distance may be a lateral offset distance predicted by the dynamic information of the vehicle. The predicted lateral offset distance can be understood as the lateral offset distance formed by the vehicle continuing to drive according to the current power information, that is, the predicted lateral distance can be obtained through the power information. When the dynamic information is not adjusted, the predicted lateral offset distance is not changed, so the actual lateral offset distance is not changed; when the dynamic information is adjusted, the predicted lateral offset distance is changed, so Changed the actual lateral offset distance.

With reference to the first aspect, in some implementations of the first aspect, the above-mentioned environmental information may be used to indicate a first distance and a first threshold, the first distance is used to indicate the distance between the vehicle and the boundary of the lane where it is located, and the first The threshold is used to represent the minimum lateral offset distance required to avoid obstacles through lateral obstacle avoidance. In the above process of controlling the vehicle to perform in-lane lateral obstacle avoidance or out-lane lateral obstacle avoidance according to the environmental information, the vehicle may be controlled to perform in-lane lateral obstacle avoidance or out-lane lateral obstacle avoidance according to the first distance and the first threshold.

That is to say, when the distance between the vehicle and the adjacent lane line or road edge is less than the first threshold, it means that the obstacle cannot be bypassed without changing the lane. At this time, the lateral obstacle avoidance in the lane cannot be performed. When the adjacent lane line or road edge is greater than or equal to the first threshold, it means that the obstacle can be bypassed without changing the lane, and lateral obstacle avoidance within the lane can be performed at this time.

With reference to the first aspect, in some implementations of the first aspect, in the above process of controlling the vehicle to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane according to the first distance and the first threshold, the following operations may be performed:

When the first distance is greater than the first threshold, control the vehicle to perform lateral obstacle avoidance within the lane; or

When the first distance is less than or equal to the first threshold, the vehicle is controlled to perform off-track lateral obstacle avoidance.

It should be noted that, in the case where the first distance is the same as the first threshold, as a critical situation, it is possible to perform lateral obstacle avoidance within the track and lateral obstacle avoidance outside the track. However, it is relatively safe to perform lateral obstacle avoidance outside the track in a critical situation.

When determining the first threshold, the first threshold may be determined according to the relative positional relationship between the vehicle and the obstacle and/or the relative motion relationship between the vehicle and the obstacle, and the relative positional relationship may be determined according to the information of the obstacle and the road structure information, The relative motion relationship can be determined according to the dynamic information of the vehicle and the information of obstacles.

With reference to the first aspect, in some implementations of the first aspect, the first distance is obtained through the information of the boundary in the road structure information, and the first threshold is obtained through the relative positional relationship between the vehicle and the obstacle and/or the vehicle and the obstacle. Obtained from the relative motion relationship of the obstacle, the information of the obstacle and the road structure information indicate the relative positional relationship, and the dynamic information of the vehicle and the information of the obstacle indicate the relative motion relationship.

The information of the obstacle may include information such as the size information and motion state information of the obstacle, as well as the information of the type of the obstacle. Therefore, the first threshold value can also be corresponding to the type of the obstacle, that is, the first threshold value Can correspond to the type of obstacle.

With reference to the first aspect, in some implementations of the first aspect, the information of the obstacle includes the type of the obstacle, and the first threshold corresponds to the type of the obstacle.

With reference to the first aspect, in some implementations of the first aspect, the correspondence between the first threshold and the type of the obstacle is predefined or set, or the first threshold may be determined or adjusted according to the type of the obstacle.

Optionally, certain execution conditions may also be set for the execution of lateral obstacle avoidance within the track or lateral obstacle avoidance outside the track, so that the lateral obstacle avoidance within the track or the lateral obstacle avoidance outside the track will be executed only when certain conditions are met.

With reference to the first aspect, in some implementations of the first aspect, the above-mentioned environmental information is further used to indicate a second distance and a second threshold, the second distance is used to indicate the longitudinal distance between the vehicle and the obstacle, and the second threshold It is used to indicate the minimum longitudinal distance required to avoid obstacles through longitudinal obstacle avoidance. The above-mentioned control of the vehicle to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane according to the environmental information may include:

When the second distance is less than or equal to the second threshold, perform lateral obstacle avoidance within the track or execute lateral obstacle avoidance outside the track.

In an example of the above implementation manner, the following operation may also be performed: when the second distance is greater than the second threshold, perform longitudinal obstacle avoidance.

Optionally, when the length of time for executing the lateral obstacle avoidance within the track is greater than or equal to a preset time threshold, the execution of the lateral obstacle avoidance within the track is stopped. In this case, it can be considered that the control of the lateral obstacle avoidance inside the track and the lateral obstacle avoidance outside the track is ended after a certain period of time. It is equivalent to returning control of the vehicle to other modules or to the driver. For example, the driver's lack of response is generally a few seconds, which is equivalent to suddenly seeing an obstacle and not having time to respond. At this time, the control of the embodiment of the present application can be used to achieve obstacle avoidance, so as to make up for the driver's error, but if the control The time has elapsed for a few seconds, and the driver has reacted at this time, so he can no longer take over the control, and the control can be returned to the driver.

With reference to the first aspect, in some implementations of the first aspect, if it is determined that the length of time for performing lateral obstacle avoidance within the track is greater than or equal to a preset time threshold, the execution of lateral obstacle avoidance within the track is stopped.

In a second aspect, a control device is provided, the device including a unit for executing the method of any one of the implementation manners of the first aspect above. The control device may include an acquisition unit and a processing unit, the acquisition unit may be used to acquire environmental information of the vehicle, the environmental information includes information of obstacles and road structure information, and the processing unit may be used to control the vehicle to perform lateral obstacle avoidance in the lane according to the environmental information Or lateral obstacle avoidance outside the road.

With reference to the second aspect, in some implementations of the second aspect, when controlling the vehicle to perform lateral obstacle avoidance in the lane, the processing unit may be specifically configured to control the vehicle to perform lateral obstacle avoidance in the lane, so that the actual lateral offset distance satisfies The demand for the desired lateral offset distance, which is obtained from the above-mentioned environmental information.

In combination with the second aspect, in some implementations of the second aspect, when the processing unit controls the vehicle to perform lateral obstacle avoidance in the lane, it can be specifically implemented by adjusting the power information of the vehicle, and the adjustment of the power information can make the vehicle reach the above-mentioned level. Actual lateral offset distance. The power information may include at least one of the following: angular velocity, steering wheel rotation angle, steering angle, and torque.

With reference to the second aspect, in some implementations of the second aspect, the above-mentioned environmental information may be used to indicate a first distance and a first threshold, the first distance is used to indicate the distance between the vehicle and the boundary of the lane where it is located, and the first The threshold is used to represent the minimum lateral offset distance required to avoid obstacles through lateral obstacle avoidance. In the above process of controlling the vehicle to perform lateral obstacle avoidance within the lane or lateral obstacle avoidance outside the lane according to the environment information, the processing unit may specifically control the vehicle to perform lateral obstacle avoidance within the lane or lateral obstacle avoidance outside the lane according to the first distance and the first threshold.

With reference to the second aspect, in some implementations of the second aspect, in the above-mentioned process of controlling the vehicle to perform lateral obstacle avoidance inside the lane or lateral obstacle avoidance outside the lane according to the first distance and the first threshold, the processing unit may be specifically used for:

It should be noted that the situation where the first distance and the first threshold are the same, as a critical situation, can either be set to select the lateral obstacle avoidance within the track, or can be set to select the lateral obstacle avoidance outside the track. However, in the critical case, select the lateral obstacle avoidance outside the track. Relatively safe.

With reference to the second aspect, in some implementations of the second aspect, the first distance is obtained through information of the boundary in the road structure information, and the first threshold is obtained through the relative positional relationship between the vehicle and the obstacle and/or the vehicle and the obstacle. Obtained from the relative motion relationship of the obstacle, the information of the obstacle and the road structure information indicate the relative positional relationship, and the dynamic information of the vehicle and the information of the obstacle indicate the relative motion relationship.

With reference to the second aspect, in some implementations of the second aspect, the information of the obstacle includes the type of the obstacle, and the first threshold corresponds to the type of the obstacle.

With reference to the second aspect, in some implementations of the second aspect, the correspondence between the first threshold and the type of the obstacle is predefined or set, or the first threshold may be determined or adjusted according to the type of the obstacle.

With reference to the second aspect, in some implementations of the second aspect, the above environmental information is further used to indicate a second distance and a second threshold, the second distance is used to indicate the longitudinal distance between the vehicle and the obstacle, and the second threshold It is used to indicate the minimum longitudinal distance required to avoid obstacles through longitudinal obstacle avoidance. When the control unit is used to control the vehicle to perform lateral obstacle avoidance inside the lane or lateral obstacle avoidance outside the lane, it can be specifically used for:

With reference to the second aspect, in some implementations of the second aspect, the processing unit may be further configured to stop executing the in-track lateral obstacle avoidance if it is determined that the time period for performing in-track lateral obstacle avoidance is greater than or equal to a preset time threshold.

A third aspect provides a chip, the chip includes at least one processor and an interface circuit, the at least one processor obtains instructions stored in a memory through the interface circuit, and executes any one of the implementation manners of the first aspect above method in .

Optionally, as an implementation manner, the chip may further include a memory, in which instructions are stored, the processor is configured to execute the instructions stored in the memory, and when the instructions are executed, the The processor is configured to execute the method in any one of the implementation manners of the first aspect.

In a fourth aspect, a computer-readable medium is provided, where the computer-readable medium stores program code for execution by a device, the program code comprising a method for performing any one of the implementations of the first aspect.

In a fifth aspect, there is provided a computer program product containing instructions, when the computer program product is run on a computer, the computer program product causes the computer to execute the method in any one of the implementation manners of the above-mentioned first aspect.

In a sixth aspect, the present application provides a terminal, where the terminal includes the apparatus of any one of the implementation manners of the second aspect. It should be noted that the device involved in the second aspect above is used to control the vehicle, but those skilled in the art know that in other possible scenarios, the terminal may also be a possible device such as a drone or a robot, that is, the above mentioned The "vehicle" of the vehicle can be replaced with "terminal". Correspondingly, the above-mentioned road structure and information such as inside and outside the road can also be replaced with the route channel or environmental structure where the terminal such as drone or robot is located, and the route based on the above-mentioned route. Intra-channel and out-of-channel information captured by a channel or environmental structure. The functions and explanations of specific terms can be obtained by referring to the type and environment of the actual terminal. This application is described with a vehicle as an example, but the solution can be extended to other possible terminal types.

Optionally, the terminal may also be a terminal for remotely controlling the vehicle. That is to say, the above-mentioned control device may be installed on the controlled vehicle, or may be independent of the controlled vehicle. For example, the controlled vehicle may be controlled by a drone, other In some scenarios, the above-mentioned controlled vehicles can also be other devices such as drones and robots.

Description of drawings

FIG. 1 is a functional block diagram of a vehicle to which the embodiments of the present application are applied.

FIG. 2 is a schematic flowchart of a control method according to an embodiment of the present application.

FIG. 3 is a schematic diagram of lateral obstacle avoidance in a vehicle lane according to an embodiment of the present application.

FIG. 4 is a schematic diagram of a scene of lateral obstacle avoidance in a track according to an embodiment of the present application.

FIG. 5 is a schematic diagram of a scene of lateral obstacle avoidance in a track according to an embodiment of the present application.

FIG. 6 is a schematic diagram of an execution process of in-track lateral obstacle avoidance according to an embodiment of the present application.

FIG. 7 is a schematic diagram of a control device according to an embodiment of the present application.

FIG. 8 is a schematic diagram of a control device according to an embodiment of the present application.

FIG. 9 is a schematic diagram of an obstacle according to an embodiment of the present application being another vehicle.

Detailed ways

The vehicle control method and/or control device provided by the embodiments of the present application can be applied to various types of vehicles. These methods and/or devices can be applied to both manual driving, assisted driving, and automatic driving. The technical solutions of the embodiments of the present application will be introduced below with reference to the accompanying drawings.

FIG. 1 is a functional block diagram of a vehicle to which the embodiments of the present application are applied. Therein, the vehicle 100 may be a human-driven vehicle, or the vehicle 100 may be configured in a fully or partially autonomous driving mode.

In one example, the vehicle 100 may control the ego vehicle while in an autonomous driving mode, and may determine the current state of the vehicle and its surrounding environment through human manipulation, determine the possible behavior of at least one other vehicle in the surrounding environment, and A confidence level corresponding to the likelihood that other vehicles will perform the possible behavior is determined, and the vehicle 100 is controlled based on the determined information. When the vehicle 100 is in an autonomous driving mode, the vehicle 100 may be placed to operate without human interaction.

Various subsystems may be included in vehicle 100 , such as travel system 110 , sensing system 120 , control system 130 , one or more peripherals 140 and power supply 160 , computer system 150 , and user interface 170 .

Alternatively, the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple elements. Additionally, each of the subsystems and elements of the vehicle 100 may be interconnected by wire or wirelessly.

For example, the travel system 110 may include components for providing powered motion to the vehicle 100 . In this embodiment of the present application, the traveling system may be used to drive the vehicle to perform corresponding motion behaviors, such as forward, backward, and steering, during the obstacle avoidance process.

Illustratively, the sensing system 120 may include several sensors that sense information about the environment surrounding the vehicle 100 . In this embodiment of the present application, the sensing system may be used to acquire environmental information and road structure information, so as to perform subsequent control based on the acquired information.

For example, the sensing system 120 may include a positioning system 121 (eg, a global positioning system (GPS), BeiDou system, or other positioning system), an inertial measurement unit (IMU) 122, a radar 123, a laser Distance meter 124 , camera 125 and vehicle speed sensor 126 . The sensing system 120 may also include sensors that monitor the internal systems of the vehicle 100 (eg, an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, velocity, etc.). This detection and identification is a critical function for the safe operation of the autonomous vehicle 100 .

Among others, the positioning system 121 may be used to estimate the geographic location of the vehicle 100 . The IMU 122 may be used to sense position and orientation changes of the vehicle 100 based on inertial acceleration. In one embodiment, IMU 122 may be a combination of an accelerometer and a gyroscope.

Illustratively, the radar 123 may utilize radio signals to sense objects within the surrounding environment of the vehicle 100 . In some embodiments, in addition to sensing objects, radar 123 may be used to sense the speed and/or heading of objects.

For example, the laser rangefinder 124 may utilize laser light to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the laser rangefinder 124 may include one or more laser sources, laser scanners, and one or more detectors, among other system components.

Illustratively, camera 125 may be used to capture multiple images of the surrounding environment of vehicle 100 . For example, camera 125 may be a still camera or a video camera.

Illustratively, the vehicle speed sensor 126 may be used to measure the speed of the vehicle 100 . For example, real-time speed measurement of the vehicle can be performed. The measured vehicle speed may be communicated to the control system 130 to effect control of the vehicle.

As shown in FIG. 1 , the control system 130 controls the operation of the vehicle 100 and its components. Control system 130 may include various elements, such as may include steering system 131 , throttle 132 , braking unit 133 , computer vision system 134 , route control system 135 , and obstacle avoidance system 136 . The control methods described in the embodiments of the present application may be implemented by the control system 130, specifically, the obstacle avoidance system 136 may be implemented, that is, the obstacle avoidance system 136 may have the function of the control device of the embodiments of the present application.

For example, the steering system 131 may operate to adjust the heading of the vehicle 100 . For example, in one embodiment it may be a steering wheel system. The throttle 132 may be used to control the operating speed of the engine 111 and thus the speed of the vehicle 100 .

Illustratively, the braking unit 133 may be used to control the deceleration of the vehicle 100 ; the braking unit 133 may use friction to slow the wheels 114 . In other embodiments, the braking unit 133 may convert the kinetic energy of the wheels 114 into electrical current. The braking unit 133 may also take other forms to slow the wheels 114 to control the speed of the vehicle 100 .

As shown in FIG. 1 , computer vision system 134 is operable to process and analyze images captured by camera 125 in order to identify objects and/or features in the environment surrounding vehicle 100 . Such objects and/or features may include traffic signals, road boundaries and obstacles. Computer vision system 134 may use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 134 may be used to map the environment, track objects, estimate the speed of objects, and the like.

Illustratively, the route control system 135 may be used to determine the route of travel of the vehicle 100 . As shown in FIG. 1 , the obstacle avoidance system 136 may be used to identify, evaluate and avoid or otherwise traverse potential obstacles in the environment of the vehicle 100 .

In one example, control system 130 may additionally or alternatively include components in addition to those shown and described. Alternatively, some of the components shown above may be reduced.

As shown in FIG. 1, the vehicle 100 may interact with external sensors, other vehicles, other computer systems or users through peripheral devices 140; wherein the peripheral devices 140 may include a wireless communication system 141, an on-board computer 142, a microphone 143 and/or a or speaker 144.

In some embodiments, peripherals 140 may provide a means for vehicle 100 to interact with user interface 170 . As depicted in FIG. 1, wireless communication system 141 may wirelessly communicate with one or more devices, either directly or via a communication network.

As shown in FIG. 1 , power supply 160 may provide power to various components of vehicle 100 . In one embodiment, the power source 160 may be a rechargeable lithium-ion battery or a lead-acid battery. One or more battery packs of such a battery may be configured as a power source to provide power to various components of the vehicle 100 . In some embodiments, power source 160 and energy source 113 may be implemented together, such as in some all-electric vehicles.

Illustratively, some or all of the functions of the vehicle 100 may be controlled by a computer system 150 , wherein the computer system 150 may include at least one processor 151 that executes execution in a non-transitory computer-readable medium stored in, for example, memory 152 . Instruction 153. Computer system 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed fashion.

For example, processor 151 may be any conventional processor, such as a commercially available central processing unit (CPU).

Alternatively, the processor may be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although FIG. 1 functionally illustrates a processor, memory, and other elements of the computer in the same block, one of ordinary skill in the art will understand that the processor, computer, or memory may actually include storage that may or may not be Multiple processors, computers or memories within the same physical enclosure. For example, the memory may be a hard drive or other storage medium located within an enclosure other than a computer. Thus, reference to a processor or computer will be understood to include reference to a collection of processors or computers or memories that may or may not operate in parallel. Rather than using a single processor to perform the steps described herein, some components such as the steering and deceleration components may each have their own processor that only performs computations related to component-specific functions .

In various aspects described herein, a processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking steps necessary to perform a single maneuver.

In some embodiments, memory 152 may contain instructions 153 (eg, program logic) that may be used by processor 151 to perform various functions of vehicle 100 , including those described above. Memory 152 may also include additional instructions, such as including sending data to, receiving data from, interacting with, and/or performing data processing on one or more of travel system 110 , sensing system 120 , control system 130 , and peripherals 140 control commands.

Illustratively, in addition to instructions 153, memory 152 may store data such as road maps, route information, vehicle location, direction, speed, and other such vehicle data, among other information. Such information may be used by the vehicle 100 and the computer system 150 during operation of the vehicle 100 in autonomous, semi-autonomous and/or manual modes.

As shown in FIG. 1 , user interface 170 may be used to provide information to or receive information from a user of vehicle 100 . Optionally, user interface 170 may include one or more input/output devices within the set of peripheral devices 140, such as wireless communication system 141, vehicle computer 142, microphone 143, and speaker 144.

In embodiments of the present application, computer system 150 may control functions of vehicle 100 based on input received from various subsystems (eg, travel system 110 , sensing system 120 , and control system 130 ) and from user interface 170 . For example, computer system 150 may utilize input from control system 130 to control braking unit 133 to avoid obstacles detected by sensing system 120 and obstacle avoidance system 136 . In some embodiments, computer system 150 is operable to provide control of various aspects of vehicle 100 and its subsystems.

Alternatively, one or more of these components described above may be installed or associated with the vehicle 100 separately. For example, memory 152 may exist partially or completely separate from vehicle 100 . The above-described components may be communicatively coupled together in a wired and/or wireless manner.

Optionally, the above component is just an example. In practical applications, components in each of the above modules may be added or deleted according to actual needs, and FIG. 1 should not be construed as a limitation on the embodiments of the present application.

The above-mentioned vehicle 100 may be a traditional vehicle, a new energy vehicle, a smart vehicle, etc. The so-called traditional vehicle refers to a vehicle that uses automobiles, diesel, etc. to provide energy, and a new energy vehicle refers to a newly emerged vehicle that uses new energy such as electric energy, gas, etc. to provide energy. , and a smart car refers to a car loaded with smart devices such as an intelligent control unit. The vehicle type of the above-mentioned vehicle 100 may include, for example, a car, a truck, a passenger car, an engineering vehicle, a bus, etc., which is not particularly limited in the embodiments of the present application. In the embodiments of the present application, various types of automobiles driving on the road are mainly used as examples for introduction.

The current lateral control method only considers the size of the obstacle and the distance between the vehicle and the obstacle, and determines the lateral movement by controlling the distance between the obstacle and the vehicle, thereby bypassing the obstacle, but when the obstacle is other cars When there are obstacles of large size, it is usually necessary to change lanes partially or completely, that is, to occupy the adjacent lanes. It is well known that changing lanes will bring great safety hazards, especially vehicles or pedestrians in the blind spot of the driver's field of vision. , are likely to cause collisions during obstacle avoidance. In addition, due to human visual errors, there may be errors in judging the size of obstacles, resulting in the inability to better grasp the distance between the vehicle and the obstacle, resulting in insufficient lateral movement distance and not bypassing the obstacle; or lateral movement distance Too big and bump into other things.

In view of the above problems, the embodiments of the present application provide a new control method and control device, which can perform lateral obstacle avoidance inside the road or lateral obstacle avoidance outside the road according to information on obstacles and road structure information, which can effectively improve the process of lateral obstacle avoidance. This is because it is relatively safe to drive without changing the lane, so the obstacle avoidance process in the lane (that is, the obstacle avoidance in the same lane) will not bring other safety hazards. Therefore, compared with the prior art, the solution of the present application has higher safety compared with the situation in which the lane change is not considered. Further, some optimizations can also be made during lateral obstacle avoidance in the lane, so that the lateral obstacle avoidance in the lane can be effectively executed. Each figure will be described in detail below.

FIG. 2 is a schematic flowchart of a control method according to an embodiment of the present application. Each step in FIG. 5 is described below.

201. Acquire environmental information of the vehicle, where the environmental information includes obstacle information and road structure information.

Specifically, the environmental information can be obtained from other devices of the vehicle that can collect environmental information, or the environmental information can be read from a storage device, or the environmental information can be obtained from the Internet of Vehicles through a communication interface. In an optional design, the environmental information may also be obtained through a combination of the foregoing manners.

For example, the device in the sensing system 120 shown in FIG. 1 may be used to collect environmental information; another example may be to read the environmental information from the memory 152 shown in FIG. 1 ; another example may be the wireless communication system shown in FIG. 1 . 141 Obtain environmental information from vehicle-to-everything (V2X). For another example, the environmental information can be obtained through a combination of the above-mentioned methods.

It should be noted that the Internet of Vehicles mainly includes vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-Internet (vehicle-to- network, V2N), and various vehicle networks such as vehicle-to-pedestrian (V2P).

Specifically, other devices that can collect environmental information may be at least one of the following: a camera, a camera, or a radar. The above devices may also be collectively referred to as sensing devices, or may be equivalent to using the environment detection device 412 shown in FIG. 4 .

The above mainly introduces the ways in which environmental information can be obtained and which devices can be obtained. The environmental information is explained below.

The environmental information may be understood as external information of the vehicle, or may be understood as information of the environment where the vehicle is located. The environmental information may include road structure information and obstacle information, the road structure information may include at least one of the number of lanes of the road, road edge conditions, green belt conditions, lane boundary information, etc. The road structure information may be used as obstacle avoidance One of the basis for the selection of the method. The information of the obstacle can include the size and position of the obstacle, and the information of the obstacle can also be used as one of the selection basis of the obstacle avoidance method. For example, the size and position information of the obstacle can be used to determine the offset, time length, distance, etc. required to avoid the obstacle, so as to decide which obstacle avoidance method to choose. For example, when the obstacle is small and the lateral distance from the obstacle is small When it is small, the obstacle can be bypassed with a small lateral offset. At this time, the lateral obstacle avoidance in the lane can be preferred.

It should be noted that the position information of the obstacle may be the relative position of the obstacle on the road, or the position relative to the vehicle.

The obstacle information may also include motion state information, etc. The motion speed may also be the motion state of the obstacle relative to the road, or the motion state of the obstacle relative to the vehicle. In general, the more types of obstacle information included, the more sufficient the basis for selecting the obstacle avoidance method, which can improve the accuracy of the selection, thereby improving the obstacle avoidance performance.

Optionally, the information of the obstacle may also include information of the type of the obstacle, and the type of the obstacle may be, for example, a vehicle, a pedestrian, a bicycle, an electric vehicle, or other possible obstacles. It should be noted that the types of obstacles can be used as the basis for obstacle avoidance control, that is, different control can be performed according to different types of obstacles, or it can be understood that different types of obstacles correspond to different safety levels. For example, the importance of personal safety is definitely higher than that of property safety, so although the size of pedestrians is not too large, due to the high uncertainty of pedestrian movement behavior and easy injury, it can be used in obstacles. When the type is pedestrian, when controlling the vehicle to avoid the pedestrian, control the lateral distance between the vehicle and the pedestrian as far as possible. Obstacles maintain a lateral distance of B meters, where B is a positive real number greater than A.

202. Perform obstacle avoidance control according to the foregoing environmental information.

Specifically, the obstacle avoidance control may include one or more of on-track lateral obstacle avoidance, off-track lateral obstacle avoidance, and vertical obstacle avoidance.

In an implementation manner, the vehicle may be controlled to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane according to the environmental information. Compared with the traditional lateral obstacle avoidance method that does not consider the inside or outside of the road, it has higher safety. In the prior art, there are lateral obstacle avoidance and vertical obstacle avoidance, but the safety problem in the process of lateral obstacle avoidance is not further considered, and there is no further distinction between on-track and off-track for lateral obstacle avoidance. In the embodiment of the present application, the obstacle avoidance control is mainly performed according to the environmental information, and the reliability and safety of the lateral obstacle avoidance in the track are higher. Therefore, compared with the prior art, the control method of the embodiment of the present application has the advantages of Better obstacle avoidance performance, especially when using in-track lateral obstacle avoidance, the obstacle avoidance is fast, does not affect continuing to move forward, and is relatively safe. In the prior art, only lateral obstacle avoidance is considered according to the size, distance, etc. of the obstacle, so the vehicle is not restricted to avoid obstacles as much as possible without changing the lane. In the prior art, only laterally avoiding the vehicle ahead or other obstacles is considered, and obstacle avoidance is performed by controlling the lateral distance between the obstacle and the vehicle, so the need to change lanes is not further considered. However, in the actual scene, there will also be some smaller obstacles, such as stones, small animals, pedestrians, etc. In fact, it is possible to bypass the obstacles without changing the path, and it can be successful without changing the path. In the case of obstacle avoidance, obstacle avoidance inside the track is safer than obstacle avoidance outside the track. Therefore, the embodiments of the present application mainly perform lateral obstacle avoidance within the track in the case of such obstacles that can be bypassed without changing the track, so as to achieve safe and effective obstacle avoidance performance. It can be understood that, compared with the prior art, the embodiment of the present application increases the division of lateral obstacle avoidance, and divides the lateral obstacle avoidance into lateral obstacle avoidance inside the track and lateral obstacle avoidance outside the track, which is safer.

It should also be noted that the reason why the on-track and off-track issues of lateral obstacle avoidance are not considered in the prior art is that on the one hand, the prior art does not consider that lateral obstacle avoidance within the track is safer and more effective, and on the other hand, the actual situation It is more difficult to avoid lateral obstacles in the middle of the road. For example, when the driver is turning, he often has an overreaction or a slow reaction. When the reaction is excessive, it is easy to overtake the current lane, and when the reaction is slow, it is easy to cause the lateral deviation to be insufficient to avoid obstacles, that is, It is difficult to keep the lane and avoid obstacles.

It should also be understood that there are national standards for the width of the lane. Generally, the width of the lane is 3.5 meters to 3.7 meters, while the width of the urban road is 3.5 meters, and the width of each lane of the intersection diversion lane is 2.3 meters to 2.5 meters. The width of each lane of arterial roads (highways) is 3.75 meters. The vehicle width of a general private car is usually between 1.5 meters and 2 meters. Even the width of a truck is usually between 2.2 meters and 2.6 meters. It can be seen that there is a certain space margin for vehicles driving in the lane. The amount can support the vehicle to avoid lateral obstacles in the lane for some smaller obstacles. For ease of understanding, explanations are given below with reference to FIGS. 3 to 5 .

FIG. 3 is a schematic diagram of lateral obstacle avoidance in a vehicle lane according to an embodiment of the present application. As shown in Figure 3, between the two parallel thick and long dashed lines is the lane boundary where the vehicle is located, the current position of the vehicle is A, and B is the position of the obstacle. Figure 3 takes the obstacle as a large irregular stone as an example. That is, the gray irregular polygons shown at B represent larger stones. C, D, E respectively represent the position of the vehicle after driving forward for a period of time, the arcs with arrows represent examples of the three driving directions, where AD represents driving close to a straight line, that is, with little lateral offset, or The lateral offset is small. AC means offset laterally but does not exceed own lane, AE means lateral offset and will exceed own lane. As can be seen from the figure, if driving according to the AD trajectory, the vehicle will remain in the lane (that is, not changing the lane), but will collide with the obstacle (stone B); if driving according to the AC trajectory, the vehicle will remain in the lane If the vehicle is within the lane (that is, it does not change the lane), and will not collide with the obstacle (stone B), the obstacle can be avoided; if the vehicle follows the AE trajectory, the vehicle will exceed the boundary of the lane, but will not collide with the obstacle ( When the stone B) collides, the obstacle can be avoided. In the embodiment of the present application, the desired effect of lateral obstacle avoidance in the lane is to follow the AC trajectory, that is to say, the obstacle can be avoided without exceeding the boundary of the lane.

FIG. 4 is a schematic diagram of a scene of lateral obstacle avoidance in a track according to an embodiment of the present application. For ease of understanding, FIG. 4 is based on FIG. 3 , and only the vehicles at A and C and the obstacles at B are retained as examples for introduction. As shown in Figure 4, L1-L6 respectively represent some length variables, in which, L1 and L2 both represent the lateral distance between the obstacle B and the vehicle at C, and L3 represents the longitudinal distance between the obstacle B and the vehicle at A , L4 represents the lateral offset distance of the vehicle if it follows the AC trajectory, and L5 and L6 represent the distance between the vehicle and the lane boundary, respectively.

It should be noted that, in the embodiment of the present application, the horizontal and vertical directions can be regarded as relative to the vehicle, and it can be understood that the forward direction of the vehicle is the vertical direction, or the connection line between the front and the rear of the vehicle is the vertical direction, that is, as shown in Figure 3 or the horizontal orientation in Figure 4. It can be understood that the direction perpendicular to the forward direction of the vehicle is the lateral direction, or the direction parallel to the front of the vehicle, or the direction parallel to the rear of the vehicle, or referred to as the vehicle transverse axis, that is, the vertical direction as shown in FIG. 3 or FIG. 4 . In FIG. 4 , the longitudinal axis of the vehicle is indicated by a long dashed horizontal line, and the lateral axis of the vehicle is indicated by a long dashed vertical line.

When determining the distance between the vehicle and the obstacle, the edge of the vehicle can be used as the reference starting point, the center of the vehicle can also be used as the reference starting point, and any specific position of the vehicle can be used as the reference starting point, but no matter which reference starting point is selected, it is necessary to Considering the actual size of the vehicle, the expected effect is therefore equivalent. For safety, the closest boundary point of the obstacle to the vehicle can be used as the reference end point. For example, assuming that the vehicle reference starting point is the center of the vehicle, the lateral distance between the vehicle and the obstacle is the distance between the longitudinal axis of the vehicle and the closest boundary point of the obstacle, or it can be understood as the distance between any point in the obstacle and the longitudinal axis of the vehicle The shortest distance between them is shown as L2 in Figure 4. Assuming that the reference starting point of the vehicle is the point on the left side of the vehicle, the lateral distance between the vehicle and the obstacle is the distance between the left side of the vehicle and the nearest boundary point of the obstacle, or it can be understood as any point in the obstacle and the vehicle The shortest distance between the left boundary lines, shown as L1 in Figure 4. It can be understood that the point on the right side of the vehicle can also be used as the reference starting point, then the lateral distance between the vehicle and the obstacle is the shortest distance between any point in the obstacle and the boundary line on the right side of the vehicle, as shown in Figure 4. Not shown.

For another example, assuming that the reference starting point of the vehicle is the center of the vehicle, the lateral offset distance of the vehicle is the distance between the longitudinal axes of the vehicle before and after the offset, as shown by L4 in FIG. 4 . It will be appreciated that the lateral offset distance may also be obtained using the left or right side of the vehicle.

For another example, assuming that the vehicle reference starting point is the center of the vehicle, the longitudinal distance between the vehicle and the obstacle is the shortest distance between any point in the obstacle and the transverse axis where the centerline point of the vehicle is located, which is not shown in FIG. 4 . The distance between the longitudinal axes of the vehicle, as indicated by L4 in Figure 4.

For another example, assuming that the reference starting point of the vehicle is the front of the vehicle, the longitudinal distance between the vehicle and the obstacle is the shortest distance between any point in the obstacle and the longitudinal axis where the front of the vehicle is located, as shown by L3 in FIG. 4 . Since the front of the car will have a certain arc, for safety, the point in the front of the car that is farthest from the longitudinal axis at the center point can be further taken as the reference starting point.

The lateral distance between the vehicle and the lane boundary can be expressed by the distance between the two sides and the lane boundary on the same side, or the distance between the longitudinal axis of the vehicle and the lane boundary on both sides. For example, in Figure 4, L5 represents the distance between the left side of the vehicle and the lane boundary, and L6 represents the distance between the right side and the lane boundary. The following is a combination of some specific data to illustrate that the reference points are still equivalent. Assuming that the vehicle is 4 meters long and 1.8 meters wide, and the lane is 3.5 meters wide, when the center is taken as the reference point, assuming that the distance between the obstacle and the lateral axis where the center point of the vehicle at A is L7, then the distance between the obstacle and the vehicle at A is L7. The longitudinal distance of L7=L3+2 meters, so it is equivalent to use either variable in L7 or L3. Likewise, the distances between the vehicle and the lane boundary at A are L5 + 0.9 m and L6 + 0.9 m, respectively, and are therefore equivalent variables.

Optionally, when executing the lateral obstacle avoidance in the lane, a desired lateral offset distance may be introduced to ensure the execution of the lateral obstacle avoidance in the lane. The desired lateral offset distance may be derived using environmental information. In one case, the desired lateral offset distance can be regarded as a lateral offset distance with a numerical range, and when the actual lateral offset distance is within the numerical range, it is considered that the actual lateral offset distance satisfies the expected lateral offset distance Otherwise, it is considered that the actual lateral offset distance does not meet the requirements of the desired lateral offset distance. In another case, the desired lateral offset distance can also be regarded as a specific value. When the difference between the actual lateral offset distance and the specific value is within a certain range, it is considered that the actual lateral offset distance satisfies the expected lateral offset distance. Otherwise, it is considered that the actual lateral offset distance does not meet the requirements of the expected lateral offset distance.

In an implementation manner, the vehicle may be controlled to perform lateral obstacle avoidance within the lane according to the desired lateral offset distance, or it may be understood that the actual lateral offset distance satisfies the desired lateral offset distance when the vehicle is controlled to perform lateral obstacle avoidance within the lane demand.

In an example of the above implementation manner, the power information of the vehicle can be adjusted to achieve the actual lateral offset distance, so that the actual lateral offset distance of the vehicle meets the requirements of the desired lateral offset and achieves the purpose of lateral obstacle avoidance in the lane . The power information may include at least one of the following: angular velocity, steering wheel rotation angle, steering angle and torque. That is to say, the purpose of changing the motion state of the vehicle is achieved by adjusting the power information, so that the lateral offset distance of the adjusted vehicle can meet the requirement of the desired lateral offset distance. In this case, the adjusted lateral offset distance is the actual offset distance, and the adjustment of the power information can make the vehicle reach the actual lateral offset distance.

The desired lateral offset distance may be the expected lateral offset distance obtained by the control device in the embodiment of the present application according to the environmental information, which may be a numerical range or a numerical value, that is, the actual lateral offset distance satisfies the expected lateral offset distance. The requirement of the offset distance is equivalent to ensuring that the obstacle is avoided and the lane is not exceeded. The former is described by the relationship between two parameters, and the latter is described by the actual driving state of the vehicle.

In another example, the power information of the vehicle may be adjusted based on the difference between the expected lateral offset distance and the predicted lateral offset distance. For example, when the difference is within a certain threshold range (that is, the actual lateral offset distance meets the requirement of the desired lateral offset distance), no adjustment is performed, and only when the difference is not within the threshold range (that is, the actual lateral offset distance does not meet the requirement) The adjustment is made only when the desired lateral offset distance is required). The predicted lateral offset distance may be a lateral offset distance predicted by the dynamic information of the vehicle.

The predicted lateral offset distance can be understood as the lateral offset distance formed by the vehicle continuing to drive according to the current power information, that is, the predicted lateral distance can be obtained through the power information. When the dynamic information is not adjusted, the predicted lateral offset distance is not changed, so the actual lateral offset distance is not changed; when the dynamic information is adjusted, the predicted lateral offset distance is changed, so Changed the actual lateral offset distance. For example, assuming that time T1 is earlier than time T2, the lateral offset distance at time T2 is the actual lateral offset distance, and the predicted lateral offset distance at time T1 is A meter. If the power information is not adjusted at time T1, then T2 The lateral offset distance at time is still A meter, that is, the actual lateral offset distance is the same as the predicted lateral offset distance at time T1. If the power information is adjusted at time T1, the lateral offset distance at time T2 is no longer A meters, that is, the actual lateral offset distance is not the same as the predicted lateral offset distance at time T1. T1, T2, and A are all different. is a positive real number.

In an autonomous driving scenario, if all the equipment or devices of the vehicle perform well, in most cases, the expected lateral offset distance is basically the same as the predicted lateral offset distance, that is, almost no adjustment is required, but if When some parts of the vehicle fail, and the data collection produces noise effects, it may happen that the predicted lateral offset distance is not within the range of the expected lateral offset distance (that is, the actual lateral offset distance does not meet the expected lateral offset distance). Offset distance requirements), at this time, it is necessary to adjust the predicted lateral offset distance to ensure the execution of lateral obstacle avoidance in the lane. In this scenario, the predicted lateral offset distance can be obtained from one or more types of dynamic information such as angular velocity, steering angle, and torque. Generally, the steering wheel will not turn by itself during automatic driving, so it can be The predicted lateral offset distance is not obtained by the steering angle of the steering wheel. Of course, if the vehicle is still set so that the steering wheel rotates by itself according to the control of the vehicle, in this case, the predicted lateral offset distance can still be obtained through the steering wheel rotation angle.

When it is an assisted driving or manual driving scenario, the rotation angle of the steering wheel has the greatest influence on the driving direction of the vehicle, and the steering wheel is controlled by the driver. It is difficult for the driver to control the steering wheel to avoid obstacles. This requires the driver's observation, reaction speed, judgment and execution. Therefore, in this scenario, it often occurs. The difference between the predicted lateral offset distance and the expected lateral offset distance, that is, the driver's manipulation has a greater impact on the predicted lateral offset distance, and human behavior is random, so it is prone to overreaction Or the untimely response results in exceeding the lane boundary or failing to avoid obstacles (that is, the actual lateral offset distance does not meet the requirement of the expected lateral offset distance). At this time, the desired lateral offset distance can be used to ensure the effective execution of lateral obstacle avoidance in the lane. In these two scenarios, the predicted lateral offset degree can be obtained according to the rotation angle of the steering wheel, or it can be obtained according to one or more kinds of dynamic information such as angular velocity, steering angle, and torque.

In some implementations, when step 202 is performed, it can be implemented according to the first distance and the first threshold. That is to say, the above-mentioned environmental information can be used to indicate a first distance and a first threshold, wherein the first distance is used to represent the distance between the vehicle and the boundary of the lane where it is located, and the first threshold is used to represent the avoidance through lateral obstacle avoidance The minimum lateral offset distance required for the obstacle. Then, when the vehicle obstacle avoidance control is performed according to the environmental information (ie, when step 202 is performed), the vehicle can be controlled to perform lateral obstacle avoidance inside the lane or lateral obstacle avoidance outside the lane according to the first distance and the first threshold.

In an example of the above implementation, it can be achieved by performing the following operations:

Taking FIG. 5 as an example, FIG. 5 is a schematic diagram of a scene of lateral obstacle avoidance in a road according to an embodiment of the present application. Assume that the first distance is L40, which is the distance between the right side of the vehicle and the lane boundary. In practice, it is generally not completely close to the edge of the obstacle, so a certain distance will be reserved, which is represented by L20 in Figure 5. The current lateral distance between the vehicle and the obstacle is L10. If the vehicle wants to go around Over obstacles, at least a lateral offset distance of L30 is required, so it is the minimum offset. L30 is less than L40, so the vehicle can avoid obstacles in the lane, that is to say, if the L40 in the first distance is greater than L30, it can avoid obstacles laterally in the lane.

It should be noted that, for the actual scene, if you encounter an obstacle and avoid the obstacle laterally, it is generally offset to the side away from the obstacle. For the scene shown in Figure 5, the obstacle is on the left side of the lane and is far from the left side of the vehicle. closer, so it will be offset to the right. However, it should be understood that even if it is considered that it can be shifted to the left, it is still included in the case of the above example, which is equivalent to that if it is shifted to the left, the first distance is smaller than the first threshold, resulting in insufficient to bypass the obstacle in the lane thing.

Exemplarily, the first distance may be obtained according to boundary information in the road structure information. 3 to 5 , for example, the first distance may be determined according to the information of the boundary in the road structure information (that is, the information of the boundary of the lane where the vehicle is located).

In some implementations, the first threshold may be obtained through a relative positional relationship between the vehicle and the obstacle and/or through a relative motion relationship between the vehicle and the obstacle, the information of the obstacle and the road structure information indicating the relative positional relationship, and , the dynamic information of the vehicle and the information of the obstacles indicate the relative motion relationship. 3-5, for example, the first threshold may be determined according to the relative positional relationship between the vehicle and the obstacle and/or the relative motion relationship between the vehicle and the obstacle.

As described in step 201 above, the information of the obstacle may include information of the type of the obstacle in addition to the information of the size of the obstacle and the information of the motion state. Therefore, the first threshold may correspond to the type of the obstacle, That is, the first threshold can be associated with the type of the obstacle.

In a first implementation manner, the correspondence between the first threshold and the type of the obstacle may be predefined or preset, or the first threshold may also be determined or adjusted according to the type of the obstacle during the obstacle avoidance process.

In an example of the above implementation, if the obstacle is a static obstacle (static relative to the road) as shown in Figures 3-8, that is, the obstacle type is a general static obstacle, the first threshold may be Relatively small, according to Figure 5, the value of L20 is relatively small, so the value of L30 is relatively small, which is equivalent to only need to avoid a small distance of obstacles. If the obstacle is a pedestrian, that is to say, the type of the obstacle is a pedestrian, the first threshold can be relatively large. In combination with Figure 5, the value of L20 is relatively large, so the value of L30 is relatively large, which is equivalent to Avoid as many obstacles as possible for a distance.

It should be understood that when the obstacle is a vehicle, it is also possible to perform lateral obstacle avoidance in the lane, for example, as shown in FIG. 9 . FIG. 9 is a schematic diagram of an obstacle according to an embodiment of the present application being another vehicle. As shown in Figure 9, vehicle B appears in front of the driving direction of vehicle A, and only a small part of the right side of vehicle B is in the lane where vehicle A is located. In this case, lateral obstacle avoidance in the lane can be performed.

In the second implementation manner, the correspondence between L20 and the type can be pre-defined or preset so that the first threshold can correspond to the type of the obstacle, that is, in the process of actually encountering the obstacle, the vehicle and the obstacle The lateral distance of the obstacle may vary, but when the first threshold is obtained, the value of L20 is predefined. At this time, the lateral distance between the obstacle and the vehicle can be directly added to L20 to obtain the first threshold. As a further example, assuming that the reserved distance L20 for pedestrians is 0.6 meters, and the reserved distance L20 for stones is 0.2 meters, if the lateral distance between the vehicle and the pedestrian A at time T1 is 0.5 meters, the first threshold at time T1 is 0.6 meters. Add 0.5 meters (that is, 1.1 meters), if the lateral distance between the vehicle and the stone B at T2 is 0.5 meters (for comparison, it is deliberately set to be the same as the lateral distance in the previous example), then the first threshold at T2 It can be seen that, in this example, the correspondence between the first threshold and the type is equivalent to the correspondence between the L20 and the type.

The above two implementations can ultimately achieve the purpose of corresponding between the first threshold and the type of obstacle, but the first implementation is that the first threshold directly corresponds to the type of obstacle, while the second implementation is to pre- Correspondence between the distance (L20) left and the obstacle and the type of obstacle.

Optionally, step 202 may also be executed only under certain execution conditions, that is, only when certain conditions are met, lateral obstacle avoidance within the track or lateral obstacle avoidance outside the track is executed.

That is, in some implementation manners, the above control method may further include performing the following operation: when the second distance is less than or equal to the second threshold, performing lateral obstacle avoidance within the track or performing lateral obstacle avoidance outside the track. Wherein, the second distance and the second threshold can be obtained by using environmental information, the second distance is used to represent the longitudinal distance between the vehicle and the obstacle, and the second threshold is used to represent the minimum distance required to avoid obstacles through longitudinal obstacle avoidance Longitudinal distance.

In the above implementation manner, the following operation may also be performed: when the second distance is greater than the second threshold, perform longitudinal obstacle avoidance.

It should be understood that when the second distance is less than or equal to the second threshold, the execution of lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane is equivalent to adding an execution condition to the execution of lateral obstacle avoidance, that is, only when the second distance is less than or equal to the second threshold. It is only executed when it is equal to the second threshold value, which is equivalent to first performing the relevant judgment of the second threshold value and then performing the relevant judgment of the first threshold value. In addition to the above implementations, the related judgments of the first threshold and the second threshold can also be performed at the same time. In this case, it is equivalent to the vehicle performing the following operations:

When the first distance is greater than the first threshold and the second distance is less than or equal to the second threshold, control the vehicle to perform lateral obstacle avoidance within the lane; or

When the first distance is less than or equal to the first threshold and the second distance is less than or equal to the second threshold, control the vehicle to perform off-street lateral obstacle avoidance; or

When the second distance is greater than the second threshold, longitudinal obstacle avoidance is performed.

It can be seen that in this case, only one of the three conditions can be selected, because the vehicle finally executes one of the lateral obstacle avoidance inside the lane, lateral obstacle avoidance outside the lane, or vertical obstacle avoidance. Any judgment condition may be used.

It should be understood that in the case where the second distance is the same as the second threshold (the second distance is equal to the second threshold), as a critical situation, lateral obstacle avoidance (ie, lateral obstacle avoidance within the track or lateral obstacle avoidance outside the track) can be performed, or Perform longitudinal obstacle avoidance, however, it is relatively safe to perform lateral obstacle avoidance in critical situations. In some implementation manners, the above control method may further include performing the following operation: if it is determined that the length of time for performing in-track lateral obstacle avoidance is greater than or equal to a preset time threshold, stopping execution of in-track lateral obstacle avoidance. In this case, it can be considered that after a certain period of time, the control of the lateral obstacle avoidance in the lane is ended. It is equivalent to returning control of the vehicle to other modules or to the driver. For example, the driver's lack of response is generally a few seconds, which is equivalent to suddenly seeing an obstacle and not having time to respond. At this time, the control of the embodiment of the present application can be used to achieve obstacle avoidance, thereby making up for the driver's error, but if the control The time has elapsed for a few seconds, and the driver has reacted at this time, so he can no longer take over the control, and the control can be returned to the driver.

It should be understood that the preset time threshold may be obtained from the reaction time of a person. For example, assuming that research shows that the time of human stress response will not exceed 3 seconds, the preset time threshold may be 3 seconds, or may be 3 seconds. Any value of 4 seconds, or even 2.8 seconds, etc., that is to say, the time threshold can be preset according to the actual situation.

The following takes assisted driving as an example to introduce some control of lateral obstacle avoidance in the lane. Although the vehicle is controlled to perform lateral obstacle avoidance in the lane according to a certain basis, when the driver controls the vehicle, it is prone to overreaction or slow reaction when encountering obstacles. When opening obstacles, a control mechanism can be added at this time, and the lateral offset degree of the vehicle can be adjusted to ensure lateral obstacle avoidance in the lane. In practice, it is equivalent to appropriately reducing the lateral offset degree when the driver overreacts. When the driver's response is slow, the lateral offset degree should be appropriately increased. As a further example, suppose the driver sees an obstacle ahead and turns the steering wheel sharply, but the degree of lateral offset (ie, the predicted degree of lateral offset) brought about by the steering angle (an example of dynamic information) is already much larger than the expected lateral offset. At this point, you can adjust the steering angle, torque, etc. (ie, adjust the power information) to reduce the degree of excessive lateral offset. Suppose the driver sees an obstacle ahead and turns the steering wheel a little later in a moment of tension, and may even turn in the wrong direction, resulting in the degree of lateral offset (that is, the degree of predicted lateral offset) brought about by the steering angle (an example of dynamic information). ) is much smaller than the desired lateral offset degree, at this time, the steering angle, torque, etc. can be adjusted (ie, the power information is adjusted) to increase the too small lateral offset degree. The desired lateral offset degree can be viewed as a lateral offset distance or lateral offset angle with a range of values.

FIG. 6 is a schematic diagram of an execution process of in-track lateral obstacle avoidance according to an embodiment of the present application. Each step shown in FIG. 6 will be introduced below.

601. Obtain environmental information.

Optionally, the same method as step 201 can be used to perform step 601, and the description is not repeated for brevity.

602. Perform obstacle avoidance control according to environmental information.

Optionally, step 602 may be performed with reference to the relevant introduction in step 202, and the description will not be repeated for brevity.

It should be noted that

steps

601 and 602 are not steps in the specific execution process of in-track lateral obstacle avoidance, but in order to facilitate the understanding of the relationship between in-track lateral obstacle avoidance and the aforementioned obstacle avoidance control scheme, steps 601 and 602 are given. Step 602.

603. When performing in-lane lateral obstacle avoidance control, trigger in-lane lateral obstacle avoidance control.

Optionally, in an automatic driving scenario, it can be triggered automatically. For example, a device such as a controller or a processor that can execute step 602 gives a trigger instruction or a trigger electrical signal, thereby triggering the lateral obstacle avoidance control in the lane.

When assisting driving or general driving, it can be triggered by the driver turning the steering wheel after selecting lateral obstacle avoidance in the lane.

604. Obtain a predicted lateral offset degree according to the dynamic information.

That is, the degree of lateral deviation in the case where the vehicle continues to travel according to the power information can be predicted based on the power information of the vehicle.

Optionally, power information may be obtained through any one or more of the sensing devices described above. The predicted lateral deviation degree can be understood as the predicted amount of lateral deviation of the vehicle under the actual steering angle, torque, speed, angular velocity and other parameters of the current vehicle.

605. Determine whether the predicted lateral offset degree will cause the obstacle to be avoided. When the determination result is "Yes", go to step 606, and when the determination result is "No", go to step 607.

It should be understood that the inability to avoid obstacles is the result of the predicted lateral offset degree being much smaller than the expected lateral offset degree, that is, when the vehicle continues to drive according to the current power information without adjustment, the predicted lateral offset Therefore, the actual lateral offset degree remains unchanged, which is equivalent to the fact that the actual lateral offset degree will be insufficient (an example in which the actual lateral offset degree cannot meet the requirement of the desired lateral offset degree).

606. Adjust the power information so that the vehicle can avoid obstacles.

That is, the power information can be adjusted to increase the predicted lateral offset degree that is insufficient (ie, too small), so that the actual lateral offset degree can be increased to meet the requirement of the desired lateral offset degree.

It can be seen that the adjustment of the power information in this step can make the vehicle reach the actual lateral offset degree, that is to say, the adjusted power information determines the actual lateral offset degree of the vehicle continuing to travel after the adjustment.

607. Determine whether the predicted lateral deviation degree will cause the vehicle to overtake the lane where it is located. When the determination result is "Yes", go to step 609, and when the determination result is "No", go to step 608.

It should be understood that when the vehicle exceeds the lane in which it is located, the predicted lateral deviation degree is much larger than the expected lateral deviation degree. That is to say, when the vehicle continues to drive according to the current power information without adjustment, the predicted lateral deviation degree Therefore, the actual lateral offset degree remains unchanged, which is equivalent to the fact that the actual lateral offset degree will be too large (another example where the actual lateral offset degree cannot meet the requirement of the expected lateral offset degree).

608. Keep power information.

That is to say, when the predicted lateral deviation degree can ensure that the obstacle is avoided and the vehicle does not exceed the lane, the dynamic information is not adjusted. Alternatively, it can be understood that, by continuing to drive according to the predicted lateral deviation degree, it can be ensured that the actual lateral deviation degree meets the requirement of the expected lateral deviation degree, and the power information is kept unchanged at this time.

609. Adjust the power information so that the vehicle does not exceed the lane.

That is to say, by adjusting the dynamic information, the excessively large predicted lateral offset degree can be reduced, so that the actual lateral offset degree can be reduced to meet the requirement of the desired lateral offset degree.

It should be noted that Fig. 6 is only an example provided to clearly present the solution, that is to say, the solution is to adjust the power information so that the predicted lateral offset degree changes, so as to ensure that the vehicle can avoid obstacles and not exceed One possible example of lane boundaries. However, in actual implementation, there may also be other ways. For example, in FIG. 6 , step 605 is performed first and then step 607 is performed. For another example, Figure 6 only illustrates one round of execution, but in practice, steps 605 to 609 can be repeatedly executed, which is equivalent to constantly correcting the forward trajectory of the vehicle to ensure lateral obstacle avoidance in the lane. The present application does not limit the execution order of each step in the control method provided in FIG. 6 .

It should be understood that steps 604-609 can be regarded as an implementation manner of adjusting the dynamic information so that the actual lateral offset degree meets the requirement of the desired lateral offset degree, that is, the actual lateral offset degree is made by means of the predicted lateral offset degree. The degree of displacement meets the requirements of the expected lateral offset degree, wherein step 604 is used to obtain the predicted lateral offset degree, steps 605-609 ensure the execution of lateral obstacle avoidance in the lane by adjusting the dynamic information, and steps 605-606 correspond to prediction In the case where the degree of lateral offset is too small, if continuing to drive according to the current power information, the actual degree of lateral offset will be too small (that is, an example where the actual degree of lateral offset does not meet the expected degree of lateral offset), steps 607 and 609 correspond to In the case of predicting that the degree of lateral offset is too large, if continuing to drive according to the current power information, the actual degree of lateral offset will be too large (that is, another example where the actual degree of lateral offset does not meet the expected degree of lateral offset), step 608 corresponds to If you continue to drive according to the predicted lateral deviation degree, it is already possible to make the actual lateral deviation degree meet the situation of the desired lateral deviation degree.

It should also be noted that, in this embodiment of the present application, in addition to the lateral offset distance, all lateral offsets can also be expressed by the lateral offset angle. Therefore, the two can be regarded as lateral offsets. degree. For example, the lateral offset distance of vehicle A is 1 meter, and at this time, a certain angle must be formed between vehicle A and the original position, so this angle can be used to describe the degree of lateral offset of vehicle A. In the solution of the present application, the parameters corresponding to the lateral offset distance (or in other words, the parameters that can be used to uniquely obtain the lateral offset distance) can be substituted for the lateral offset distance. For example, the first threshold can be used to represent The minimum lateral offset angle required to avoid the obstacle by lateral obstacle avoidance.

In the embodiment of the present application, the obstacle avoidance method is further subdivided, and the vehicle can be controlled to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane according to the environmental information, thereby improving the overall obstacle avoidance performance, for example, it can ensure assisted driving or Obstacle avoidance performance in intelligent driving.

The control method of the vehicle according to the embodiment of the present application is described above, and the control device of the vehicle according to the embodiment of the present application is described below. It should be understood that the control device introduced below can execute each process of the control method of the embodiment of the present application, and the repeated description will be appropriately omitted when the embodiment of the device is introduced below.

FIG. 7 is a schematic diagram of a control device according to an embodiment of the present application. The apparatus 2000 includes an acquisition unit 2001 and a processing unit 2002 . The apparatus 2000 can be used to execute each step of the vehicle control method according to the embodiment of the present application. For example, the acquiring unit 2001 may be configured to perform step 201 in the method shown in FIG. 2 , and the processing unit 2002 may be configured to perform step 202 in the method shown in FIG. 2 . For another example, the acquiring unit 2001 can be used to execute

steps

601 and 604 in the method shown in FIG. 6 , and the processing unit 2002 can be used to execute

steps

602 , 603 , 605 to 609 in the method shown in FIG. 6 .

The foregoing apparatus 2000 may be the control apparatus 420 shown in FIG. 4 , wherein the obtaining unit 2001 may be equivalent to the obtaining unit 421 , and the processing unit 2002 may be equivalent to the processing unit 422 .

FIG. 8 is a schematic diagram of a control device according to an embodiment of the present application. The apparatus 3000 may include at least one processor 3002 and a communication interface 3003 .

Optionally, the apparatus 3000 may further include at least one of a memory 3001 and a bus 3004 . Wherein, any two or all three of the memory 3001 , the processor 3002 and the communication interface 3003 can be connected to each other through the bus 3004 for communication.

Optionally, the memory 3001 may be a read only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (random access memory, RAM). The memory 3001 can store a program. When the program stored in the memory 3001 is executed by the processor 3002, the processor 3002 and the communication interface 3003 are used to execute various steps of the vehicle control method of the embodiment of the present application. That is to say, the processor 3002 may acquire stored instructions from the memory 3001 through the communication interface 3003 to execute various steps of the vehicle control method of the embodiment of the present application.

Optionally, the memory 3001 may have the function of the memory 152 shown in FIG. 1 to realize the above-mentioned function of storing programs. Optionally, the processor 3002 may adopt a general-purpose CPU, a microprocessor, an ASIC, a graphics processing unit (graphic processing unit, GPU), or one or more integrated circuits, for executing related programs, so as to implement the functions of the embodiments of the present application. The functions that need to be performed by the units in the control device, or each step of the control method in the embodiment of the present application is performed.

Optionally, the processor 3002 may have the function of the processor 151 shown in FIG. 1 to realize the above-mentioned function of executing the related program.

Optionally, the processor 3002 may also be an integrated circuit chip with signal processing capability. In the implementation process, each step of the control method of the embodiment of the present application may be completed by an integrated logic circuit of hardware in a processor or an instruction in the form of software.

Optionally, the above-mentioned processor 3002 may also be a general-purpose processor, a digital signal processor (digital signal processing, DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (field programmable gate array, FPGA) or other Programming logic devices, discrete gate or transistor logic devices, discrete hardware components. The methods, steps, and logic block diagrams disclosed in the embodiments of this application can be implemented or executed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in conjunction with the embodiments of the present application may be directly embodied as executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may be located in random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers and other storage media mature in the art. The storage medium is located in the memory, and the processor reads the information in the memory and, in combination with its hardware, completes the functions required to be performed by the units included in the vehicle control device of the embodiment of the present application, or executes the functions of the vehicle control method of the embodiment of the present application. each step.

Optionally, the communication interface 3003 may use a transceiver device such as, but not limited to, a transceiver to implement communication between the device and other devices or a communication network. The communication interface 3003 may also be, for example, an interface circuit.

The bus 3004 may include pathways for transferring information between various components of the device (eg, memory, processor, communication interface).

The embodiments of the present application further provide a computer program product including instructions, and when the instructions are executed by a computer, the instructions cause the computer to implement the methods in the foregoing method embodiments.

An embodiment of the present application further provides a terminal, where the terminal includes any one of the above control devices, for example, the control device shown in FIG. 7 or FIG. 8 .

It should be noted that the control device in the above terminal can be used to control the vehicle, but those skilled in the art know that in other possible scenarios, the terminal can also be a possible device such as a drone or a robot, that is, the above mentioned The "vehicle" of the vehicle can be replaced with "terminal". Correspondingly, the above-mentioned road structure and information such as inside and outside the road can also be replaced with the route channel or environmental structure where the terminal such as drone or robot is located, and the route based on the above-mentioned route. Intra-channel and out-of-channel information captured by a channel or environmental structure. The functions and explanations of specific terms can be obtained by referring to the type and environment of the actual terminal. This application is described with a vehicle as an example, but the solution can be extended to other possible terminal types.

For the explanation and beneficial effects of the relevant content in any of the control devices provided above, reference may be made to the corresponding method embodiments provided above, which will not be repeated here.

Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terms used in this application in the specification of this application are for the purpose of describing specific embodiments only, and are not intended to limit the application.

Various aspects or features of the present application may be implemented as methods, apparatus, or articles of manufacture using standard programming and/or engineering techniques. The term "article of manufacture" as used in this application may encompass a computer program accessible from any computer-readable device, carrier or media. For example, computer readable media may include, but are not limited to, magnetic storage devices (eg, hard disks, floppy disks, or magnetic tapes, etc.), optical disks (eg, compact discs (CDs), digital versatile discs (DVDs), etc. ), smart cards and flash memory devices (eg, erasable programmable read-only memory (EPROM), cards, stick or key drives, etc.).

The various storage media described herein may represent one or more devices and/or other machine-readable media for storing information. The term "machine-readable medium" may include, but is not limited to, wireless channels and various other media capable of storing, containing, and/or carrying instructions and/or data.

It should be noted that when the processor is a general-purpose processor, DSP, ASIC, FPGA or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components, the memory (storage module) can be integrated in the processor.

It should also be noted that the memory described in this application is intended to include, but not be limited to, these and any other suitable types of memory.

Those of ordinary skill in the art can realize that the units and steps of each example described in conjunction with the embodiments disclosed in this application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may use different methods to implement the described functions for each particular application, but such implementations should not be considered outside the scope of protection of this application.

Those skilled in the art can clearly understand that, for the convenience and brevity of description, for the specific working process of the above-described devices and units, reference may be made to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are only illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, which may be in electrical, mechanical or other forms.

The units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.

The functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a computer software product, and the computer software product is stored in a storage In the medium, the computer software product includes several instructions, the instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium may include, but is not limited to, various media that can store program codes, such as a U disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

The above are only specific embodiments of the present application, but the protection scope of the present application is not limited to this. should be covered within the scope of protection of this application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

A control method, comprising:

Acquiring environmental information of the vehicle, the environmental information including obstacle information and road structure information;

According to the environmental information, the vehicle is controlled to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane.
The control method according to claim 1, wherein the environmental information is used to indicate a first distance and a first threshold, and the first distance is used to indicate a distance between the vehicle and the boundary of the lane where it is located, The first threshold is used to represent the minimum lateral offset distance required to avoid the obstacle through lateral obstacle avoidance, and the vehicle is controlled to perform lateral obstacle avoidance in the lane or lateral obstacle avoidance outside the lane according to the environmental information, including: :

According to the first distance and the first threshold, the vehicle is controlled to perform the in-lane lateral obstacle avoidance or the out-lane lateral obstacle avoidance.
The control method according to claim 2, wherein the controlling the vehicle to perform the in-lane lateral obstacle avoidance or the out-lane lateral obstacle avoidance according to the first distance and the first threshold value comprises: :

When the first distance is greater than the first threshold, controlling the vehicle to perform the in-lane lateral obstacle avoidance; or

When the first distance is less than or equal to the first threshold, the vehicle is controlled to perform the out-of-lane lateral obstacle avoidance.
The control method according to claim 2 or 3, wherein the information of the obstacle includes information of the type of the obstacle, and the first threshold value corresponds to the type of the obstacle.
The control method according to claim 4, wherein the corresponding relationship between the first threshold value and the type of the obstacle is predefined or set, or the first threshold value can be based on the type of the obstacle Confirm or adjust.
The control method according to any one of claims 1 to 5, wherein the environmental information is further used to indicate a second distance and a second threshold, and the second distance is used to indicate the distance between the vehicle and the The longitudinal distance between obstacles, the second threshold is used to represent the minimum longitudinal distance required to avoid the obstacles through longitudinal obstacle avoidance, and the vehicle is controlled to perform lateral obstacle avoidance in the lane or Off-track lateral obstacle avoidance, including:

When the second distance is less than or equal to the second threshold, the vehicle is controlled to perform the in-lane lateral obstacle avoidance or the out-lane lateral obstacle avoidance.
The control method according to any one of claims 1 to 6, wherein the method further comprises:

If it is determined that the length of time for executing the in-lane lateral obstacle avoidance is greater than or equal to a preset time threshold, the execution of the in-lane lateral obstacle avoidance is stopped.
The control method according to any one of claims 1 to 7, wherein the controlling the vehicle to perform lateral obstacle avoidance in a lane comprises:

The vehicle is controlled to perform in-lane lateral obstacle avoidance, so that the actual lateral offset distance meets the requirement of a desired lateral offset distance, and the desired lateral offset distance is obtained through the environmental information.
The control method according to claim 8, wherein the controlling the vehicle to perform lateral obstacle avoidance in a lane comprises:

Dynamic information of the vehicle is adjusted to achieve the actual lateral offset distance, the dynamic information includes at least one of the following: angular velocity, steering wheel rotation angle, steering angle and torque.
A control device, characterized in that it includes:

an acquisition unit, configured to acquire environmental information of the vehicle, the environmental information includes information of obstacles and road structure information;

The processing unit is configured to control the vehicle to perform lateral obstacle avoidance inside the lane or lateral obstacle avoidance outside the lane according to the environmental information.
The control device according to claim 10, wherein the environmental information is used to indicate a first distance and a first threshold, and the first distance is used to indicate a distance between the vehicle and the boundary of the lane where it is located, The first threshold is used to represent the minimum lateral offset distance required to avoid the obstacle through lateral obstacle avoidance, and the processing unit is specifically used for:

According to the first distance and the first threshold, the vehicle is controlled to perform the in-lane lateral obstacle avoidance or the out-lane lateral obstacle avoidance.
The control device according to claim 11, wherein the processing unit is specifically configured to:

When the first distance is greater than the first threshold, controlling the vehicle to perform the in-lane lateral obstacle avoidance; or

When the first distance is less than or equal to the first threshold, the vehicle is controlled to perform the out-of-lane lateral obstacle avoidance.
The control device according to claim 11 or 12, wherein the information of the obstacle includes information of the type of the obstacle, and the first threshold value corresponds to the type of the obstacle.
The control device according to claim 13, wherein the corresponding relationship between the first threshold value and the type of the obstacle is predefined or set, or the first threshold value can be based on the type of the obstacle Confirm or adjust.
The control device according to any one of claims 10 to 14, wherein the environmental information is further used to indicate a second distance and a second threshold, and the second distance is used to indicate the distance between the vehicle and the The longitudinal distance between obstacles, the second threshold is used to represent the minimum longitudinal distance required to avoid the obstacles through longitudinal obstacle avoidance, and the processing unit is specifically used for:

When the second distance is less than or equal to the second threshold, the vehicle is controlled to perform the in-lane lateral obstacle avoidance or the out-lane lateral obstacle avoidance.
The control device according to any one of claims 10 to 15, wherein the processing unit is further configured to:

If it is determined that the length of time for executing the in-lane lateral obstacle avoidance is greater than or equal to a preset time threshold, the execution of the in-lane lateral obstacle avoidance is stopped.
The control device according to any one of claims 10 to 16, wherein the processing unit is specifically configured to:

The vehicle is controlled to perform in-lane lateral obstacle avoidance, so that the actual lateral offset distance meets the requirement of a desired lateral offset distance, and the desired lateral offset distance is obtained through the environmental information.
The control device according to claim 17, wherein the processing unit is specifically configured to:

Dynamic information of the vehicle is adjusted to achieve the actual lateral offset distance, the dynamic information includes at least one of the following: angular velocity, steering wheel rotation angle, steering angle and torque.
A chip, characterized in that the chip includes at least one processor and an interface circuit, and the at least one processor obtains instructions stored in a memory through the interface circuit to execute any one of claims 1 to 9 the described control method.
A computer-readable storage medium, characterized in that the computer-readable medium stores a program code for device execution, the program code comprising a program code for executing the control method according to any one of claims 1 to 9 instruction.
A terminal, characterized in that the terminal comprises the control device according to any one of claims 10 to 18.