WO2024022003A1 - 车辆避让方法、装置、终端设备以及存储介质 - Google Patents

车辆避让方法、装置、终端设备以及存储介质 Download PDF

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Publication number
WO2024022003A1
WO2024022003A1 PCT/CN2023/104120 CN2023104120W WO2024022003A1 WO 2024022003 A1 WO2024022003 A1 WO 2024022003A1 CN 2023104120 W CN2023104120 W CN 2023104120W WO 2024022003 A1 WO2024022003 A1 WO 2024022003A1
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WIPO (PCT)
Prior art keywords
vehicle
cut
information
detour
avoidance
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PCT/CN2023/104120
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English (en)
French (fr)
Inventor
张惠康
赵永正
黄熠文
李力耘
Original Assignee
广州小鹏自动驾驶科技有限公司
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Publication of WO2024022003A1 publication Critical patent/WO2024022003A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks

Definitions

  • the present application relates to the field of autonomous driving technology, and in particular, to a vehicle avoidance method, device, terminal equipment and storage medium.
  • Urban autonomous driving requires both safety and comfort, and passing vehicles is a very common scenario in urban driving.
  • the urban scene is complex, and the perception of surrounding vehicles, pedestrians, and bicycles cannot be guaranteed to be 100% accurate. Due to different drivers and different vehicle models, different degrees of speed of the cut-in, coupled with the diverse and complex urban road conditions, make it difficult to accurately predict the trajectory of the by-passing vehicle. If you pursue safety excessively and decelerate to avoid it safely if you sense or predict that the oncoming vehicle intends to cut in, the comfort of autonomous driving will be sacrificed due to incorrect perception and prediction. If the response to the deceleration of the cutting vehicle is too slow, it will cause safety hazards.
  • the main purpose of this application is to provide a vehicle avoidance method, device, terminal equipment and storage medium, aiming to improve the comfort of the vehicle while ensuring safety during the process of cutting in by a side vehicle.
  • this application provides a vehicle avoidance method, which includes:
  • the vehicle is controlled to decelerate gently to avoid hitting the oncoming vehicle;
  • the vehicle is controlled to perform emergency braking and/or detour driving.
  • the step of obtaining the relative driving information of the next vehicle to be cut into and the own vehicle includes:
  • the relative traveling information is calculated based on the cut-in state parameter and the coping state parameter.
  • the switching state parameters include the orientation information, position information and/or vehicle speed information of the side vehicle to be switched into, and the response state parameters include the orientation information, location information and/or vehicle speed of the own vehicle.
  • Information, the relative travel information includes angle angle, lateral distance, longitudinal distance and/or travel time, and the step of calculating the relative travel information according to the cut-in state parameter and the response state parameter includes at least one of the following :
  • the orientation information of the next vehicle to be cut into and the orientation information of the own vehicle calculate the orientation angle between the next vehicle to be cut into and the own vehicle to obtain the angle angle
  • the driving time required for the side vehicle to be cut in to travel to the front of the own vehicle is calculated.
  • the step of determining whether the relative driving information meets preset safety conditions includes:
  • the angle, lateral distance and/or travel time in the relative travel information are respectively compared with the preset angle threshold, the preset distance threshold and/or the preset time threshold in the preset safety conditions, wherein,
  • the preset safety conditions include: the included angle is less than the preset angle threshold, the lateral distance is greater than the preset distance threshold, and the driving time is greater than the preset time threshold.
  • the step of controlling the vehicle to perform emergency braking and/or detouring includes:
  • the detour plan meets the execution conditions, the detour is performed according to the detour plan.
  • the step of determining whether there is a risk of collision between the side vehicle to be cut into and the own vehicle includes:
  • the relative acceleration is not less than the preset threshold, it is determined that there is a risk of collision between the side vehicle to be cut into and the own vehicle.
  • the step of obtaining the switching state parameters of the side vehicle to be switched includes:
  • Information fusion is performed on the visual perception information and the radar detection information to obtain the cut-in state parameters.
  • this application also provides a vehicle avoidance device, which includes:
  • the acquisition module obtains the relative driving information of the next vehicle to be cut into and the own vehicle;
  • a judgment module used to judge whether the relative driving information meets the preset safety conditions
  • the first control module if the relative driving information meets the preset safety conditions, is used to control the vehicle to decelerate gently to avoid hitting the side vehicle to be cut into;
  • the second control module is used to control the vehicle to perform emergency braking and/or detouring if the relative driving information does not meet the preset safety conditions.
  • the present application also provides a terminal device, which includes a memory, a processor, and a vehicle avoidance program stored on the memory and operable on the processor.
  • the vehicle avoidance program When the program is executed by the processor, the steps of the vehicle avoidance method as described above are implemented.
  • the present application also provides a computer-readable storage medium, a vehicle avoidance program is stored on the computer-readable storage medium, and when the vehicle avoidance program is executed by the processor, the vehicle avoidance as described above is realized. Method steps.
  • the vehicle avoidance method, device, terminal equipment and storage medium proposed in the embodiment of the present application obtain the relative driving information of the side vehicle to be cut into and the own vehicle; determine whether the relative driving information satisfies the preset safety conditions; if the If the relative driving information meets the preset safety conditions, the vehicle is controlled to decelerate gently to avoid hitting the oncoming vehicle; if the relative driving information does not meet the preset safety conditions, the vehicle is controlled to perform emergency braking and/or detouring. travel.
  • Choosing the corresponding avoidance mode improves the accuracy of predicting the cutting-in situation of the by-passing vehicle, so as to avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by slow response, so as to ensure safety in the process of responding to the cutting-in of the by-passing vehicle. Improved vehicle comfort.
  • Figure 1 is a schematic diagram of the functional module of the terminal equipment to which the vehicle avoidance device of the present application belongs;
  • Figure 2 is a schematic flow chart of an exemplary embodiment of the vehicle avoidance method of the present application.
  • FIG. 3 is a specific flow diagram of step S10 in the embodiment of Figure 2;
  • FIG. 4 is a specific flow diagram of step S103 in the embodiment of Figure 3;
  • Figure 5 is a schematic diagram of the angle between the direction of the side vehicle to be cut into and the own vehicle in the embodiment of the present application;
  • Figure 6 is a schematic diagram of the lateral distance between the side vehicle to be cut into and the own vehicle in the embodiment of the present application;
  • Figure 7 is a schematic diagram of the longitudinal distance between the side vehicle to be cut into and the own vehicle in the embodiment of the present application;
  • Figure 8 is a schematic diagram of the process of the vehicle to be cut into and driving to the front of the vehicle in the embodiment of the present application;
  • Figure 9 is a schematic flowchart of another exemplary embodiment of the vehicle avoidance method of the present application.
  • FIG 10 is a specific flow diagram of step S40 in the embodiment of Figure 2.
  • the main solution of the embodiment of this application is to: obtain the relative driving information of the vehicle to be cut into and the own vehicle; determine whether the relative driving information satisfies the preset safety conditions; if the relative driving information satisfies the preset safety conditions, then The vehicle is controlled to decelerate gently to avoid hitting the oncoming vehicle; if the relative driving information does not meet the preset safety conditions, the vehicle is controlled to perform emergency braking and/or detour driving.
  • Choosing the corresponding avoidance mode improves the accuracy of predicting the cutting-in situation of the by-passing vehicle, so as to avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by slow response, so as to ensure safety in the process of responding to the cutting-in of the by-passing vehicle. Improved vehicle comfort.
  • FIG. 1 is a schematic diagram of the functional modules of the terminal equipment to which the vehicle avoidance device of the present application belongs.
  • the vehicle avoidance device may be a device independent of the terminal device and capable of vehicle avoidance, and may be carried on the terminal device in the form of hardware or software.
  • the terminal device can be a smart mobile terminal with data processing functions such as a mobile phone or a tablet computer, or a fixed terminal device or server with data processing functions.
  • the terminal device to which the vehicle avoidance device belongs includes at least an output module 110, a processor 120, a memory 130 and a communication module 140.
  • the operating system and vehicle avoidance program are stored in the memory 130.
  • the vehicle avoidance device can store the acquired relative driving information of the side vehicle to be cut into and the own vehicle, preset safety conditions, safety and comfort avoidance modes and other information in the memory 130;
  • the output module 110 may be a display screen or the like.
  • the communication module 140 may include a WIFI module, a mobile communication module, a Bluetooth module, etc., and communicates with external devices or servers through the communication module 140 .
  • the vehicle is controlled to decelerate gently to avoid hitting the oncoming vehicle;
  • the vehicle is controlled to perform emergency braking and/or detour driving.
  • the relative traveling information is calculated based on the cut-in state parameter and the coping state parameter.
  • the orientation information of the next vehicle to be cut into and the orientation information of the own vehicle calculate the orientation angle between the next vehicle to be cut into and the own vehicle to obtain the angle angle
  • the driving time required for the side vehicle to be cut in to travel to the front of the own vehicle is calculated.
  • the angle, lateral distance and/or travel time in the relative travel information are respectively compared with the preset angle threshold, the preset distance threshold and/or the preset time threshold in the preset safety conditions, wherein,
  • the preset safety conditions include: the included angle is less than the preset angle threshold, the lateral distance is greater than the preset distance threshold, and the driving time is greater than the preset time threshold.
  • the detour plan meets the execution conditions, the detour is performed according to the detour plan.
  • the relative acceleration is not less than the preset threshold, it is determined that there is a risk of collision between the side vehicle to be cut into and the own vehicle.
  • Information fusion is performed on the visual perception information and the radar detection information to obtain the cut-in state parameters.
  • This embodiment uses the above solution, specifically by obtaining the relative driving information of the side vehicle to be cut into and the own vehicle; judging whether the relative driving information satisfies the preset safety conditions; if the relative driving information satisfies the preset safety conditions, control the own vehicle. The vehicle decelerates gently to avoid hitting the oncoming vehicle; if the relative driving information does not meet the preset safety conditions, the vehicle is controlled to perform emergency braking and/or detour driving.
  • obtaining the relative driving information of the next vehicle to be cut in and the own vehicle and comparing the relative driving information with the preset safety conditions, we can infer the possibility of the by-passing vehicle actually cutting in and whether the own vehicle has sufficient time to avoid it.
  • Choosing the corresponding avoidance mode improves the accuracy of predicting the cutting-in situation of the by-passing vehicle, so as to avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by slow response, so as to ensure safety in the process of responding to the cutting-in of the by-passing vehicle. Improved vehicle comfort.
  • the execution subject of the method in this embodiment may be a vehicle avoidance device or terminal equipment.
  • This embodiment takes a vehicle avoidance device as an example.
  • FIG. 2 is a schematic flow chart of an exemplary embodiment of the vehicle avoidance method of the present application.
  • the vehicle avoidance methods include:
  • Step S10 Obtain the relative driving information of the next vehicle to be cut into and the own vehicle;
  • the relative driving information of the two vehicles is calculated based on the cut-in state parameters and the response state parameters.
  • the angle between the direction of the by-passing vehicle and the own vehicle is calculated based on the orientation information of the by-passing vehicle and the own vehicle, and the angle angle is obtained;
  • the lateral distance between the by-passing vehicle and the own vehicle is calculated based on the position information of the by-passing vehicle and the own vehicle, and the lateral distance between the by-passing vehicle and the own vehicle is calculated according to
  • the speed information of the vehicle and the heading information of the own vehicle are used to calculate the driving time required for the next vehicle to be cut into to drive directly in front of the own vehicle.
  • the relative driving information of the next vehicle to be cut into can be obtained.
  • the relative driving information of the next vehicle to be cut into and the predicted Set safety conditions for comparison determine the possibility of the oncoming vehicle cutting in, and the possibility that the own vehicle will be able to avoid it in time, and then select an appropriate avoidance plan.
  • Step S20 determine whether the relative traveling information meets the preset safety conditions
  • the critical value of the angle between the direction of the by-passing vehicle and the direction of the own vehicle is pre-calculated, that is, the angle threshold; the distance threshold between the by-passing vehicle and the own vehicle, And the threshold of the time required for the next vehicle to appear in front of the vehicle, that is, the time threshold, and then set preset conditions according to the calculated thresholds, and determine whether the relative driving information of the next vehicle to be cut in satisfies the preset conditions to determine whether the vehicle needs to execute avoidance plan.
  • Step S30 if the relative driving information meets the preset safety conditions, control the vehicle to decelerate gently to avoid hitting the side vehicle to be cut into;
  • the own vehicle can be controlled to execute the corresponding avoidance mode.
  • the side vehicle to be cut in needs to appear directly in front of the own vehicle.
  • the time is greater than the time threshold, it means that the possibility of the oncoming vehicle actually cutting in is less, and the vehicle has sufficient time to avoid, so there is no need for emergency braking to affect the comfort of the vehicle, and the vehicle can be controlled to perform gentle deceleration to avoid. This ensures comfort during vehicle avoidance.
  • gentle deceleration can be carried out by releasing the accelerator, and the vehicle is controlled to decelerate at a deceleration of no less than -1.5m/ s2 , decelerating to maintain a time gap of 1.2s with the vehicle in front, wherein, The time gap is the distance obtained by multiplying the current speed of the vehicle by 1.2s.
  • the normal driving mode can be restored.
  • the angle between the direction of the side vehicle to be cut in and the direction of the own vehicle is not less than the preset angle threshold, or the lateral distance between the side vehicle to be cut in and the own vehicle is not greater than the distance threshold, or the side vehicle to be cut in appears in front of the own vehicle.
  • the time required to go straight ahead is greater than the time threshold, that is, the relative driving information of the next vehicle to be cut into does not meet any of the preset conditions, which means that it is more likely that the next vehicle to be cut into will actually cut in, or the time for the vehicle to avoid is relatively long. If there is an emergency, emergency braking is required to avoid the risk of collision caused by failure to decelerate in time, thereby ensuring the safety of the vehicle during the avoidance process.
  • Step S40 If the relative driving information does not meet the preset safety conditions, control the vehicle to perform emergency braking and/or detour driving.
  • the angle between the direction of the next vehicle to be cut into and the direction of the own vehicle is not less than the preset angle threshold, or the lateral distance between the next vehicle to be cut into and the own vehicle is not greater than the distance threshold, or The time required for the car to appear directly in front of the own car is greater than the time threshold, that is, the relative driving information of the vehicle to be cut into the side vehicle does not meet any of the preset conditions, then it is determined that the relative driving information does not meet the preset safety conditions, and the own vehicle is controlled to perform emergency operations. Braking and/or detouring. During this process, the vehicle can be controlled to perform emergency braking to safely decelerate and avoid. At the same time, the detour plan can be calculated and judged whether the detour plan meets the execution conditions to determine whether to detour. driving to further avoid collisions.
  • the own vehicle by obtaining the relative driving information of the next vehicle to be cut into and the own vehicle; judging whether the relative driving information satisfies the preset safety conditions; if the relative driving information satisfies the preset safety conditions, the own vehicle is controlled to perform Slowly decelerate to avoid hitting the oncoming vehicle; if the relative driving information does not meet the preset safety conditions, control the vehicle to perform emergency braking and/or detour.
  • Choosing the corresponding avoidance mode improves the accuracy of predicting the cutting-in situation of the by-passing vehicle, so as to avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by slow response, so as to ensure safety in the process of responding to the cutting-in of the by-passing vehicle. Improved vehicle comfort.
  • FIG 3 is a specific flow diagram of step S10 in the embodiment of Figure 2. This embodiment is based on the above-mentioned embodiment shown in Figure 2. In this embodiment, the above-mentioned step S10 includes:
  • Step S101 Obtain the switching status parameters of the side vehicle to be switched
  • Step S102 Obtain the response status parameters of the own vehicle
  • Step S103 Calculate the relative traveling information according to the cut-in state parameter and the coping state parameter.
  • Autonomous driving vehicles usually need to collect surrounding environment information through multiple sensors, and then integrate the collected information into unified spatial information to obtain the cut-in status parameters of the side vehicle to be cut into.
  • the specific process includes:
  • Information fusion is performed on the visual perception information and the radar detection information to obtain the cut-in state parameters.
  • sensors commonly used in autonomous vehicles include lidar, millimeter-wave radar, and cameras.
  • lidar can calculate the distance according to the speed of light based on the time difference between transmitting and receiving laser. Because the wavelength of laser is short, it can construct the scanned The surface of an object; millimeter-wave radar can emit millimeter waves, such as ultrasonic waves. Millimeter-wave seekers have strong ability to penetrate fog, smoke and dust, and have the characteristics of all-weather and all-weather; cameras are the most commonly used sensors and do not need to transmit, but only receive light signal.
  • sensors installed on autonomous vehicles and there are multiple sensors of each type. These sensors are installed at different positions and angles.
  • the information obtained by different sensors is different, so they need to be integrated into unified spatial information. processing; secondly, the perceived information is located at different positions and angles, and the image needs to be 3D reconstructed, which can be carried out through the eigenvalues of the image; different sensors have different sampling frequencies, so time calibration is required; after completion After spatial calibration and time calibration, there may be conflicts in the information obtained by different sensors.
  • the camera finds a wall in front of it, and the lidar finds a slope. This is usually due to the different accuracy of various sensors, which requires The problem of fusing sensors with different precisions.
  • the visual perception based on deep learning and the millimeter-wave radar fusion perception are used.
  • the computing platform is based on Xavier, with a computing power of 30TOPS.
  • the visual perception hardware used includes a trinocular camera at the front, 2M pixels, frame rate 15/60fps; a side-view camera on the left and right, 1M pixels, 30fps, resolution 457*237; a rear-view camera at the rear, 2M pixels , frame rate 30fps.
  • the millimeter-wave radar used is five fifth-generation millimeter-wave radars, which are located at the front and four corners of the car body, thereby collecting visual perception information and radar detection information, and further performing information fusion to obtain the cut-in status parameters of the side vehicles.
  • the vehicle's response status parameters including the vehicle's orientation information and location information can be obtained, so that the response status parameters of the vehicle can be determined based on the cut-in status parameters of the side vehicle to be cut in and the response status parameters of the vehicle.
  • the relative driving information of the two is calculated, and then judgment is made based on the relative driving information to confirm the corresponding avoidance mode.
  • FIG 4 is a specific flow diagram of step S103 in the embodiment of Figure 3. This embodiment is based on the above-mentioned embodiment shown in Figure 3.
  • the above-mentioned step S103 includes:
  • Step S1031 Calculate the orientation angle between the side vehicle to be cut in and the own vehicle based on the orientation information of the side vehicle to be cut in and the orientation information of the own vehicle, and obtain the included angle number;
  • Figure 5 is a schematic diagram of the angle between the direction of the side vehicle to be cut in and the direction of the own vehicle in the embodiment of the present application.
  • the angle ⁇ between the direction of the side vehicle to be cut in and the direction of the own vehicle is the required angle.
  • the number of angles If the number of angles is less than the pre-calculated angle threshold, it means that the possibility of the side car actually cutting in is small.
  • the angle threshold theta-threshold is determined to be 10 degrees through direct parameter adjustment. In other embodiments, the angle threshold can also be selected or determined according to actual conditions and other determination methods.
  • Step S1032 Calculate the lateral distance and/or longitudinal distance between the side vehicle to be switched and the own vehicle based on the position information of the side vehicle to be switched and the position information of the own vehicle;
  • Figure 6 is a schematic diagram of the lateral distance between the next vehicle to be cut in and the own vehicle in the embodiment of the present application.
  • the lateral distance between the next vehicle to be cut in and the own vehicle is D. If the lateral distance D is greater than the pre-calculated
  • the distance threshold value indicates that the vehicle is more likely to avoid the intersection of by-passing vehicles, that is, the risk of collision is small.
  • the distance threshold D-threshold is determined to be 1.5m through direct parameter adjustment. In other embodiments, the distance threshold can also be selected or determined according to actual conditions and other determination methods.
  • Figure 7 is a schematic diagram of the longitudinal distance between the side vehicle to be cut in and the own vehicle in the embodiment of the present application. As shown in Figure 7, the longitudinal distance between the side vehicle to be cut in and the own vehicle is L.
  • Step S1033 Calculate the driving time required for the next vehicle to be cut into to travel directly in front of the own vehicle based on the speed information of the next vehicle to be cut into and the orientation information of the own vehicle;
  • FIG 8 is a schematic diagram of the process of the side vehicle to be cut in driving to the front of the vehicle in the embodiment of the present application.
  • the time required for the side vehicle to be cut in to drive to the front of the vehicle is T. If the vehicle is driven If the time T is greater than the precalculated time threshold, it means that the vehicle has sufficient time to avoid the oncoming vehicle.
  • the time threshold T-threshold is determined to be 0.9s through direct parameter adjustment. In other embodiments, the time threshold can also be selected or determined according to actual conditions and other determination methods.
  • the angle, lateral distance and travel time calculated based on the orientation information, position information and vehicle speed information of the next vehicle to be cut into are used as the relative driving information of the next vehicle to be cut into, and are used to match the predicted Set safety conditions for comparison, and then select the appropriate avoidance method based on the comparison results.
  • the angle angle is obtained; according to the The position information of the side vehicle to be cut into and the position information of the own vehicle are described, and the lateral distance and/or longitudinal distance between the side vehicle to be cut into and the own vehicle are calculated; according to the vehicle speed information of the side vehicle to be cut into and the own vehicle
  • the vehicle's orientation information is used to calculate the driving time required for the side vehicle to be cut in to travel directly in front of the vehicle; the relative acceleration is calculated based on the speed information of the side vehicle to be cut in, the vehicle speed information of the vehicle and the longitudinal distance.
  • the angle, lateral distance, longitudinal distance, driving time and/or relative acceleration calculated based on the orientation information, position information and vehicle speed information of the next vehicle to be cut into are used as the relative driving information of the next car to be cut into and used to communicate with the next vehicle to be cut into.
  • Preset safety conditions are compared, and then the appropriate avoidance method is selected based on the comparison results, which can improve the accuracy of the prediction result of the cut-in state of the vehicle to be cut into the side vehicle, thereby improving the safety and comfort of the vehicle during the avoidance process.
  • FIG. 9 is a schematic flowchart of another exemplary embodiment of the vehicle avoidance method of the present application. Based on the above embodiment shown in Figure 2, in this embodiment, the step of determining whether the relative driving information meets the preset safety conditions includes:
  • Step S201 Compare the angle, lateral distance and/or travel time in the relative travel information with the preset angle threshold, preset distance threshold and/or preset time threshold in the preset safety conditions.
  • the preset safety conditions include: the included angle is less than the preset angle threshold, the lateral distance is greater than the preset distance threshold, and the driving time is greater than the preset time threshold.
  • the greater the angle between the oncoming vehicle and the own vehicle the greater the possibility of the oncoming vehicle actually cutting in, and the smaller the possibility of avoiding the own vehicle.
  • the smaller the lateral distance between the next vehicle to be cut into and the own vehicle the greater the possibility of true or forced cut-in; The smaller the time of the moment), the greater the possibility of cutting in, the smaller the possibility of avoiding the own vehicle, and the shorter the avoidance time of the vehicle in response to the cutting of the oncoming vehicle.
  • the conditions that the angle between the vehicle to be cut into and the own vehicle is less than the preset angle threshold, the lateral distance is greater than the preset distance threshold, and the driving time is greater than the preset time threshold are taken as the preset safety conditions. If the relative driving information of the by-passing vehicle to be cut-in meets the preset safety conditions, it is considered that the possibility of the by-passing car to be cut-in is small, and the vehicle has sufficient avoidance time to avoid the by-passing vehicle, then the vehicle can be controlled to perform safety and comfort
  • the avoidance mode is to decelerate the vehicle comfortably by releasing the accelerator, which improves the comfort of the vehicle on the premise that it can avoid the oncoming vehicle and ensure safety.
  • Figure 10 is a specific flow diagram of step S40 in the embodiment of Figure 2. This embodiment is based on the above-mentioned embodiment shown in Figure 2. In this embodiment, the above-mentioned step S40 includes:
  • Step S401 control the vehicle to perform emergency braking, calculate a detour plan, and determine whether the detour plan meets execution conditions;
  • the vehicle is controlled to perform emergency braking and/or detour driving.
  • the relative driving information of the side vehicle to be cut in and the own vehicle after comparing the relative driving information of the side vehicle to be cut in and the own vehicle with the preset safety conditions, if the angle between the direction of the side vehicle to be cut in and the direction of the own vehicle is not less than the preset angle threshold, Or the lateral distance between the next vehicle to be cut in and the own vehicle is not greater than the distance threshold, or the time required for the next vehicle to be cut in to appear directly in front of the own vehicle is greater than the time threshold, that is, the relative driving information of the next vehicle to be cut in does not meet the preset conditions. Any one of , it means that it is more likely that the car to be cut into the next car will actually cut in, or the time for the car to avoid is relatively tight, so it needs to emergency brake to avoid.
  • the detour plan can be calculated, and it can be judged whether the detour plan meets the execution conditions. , if the detour plan meets the execution conditions, the vehicle is controlled to drive according to the detour path and detour speed in the detour plan to avoid the risk of collision caused by delayed deceleration, thereby ensuring the safety of the vehicle during the avoidance process.
  • the acceleration of emergency braking can be calculated based on the speed information of the next vehicle to be cut into and the longitudinal distance between the next vehicle to be cut into and the own vehicle, specifically including:
  • v1 is the speed of the next vehicle to be cut into
  • v is the speed of the own vehicle
  • L is the longitudinal distance between the next vehicle to be cut into and the own vehicle.
  • the step of determining whether the detour plan meets execution conditions includes:
  • the vehicle's surrounding environment information can be obtained through the vehicle's visual perception equipment and radar detection equipment, which is mainly used to determine whether there are obstacles in the detour path calculated by the vehicle, such as determining whether there are obstacles in the left lane. vehicle, and whether there is an accelerating vehicle on the left rear ready for overtaking, etc.
  • a lateral trajectory that adheres to the curb and travels in the opposite direction of the vehicle to be cut can be planned with a fixed centripetal acceleration. This trajectory can be used as the detour path of the vehicle.
  • the selected centripetal acceleration is 2m/s.
  • Step S402 If the detour plan meets the execution conditions, detour driving is performed according to the detour plan.
  • the vehicle can be controlled to turn the steering wheel laterally and in reverse direction while emergency braking, and drive along the detour path with a fixed centripetal acceleration to avoid collision with the oncoming vehicle. .
  • This embodiment uses the above solution, specifically by controlling the vehicle to perform emergency braking and/or detouring if the relative driving information does not meet the preset safety conditions.
  • we can infer the possibility of the by-passing vehicle actually cutting in and whether the vehicle has sufficient time to avoid it, so as to select the corresponding avoidance mode and improve the safety of the vehicle.
  • the accuracy of the prediction of the by-passing car cut-in situation can promptly control the vehicle to perform emergency braking and/or detouring when the preset safety conditions are inconsistent, avoiding safety hazards caused by slow response, thereby improving the vehicle's response to the by-pass car cut-in process. security in.
  • the vehicle avoidance device includes:
  • the acquisition module obtains the relative driving information of the next vehicle to be cut into and the own vehicle;
  • a judgment module used to judge whether the relative driving information meets the preset safety conditions
  • the first control module if the relative driving information meets the preset safety conditions, is used to control the vehicle to decelerate gently to avoid hitting the side vehicle to be cut into;
  • the second control module is used to control the vehicle to perform emergency braking and/or detour if the relative driving information does not meet the preset safety conditions.
  • the lateral distance D must be greater than the distance threshold D_threshold;
  • the vehicle's detour path meets the execution conditions, it can decelerate under emergency braking and drive along the detour path to avoid a collision.
  • This embodiment uses the above solution, specifically calculates the relative driving information of the passing vehicle, compares it with the preset threshold respectively, and selects an appropriate avoidance solution based on the comparison result.
  • the calculated relative driving information of the oncoming vehicle By comparing the calculated relative driving information of the oncoming vehicle with the preset threshold, we can infer the possibility of the oncoming vehicle actually cutting in and whether the vehicle has sufficient time to avoid, thereby selecting the corresponding avoidance mode and improving the efficiency of the vehicle.
  • the accuracy of predicting the cutting-in situation of a by-passing car can avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by a slow response, thus improving the safety and comfort of the vehicle in response to the cutting-in of a by-passing car.
  • the embodiment of the present application also proposes a terminal device.
  • the terminal device includes a memory, a processor, and a vehicle avoidance program stored on the memory and executable on the processor.
  • the vehicle avoidance program is When the processor is executed, the steps of the vehicle avoidance method as described above are implemented.
  • embodiments of the present application also provide a computer-readable storage medium, which stores a vehicle avoidance program.
  • vehicle avoidance program When the vehicle avoidance program is executed by a processor, the steps of the vehicle avoidance method as described above are implemented. .
  • the vehicle avoidance method, device, terminal equipment and storage medium proposed in the embodiments of this application obtain the relative driving information of the side vehicle to be cut into and the own vehicle; and determine whether the relative driving information meets the preset safety conditions. ; If the relative driving information meets the preset safety conditions, the vehicle is controlled to decelerate gently to avoid hitting the oncoming vehicle; if the relative driving information does not meet the preset safety conditions, the vehicle is controlled to perform emergency braking and /or drive around.
  • Choosing the corresponding avoidance mode improves the accuracy of predicting the cutting-in situation of the by-passing vehicle, so as to avoid sacrificing comfort caused by over-response, and avoid safety hazards caused by slow response, so as to ensure safety in the process of responding to the cutting-in of the by-passing vehicle. Improved vehicle comfort.
  • the methods of the above embodiments can be implemented by means of software plus the necessary general hardware platform. Of course, it can also be implemented by hardware, but in many cases the former is better. implementation.
  • the technical solution of the present application can be embodied in the form of a software product in essence or that contributes to the existing technology.
  • the computer software product is stored in one of the above storage media (such as ROM/RAM, magnetic disk, optical disk), including several instructions to cause a terminal device (which can be a mobile phone, a computer, a server, a controlled terminal, or a network device, etc.) to execute the method of each embodiment of the present application.

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Abstract

本申请公开了一种车辆避让方法、装置、终端设备以及存储介质，该方法包括：获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车执行安全舒适性避让模式；若不满足，则控制本车进行紧急刹车和/或绕行行驶。

Description

车辆避让方法、装置、终端设备以及存储介质
本申请要求于2022年7月27日申请的、申请号为202210892337.2的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及自动驾驶技术领域，尤其涉及一种车辆避让方法、装置、终端设备以及存储介质。
 背景技术
城市自动驾驶既要求安全又要求舒适，旁车切入是城市驾驶极普遍的场景。城市场景复杂，对周围车辆、行人、自行车的感知无法保证100%准确。由于不同司机，不同车型切入急缓程度不同，在加上多样复杂的城市路况，使得旁车切入的轨迹很难被准确预测。如果过度追求安全，感知或预测到到切入旁车有切入意图即做减速安全避让，则因为错误的感知和预测牺牲自动驾驶的舒适性。如果对切入车辆减速响应过缓则会带来安全隐患。
因此，有必要提出一种应对旁车切入过程中，在保障安全性的情况下提高车辆舒适性的解决方案。
 技术问题
本申请的主要目的在于提供一种车辆避让方法、装置、终端设备以及存储介质，旨在应对旁车切入过程中，在保障安全性的情况下提高车辆的舒适性。
 技术解决方案
为实现上述目的，本申请提供一种车辆避让方法，所述车辆避让方法包括：
获取待切入旁车与本车的相对行驶信息；
判断所述相对行驶信息是否满足预设安全条件；
若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；
若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。
在一实施例中，所述获取待切入旁车与本车的相对行驶信息的步骤包括：
获取所述待切入旁车的切入状态参数；
获取所述本车的应对状态参数；
根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息。
在一实施例中，所述切入状态参数包括所述待切入旁车的朝向信息、位置信息和/或车速信息，所述应对状态参数包括所述本车的朝向信息、位置信息和/或车速信息，所述相对行驶信息包括夹角度数、横向距离、纵向距离和/或行驶时间，所述根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息的步骤包括以下至少一项：
根据所述待切入旁车的朝向信息与所述本车的朝向信息，计算所述待切入旁车与本车的朝向夹角，得到夹角度数；
根据所述待切入旁车的位置信息与所述本车的位置信息，计算所述待切入旁车与本车的横向距离和/或纵向距离；
根据所述待切入旁车的车速信息与所述本车的朝向信息，计算所述待切入旁车行驶到本车正前方所需的行驶时间。
在一实施例中，所述判断所述相对行驶信息是否满足预设安全条件的步骤包括：
将所述相对行驶信息中的夹角度数、横向距离和/或行驶时间分别与所述预设安全条件中的预设角度阈值、预设距离阈值和/或预设时间阈值进行比较，其中，所述预设安全条件包括：所述夹角度数小于所述预设角度阈值、所述横向距离大于所述预设距离阈值，且所述行驶时间大于所述预设时间阈值。
在一实施例中，所述控制本车进行紧急刹车和/或绕行行驶的步骤包括：
控制本车进行紧急刹车，计算绕行方案，并判断所述绕行方案是否满足执行条件；
若所述绕行方案满足执行条件，则根据所述绕行方案进行绕行行驶。
在一实施例中，所述判断所述待切入旁车与本车是否有碰撞风险的步骤包括：
判断所述相对加速度是否小于预设阈值；
若所述相对加速度不小于预设阈值，则判定所述待切入旁车与本车有碰撞风险。
在一实施例中，所述获取所述待切入旁车的切入状态参数的步骤包括：
通过视觉感知设备对所述待切入旁车进行视觉感知，得到视觉感知信息；
通过雷达探测设备对所述待切入旁车进行雷达探测，得到雷达探测信息；
对所述视觉感知信息及雷达探测信息进行信息融合，得到所述切入状态参数。
此外，为实现上述目的，本申请还提供一种车辆避让装置，所述车辆避让装置包括：
获取模块，获取待切入旁车与本车的相对行驶信息；
判断模块，用于判断所述相对行驶信息是否满足预设安全条件；
第一控制模块，若所述相对行驶信息满足预设安全条件，则用于控制本车进行平缓减速以避免撞击到待切入旁车；
第二控制模块，若所述相对行驶信息不满足预设安全条件，则用于控制本车进行紧急刹车和/或绕行行驶。
此外，为实现上述目的，本申请还提供一种终端设备，所述终端设备包括存储器、处理器及存储在所述存储器上并可在所述处理器上运行的车辆避让程序，所述车辆避让程序被所述处理器执行时实现如上所述的车辆避让方法的步骤。
此外，为实现上述目的，本申请还提供一种计算机可读存储介质，所述计算机可读存储介质上存储有车辆避让程序，所述车辆避让程序被处理器执行时实现如上所述的车辆避让方法的步骤。
 有益效果
本申请实施例提出的一种车辆避让方法、装置、终端设备以及存储介质，通过获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过获取到待切入旁车与本车的相对行驶信息，并将相对行驶信息与预设安全条件进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而在应对旁车切入过程中，在保障安全性的情况下提高了车辆的舒适性。
 附图说明
图1为本申请车辆避让装置所属终端设备的功能模块示意图；
图2为本申请车辆避让方法一示例性实施例的流程示意图；
图3为图2实施例中步骤S10的具体流程示意图；
图4为图3实施例中步骤S103的具体流程示意图；
图5为本申请实施例中待切入旁车与本车朝向的夹角示意图；
图6为本申请实施例中待切入旁车与本车的横向距离示意图；
图7为本申请实施例中待切入旁车与本车的纵向距离示意图；
图8为本申请实施例中待切入旁车行驶至本车正前方的过程示意图；
图9为本申请车辆避让方法另一示例性实施例的流程示意图；
图10为图2实施例中步骤S40的具体流程示意图。
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
 本发明的实施方式
应当理解，此处所描述的具体实施例仅仅用以解释本申请，并不用于限定本申请。
本申请实施例的主要解决方案是：通过获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过获取到待切入旁车与本车的相对行驶信息，并将相对行驶信息与预设安全条件进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而在应对旁车切入过程中，在保障安全性的情况下提高了车辆的舒适性。
具体地，参照图1，图1为本申请车辆避让装置所属终端设备的功能模块示意图。该车辆避让装置可以为独立于终端设备的、能够进行车辆避让的装置，其可以通过硬件或软件的形式承载于终端设备上。该终端设备可以为手机、平板电脑等具有数据处理功能的智能移动终端，还可以为具有数据处理功能的固定终端设备或服务器等。
在本实施例中，该车辆避让装置所属终端设备至少包括输出模块110、处理器120、存储器130以及通信模块140。
存储器130中存储有操作系统以及车辆避让程序，车辆避让装置可以将获取的待切入旁车与本车的相对行驶信息、预设安全条件以及安全舒适性避让模式等信息存储于该存储器130中；输出模块110可为显示屏等。通信模块140可以包括WIFI模块、移动通信模块以及蓝牙模块等，通过通信模块140与外部设备或服务器进行通信。
其中，存储器130中的车辆避让程序被处理器执行时实现以下步骤：
获取待切入旁车与本车的相对行驶信息；
判断所述相对行驶信息是否满足预设安全条件；
若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；
若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
获取所述待切入旁车的切入状态参数；
获取所述本车的应对状态参数；
根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
根据所述待切入旁车的朝向信息与所述本车的朝向信息，计算所述待切入旁车与本车的朝向夹角，得到夹角度数；
根据所述待切入旁车的位置信息与所述本车的位置信息，计算所述待切入旁车与本车的横向距离和/或纵向距离；
根据所述待切入旁车的车速信息与所述本车的朝向信息，计算所述待切入旁车行驶到本车正前方所需的行驶时间。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
将所述相对行驶信息中的夹角度数、横向距离和/或行驶时间分别与所述预设安全条件中的预设角度阈值、预设距离阈值和/或预设时间阈值进行比较，其中，所述预设安全条件包括：所述夹角度数小于所述预设角度阈值、所述横向距离大于所述预设距离阈值，且所述行驶时间大于所述预设时间阈值。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
控制本车进行紧急刹车，计算绕行方案，并判断所述绕行方案是否满足执行条件；
若所述绕行方案满足执行条件，则根据所述绕行方案进行绕行行驶。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
判断所述相对加速度是否小于预设阈值；
若所述相对加速度不小于预设阈值，则判定所述待切入旁车与本车有碰撞风险。
进一步地，存储器130中的车辆避让程序被处理器执行时还实现以下步骤：
通过视觉感知设备对所述待切入旁车进行视觉感知，得到视觉感知信息；
通过雷达探测设备对所述待切入旁车进行雷达探测，得到雷达探测信息；
对所述视觉感知信息及雷达探测信息进行信息融合，得到所述切入状态参数。
本实施例通过上述方案，具体通过获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过获取到待切入旁车与本车的相对行驶信息，并将相对行驶信息与预设安全条件进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而在应对旁车切入过程中，在保障安全性的情况下提高了车辆的舒适性。
基于上述终端设备架构但不限于上述架构，提出本申请方法实施例。
本实施例方法的执行主体可以为一种车辆避让装置或终端设备等，本实施例以车辆避让装置进行举例。
参照图2，图2为本申请车辆避让方法一示例性实施例的流程示意图。所述车辆避让方法包括：
步骤S10，获取待切入旁车与本车的相对行驶信息；
旁车切入是城市驾驶极普遍的场景，城市场景复杂，对周围车辆、行人、自行车的感知无法保证100%准确。由于不同司机，不同车型切入急缓程度不同，在加上多样复杂的城市路况，使得旁车切入的轨迹很难被准确预测。
具体地，在本申请实施例中，通过获取待切入旁车的切入状态参数及本车的应对状态参数，进而根据切入状态参数及应对状态参数计算两车的相对行驶信息，例如，在本申请实施例中，根据旁车与本车的朝向信息计算旁车与本车朝向的夹角，得到夹角度数；根据旁车与本车的位置信息计算旁车与本车的横向距离，根据旁车车速信息与本车的朝向信息计算待切入旁车行驶到本车正前方所需的行驶时间，由此可得到待切入旁车的相对行驶信息，通过对待切入旁车的相对行驶信息与预设安全条件进行比对，判断出旁车切入的可能性大小，以及本车来得及避让的可能性，进而选取合适的避让方案。
步骤S20，判断所述相对行驶信息是否满足预设安全条件；
进一步地，在对旁车的切入状况进行预测的过程中，如果过度追求安全，感知或预测到到切入旁车有切入意图即做减速安全避让，则因为错误的感知和预测牺牲自动驾驶的舒适性，如果对切入车辆减速响应过缓则会带来安全隐患。为了在保障车辆安全的前提下使舒适性最大化，本申请实施例中预先计算出旁车的朝向与本车朝向的夹角的临界值，即角度阈值；旁车与本车的距离阈值，以及旁车出现在本车前方所需时间的阈值，即时间阈值，进而根据计算出的各阈值设置预设条件，通过判断待切入旁车的相对行驶信息是否满足预设条件确定本车需要执行的避让方案。
步骤S30，若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；
更进一步地，如果判断出待切入旁车的相对行驶信息满足预先设置的条件，则可控制本车执行相应的避让模式。
具体地，如果待切入旁车的朝向与本车朝向的夹角度数小于预设角度阈值，且待切入旁车与本车的横向距离大于距离阈值，待切入旁车出现在本车正前方需要的时间大于时间阈值，则说明待切入旁车真切入的可能性较小，且本车进行避让的时间较为充分，因此无需紧急刹车影响车辆的舒适性，控制本车执行平缓减速避让即可，从而保证了车辆避让过程中的舒适性。
在本申请实施例中，平缓减速可通过松油门进行减速，控制车辆以不低于-1.5m/s 2的减速度进行减速，减速到与前车保持1.2s的时距，其中，所述时距为车辆当前速度乘以1.2s得到的距离，当本车与前车的距离为1.2s的时距时，即可恢复正常驾驶模式，
此外，如果待切入旁车的朝向与本车朝向的夹角度数不小于预设角度阈值，或待切入旁车与本车的横向距离不大于距离阈值，又或待切入旁车出现在本车正前方需要的时间大于时间阈值，即待切入旁车的相对行驶信息不符合预设条件中的任意一条，则说明待切入旁车真切入的可能性较大，或本车进行避让的时间较为紧迫，则需紧急刹车避让，避免减速不及时带来的碰撞风险，从而保证了车辆避让过程中的安全性。
步骤S40，若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。
在本申请实施例中，如果待切入旁车的朝向与本车朝向的夹角度数不小于预设角度阈值，或待切入旁车与本车的横向距离不大于距离阈值，又或待切入旁车出现在本车正前方需要的时间大于时间阈值，即待切入旁车的相对行驶信息不符合预设条件中的任意一条，则判定相对行驶信息不满足预设安全条件，控制本车进行紧急刹车和/或绕行行驶，在此过程中，可通过控制本车进行紧急刹车以进行安全减速避让，同时，可通过计算绕行方案，并判断绕行方案是否满足执行条件确定是否进行绕行行驶，从而进一步避免碰撞的发生。
在本实施例中，通过获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过获取到待切入旁车与本车的相对行驶信息，并将相对行驶信息与预设安全条件进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而在应对旁车切入过程中，在保障安全性的情况下提高了车辆的舒适性。
参照图3，图3为图2实施例中步骤S10的具体流程示意图。本实施例基于上述图2所示的实施例，在本实施例中，上述步骤S10包括：
步骤S101，获取所述待切入旁车的切入状态参数；
步骤S102，获取所述本车的应对状态参数；
步骤S103，根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息。
自动驾驶车辆通常需通过多个传感器采集周围环境信息，进而将采集的信息整合成统一的空间信息，即可得到待切入旁车的切入状态参数，具体过程包括：
通过视觉感知设备对所述待切入旁车进行视觉感知，得到视觉感知信息；
通过雷达探测设备对所述待切入旁车进行雷达探测，得到雷达探测信息；
对所述视觉感知信息及雷达探测信息进行信息融合，得到所述切入状态参数。
具体地，自动驾驶车辆常用的传感器包括激光雷达、毫米波雷达以及摄像头等，其中，激光雷达根据发射和接收激光的时间差，按照光速可计算出距离，因为激光的波长短，能够构造出被扫描物体的表面；毫米波雷达可发射毫米波，例如超声波，毫米波导引头穿透雾、烟、灰尘的能力强，具有全天候全天时的特点；摄像头属于最常用的传感器，不必发射，只接收光信号。自动驾驶汽车上安装了多种类的传感器，并且每种传感器有多个，这些传感器安装在不同的位置和角度，首先不同传感器得到的信息不一样，所以需要进行整合，变成统一的空间信息才能处理；其次是感知到的信息位于不同的位置和角度，需要对图像进行3D重构，可以通过图像的特征值进行三维重构；不同传感器采样的频率不一样，所以要进行时间校准；在完成了空间校准和时间校准后，由于不同传感器得到的信息可能出现矛盾，例如摄像头发现前面出现一堵墙，而激光雷达发现是一个斜坡，通常是由于各种传感器的精度不一样，就需涉及到把不同精度的传感器进行融合的问题，本申请实施例中在对旁车位置和朝向角感知方面，采用基于深度学习的视觉感知和毫米波雷达融合感知的方式，计算平台基于Xavier，30TOPS算力。其中，采用的视觉感知硬件包括正前方的三目摄像，2M像素，帧率15/60fps；左右1颗侧视摄像头，1M像素，30fps，分辨率457*237；尾部一颗后视摄像头2M像素，帧率30fps。采用的毫米波雷达是5颗第五代毫米波雷达，分别在车头和车身四个角上，从而采集到视觉感知信息及雷达探测信息，并进一步进行信息融合，得到旁车的切入状态参数。
基于本车的各车身传感器及定位系统，可以得到包括本车的朝向信息及位置信息等信息在内的本车应对状态参数，从而根据待切入旁车的切入状态参数与本车的应对状态参数计算出二者的相对行驶信息，进而根据相对行驶信息进行进行判定，确认对应的避让模式。
参照图4，图4为图3实施例中步骤S103的具体流程示意图。本实施例基于上述图3所示的实施例，在本实施例中，上述步骤S103包括：
步骤S1031，根据所述待切入旁车的朝向信息与所述本车的朝向信息，计算所述待切入旁车与本车的朝向夹角，得到夹角度数；
参照图5，图5为本申请实施例中待切入旁车与本车朝向的夹角示意图，如图5所示，待切入旁车的朝向与本车朝向的夹角θ即为所求夹角度数，如果该夹角度数小于预先计算的角度阈值，则说明旁车真切入的可能性较小。在本申请实施例中，通过直接调参确定所述角度阈值theta-threshold为10度，在其他实施例中也可以根据实际情况及其他确定方式，选取或确定所述角度阈值。
步骤S1032，根据所述待切入旁车的位置信息与所述本车的位置信息，计算所述待切入旁车与本车的横向距离和/或纵向距离；
参照图6，图6为本申请实施例中待切入旁车与本车的横向距离示意图，如图6所示，待切入旁车与本车的横向距离为D，如果横向距离D大于预先计算的距离阈值，则说明本车避让旁车切入的可能性较大，即发生碰撞的风险较小。在本申请实施例中，通过直接调参确定所述距离阈值D-threshold为1.5m，在其他实施例中也可以根据实际情况及其他确定方式，选取或确定所述距离阈值。
参照图7，图7为本申请实施例中待切入旁车与本车的纵向距离示意图，如图7所示，待切入旁车与本车的纵向距离为L。
步骤S1033，根据所述待切入旁车的车速信息与所述本车的朝向信息，计算所述待切入旁车行驶到本车正前方所需的行驶时间；
参照图8，图8为本申请实施例中待切入旁车行驶至本车正前方的过程示意图，如图8所示，待切入旁车行驶到本车正前方需要的时间为T，如果行驶时间T大于预先计算的时间阈值，则说明本车应对旁车切入的避让时间较为充足。在本申请实施例中，通过直接调参确定所述时间阈值T-threshold为0.9s，在其他实施例中也可以根据实际情况及其他确定方式，选取或确定所述时间阈值。
需要说明的是，上述步骤的先后顺序不做限定，其中任意一项或多项都可作为相对行驶信息，分别用于与预设安全条件中对应的各预设阈值进行比较。
作为其中一种实施方式，将根据待切入旁车的朝向信息、位置信息及车速信息计算出的夹角度数、横向距离及行驶时间作为所述待切入旁车的相对行驶信息，用于与预设安全条件进行比较，进而根据比较结果选择恰当的避让方式。
本实施例通过上述方案，具体通过根据所述待切入旁车的朝向信息与所述本车的朝向信息，计算所述待切入旁车与本车的朝向夹角，得到夹角度数；根据所述待切入旁车的位置信息与所述本车的位置信息，计算所述待切入旁车与本车的横向距离和/或纵向距离；根据所述待切入旁车的车速信息与所述本车的朝向信息，计算所述待切入旁车行驶到本车正前方所需的行驶时间；根据所述待切入旁车的车速信息、本车的车速信息及所述纵向距离，计算相对加速度。将根据待切入旁车的朝向信息、位置信息及车速信息计算出的夹角度数、横向距离、纵向距离、行驶时间和/或相对加速度作为所述待切入旁车的相对行驶信息，用于与预设安全条件进行比较，进而根据比较结果选择恰当的避让方式，可以提高对待切入旁车的切入状态预测结果的准确性，进而提高车辆避让过程中的安全性及舒适性。
参照图9，图9为本申请车辆避让方法另一示例性实施例的流程示意图。基于上述图2所示的实施例，在本实施例中，所述判断所述相对行驶信息是否满足预设安全条件的步骤包括：
步骤S201，将所述相对行驶信息中的夹角度数、横向距离和/或行驶时间分别与所述预设安全条件中的预设角度阈值、预设距离阈值和/或预设时间阈值进行比较，其中，所述预设安全条件包括：所述夹角度数小于所述预设角度阈值、所述横向距离大于所述预设距离阈值，且所述行驶时间大于所述预设时间阈值。
具体地，切入旁车与本车之间的夹角度数越大，则旁车真切入可能越大，并且避让本车的可能性越小。同理，待切入旁车与本车之间的横向距离越小，真切入或者强行切入可能性越大；待切入旁车的行驶时间（未来待切入旁车出现在本车前方的时刻距当前时刻的时间）越小，表明切入的可能性越大，避让本车的可能性越小，本车应对旁车切入的避让时间越短。
在本申请实施例中，将满足待切入旁车与本车的夹角度数小于预设角度阈值、横向距离大于预设距离阈值，且行驶时间大于预设时间阈值的条件作为预设安全条件，如果待切入旁车的相对行驶信息满足预设安全条件，则认为待切入旁车的真切入可能性小，并且本车应对旁车切入的避让时间较为充足，则可控制本车执行安全舒适性避让模式，即通过松油门以使车辆舒适性减速，在能够避让待切入旁车保障安全的前提下提高了车辆的舒适性。
参照图10，图10为图2实施例中步骤S40的具体流程示意图。本实施例基于上述图2所示的实施例，在本实施例中，上述步骤S40包括：
步骤S401，控制本车进行紧急刹车，计算绕行方案，并判断所述绕行方案是否满足执行条件；
对旁车真切入可能性小，并且能来得及避让本车的切入车辆，考虑舒适性，仅仅舒适性减速；对旁车真切入可能性大，并且避让本车可能性小的切入，应当考虑安全性减速，例如：
若所述相对行驶信息中的夹角度数不小于预设角度阈值、所述横向距离不大于预设距离阈值，或所述行驶时间不大于预设时间阈值，只要符合其中一项或多项，即可判定所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。
作为其中一种实施方式，根据待切入旁车与本车的相对行驶信息与预设安全条件进行比较后，如果待切入旁车的朝向与本车朝向的夹角度数不小于预设角度阈值，或待切入旁车与本车的横向距离不大于距离阈值，又或待切入旁车出现在本车正前方需要的时间大于时间阈值，即待切入旁车的相对行驶信息不符合预设条件中的任意一条，则说明待切入旁车真切入的可能性较大，或本车进行避让的时间较为紧迫，则需紧急刹车避让，同时可计算绕行方案，并判断绕行方案是否满足执行条件，如果绕行方案满足执行条件，则控制本车根据绕行方案中的绕行路径和绕行速度进行行驶，避免减速不及时带来的碰撞风险，从而保证了车辆避让过程中的安全性。
作为其中一种实施方式，紧急刹车的加速度可根据待切入旁车的车速信息及待切入旁车与本车的纵向距离计算得到，具体包括：
a=(v 2-v1 2)/2L
其中，v1是待切入旁车的速度、v是本车的速度，L是待切入旁车与本车之间的纵向距离。
具体地，所述判断所述绕行方案是否满足执行条件的步骤包括：
获取所述本车的周围环境信息；
根据所述周围环境信息判断所述绕行路径是否存在障碍；
若所述绕行路径不存在障碍，则判定所述绕行方案满足执行条件。
作为其中一种实施方式，通过车身的视觉感知设备及雷达探测设备可以获取到本车的周围环境信息，主要用于判断本车计算的绕行路径中是否存在障碍，例如判断左侧车道有无车辆，且左后方有无加速车辆预备超车等。此外，计算绕行方案过程中，可以以固定的向心加速度规划一条往待切入旁车反方向行驶的贴路边线的横向轨迹，该轨迹即可作为本车的绕行路径，在本申请所述了，选取的向心加速度为2m/s，在待切入旁车反方向不存在车辆及行人等障碍物的情况下，可控制本车以固定向心加速度向待切入旁车反方向行驶，以避免发生碰撞。
步骤S402，若所述绕行方案满足执行条件，则根据所述绕行方案进行绕行行驶。
如果判断出计算出的绕行方案满足执行条件，则可以在紧急刹车的同时控制本车横向反向打方向盘，以固定的向心加速度沿绕行路径行驶，从而避免与待切入旁车发生碰撞。
本实施例通过上述方案，具体通过若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过根据待切入旁车的相对行驶信息与预设安全条件的比较结果，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，在与预设安全条件不符的情况下及时控制本车进行紧急刹车和/或绕行行驶，避免响应过缓导致安全隐患，进而提高了车辆应对旁车切入过程中的安全性。
此外，本申请实施例还提出一种车辆避让装置，所述车辆避让装置包括：
获取模块，获取待切入旁车与本车的相对行驶信息；
判断模块，用于判断所述相对行驶信息是否满足预设安全条件；
第一控制模块，若所述相对行驶信息满足预设安全条件，则用于控制本车进行平缓减速以避免撞击到待切入旁车；
第二控制模块，若所述相对行驶信息不满足预设安全条件，则用于控制本车进行紧急刹车和/或绕行行驶。
根据切入旁车的朝向角，与本车的横向位置关系，以及预计切入本车前方的时间，来判断本车是急刹安全避让，还是松油门舒适减速避让。
切入旁车与本车夹角越大，旁车真切入可能越大，并且避让本车的可能性越小。同理，与本车横向位置越近，真切入或者强行切入可能性越大；切入时刻（未来切入旁车出现在本车前方的时刻）据当前时刻越近，表明切入的可能性越大，避让本车的可能性越小。
对旁车真切入可能性大，并且避让本车可能性小的切入，应当考虑安全性减速；对旁车真切入可能性小，并且能来得及避让本车的切入车辆，考虑舒适性，仅仅舒适性减速。如果切入旁车同时满足以下三种情况，则本车会先松油门舒适减速，同时保证安全性，避免减速不及时带来的碰撞风险。
计算切入旁车的朝向角与本车朝向的夹角theta。theta角要小于角度阈值theta_threshold；
计算切入旁车的与本车的横向距离D。横向距离D要大于距离阈值D_threshold；
计算切入旁车出现在本车前方需要的时间T，时间T要大于时间阈值T_threshold。
此外，在急刹安全避让过程中，如果判断出本车的绕行路径满足执行条件，则可在紧急刹车减速同时沿绕行路径行驶以避免发生碰撞。
本实施例通过上述方案，具体通过计算切入旁车的相对行驶信息，分别与预设阈值进行比较，根据比较结果选择合适的避让方案。通过将计算出的切入旁车的相对行驶信息与预设阈值分别进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而提高了车辆应对旁车切入过程中的安全性与舒适性。
此外，本申请实施例还提出一种终端设备，所述终端设备包括存储器、处理器及存储在所述存储器上并可在所述处理器上运行的车辆避让程序，所述车辆避让程序被所述处理器执行时实现如上所述的车辆避让方法的步骤。
由于本车辆避让程序被处理器执行时，采用了前述所有实施例的全部技术方案，因此至少具有前述所有实施例的全部技术方案所带来的所有有益效果，在此不再一一赘述。
此外，本申请实施例还提出一种计算机可读存储介质，所述计算机可读存储介质上存储有车辆避让程序，所述车辆避让程序被处理器执行时实现如上所述的车辆避让方法的步骤。
由于本车辆避让程序被处理器执行时，采用了前述所有实施例的全部技术方案，因此至少具有前述所有实施例的全部技术方案所带来的所有有益效果，在此不再一一赘述。
相比现有技术，本申请实施例提出的车辆避让方法、装置、终端设备以及存储介质，通过获取待切入旁车与本车的相对行驶信息；判断所述相对行驶信息是否满足预设安全条件；若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。通过获取到待切入旁车与本车的相对行驶信息，并将相对行驶信息与预设安全条件进行比较，推测出旁车真切入的可能性大小，以及本车进行避让的时间是否充足，从而选择对应的避让模式，提高了对旁车切入状况预测的准确性，以避免过度响应导致牺牲舒适性，同时避免响应过缓导致安全隐患，进而在应对旁车切入过程中，在保障安全性的情况下提高了车辆的舒适性。
需要说明的是，在本文中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者系统不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者系统所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、方法、物品或者系统中还存在另外的相同要素。
上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到上述实施例方法可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在如上的一个存储介质(如ROM/RAM、磁碟、光盘)中，包括若干指令用以使得一台终端设备(可以是手机，计算机，服务器，被控终端，或者网络设备等)执行本申请每个实施例的方法。
以上仅为本申请的一些实施例，并非因此限制本申请的专利范围，凡是利用本申请说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本申请的专利保护范围内。

Claims (10)

  1. 一种车辆避让方法，其中，所述车辆避让方法包括以下步骤：
    获取待切入旁车与本车的相对行驶信息；
    判断所述相对行驶信息是否满足预设安全条件；
    若所述相对行驶信息满足预设安全条件，则控制本车进行平缓减速以避免撞击到待切入旁车；
    若所述相对行驶信息不满足预设安全条件，则控制本车进行紧急刹车和/或绕行行驶。
  2. 如权利要求1所述的车辆避让方法，其中，所述获取待切入旁车与本车的相对行驶信息的步骤包括：
    获取所述待切入旁车的切入状态参数；
    获取所述本车的应对状态参数；
    根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息。
  3. 如权利要求2所述的车辆避让方法，其中，所述切入状态参数包括所述待切入旁车的朝向信息、位置信息和/或车速信息，所述应对状态参数包括所述本车的朝向信息、位置信息和/或车速信息，所述相对行驶信息包括夹角度数、横向距离、纵向距离和/或行驶时间，所述根据所述切入状态参数及所述应对状态参数计算所述相对行驶信息的步骤包括以下至少一项：
    根据所述待切入旁车的朝向信息与所述本车的朝向信息，计算所述待切入旁车与本车的朝向夹角，得到夹角度数；
    根据所述待切入旁车的位置信息与所述本车的位置信息，计算所述待切入旁车与本车的横向距离和/或纵向距离；
    根据所述待切入旁车的车速信息与所述本车的朝向信息，计算所述待切入旁车行驶到本车正前方所需的行驶时间。
  4. 如权利要求3所述的车辆避让方法，其中，所述判断所述相对行驶信息是否满足预设安全条件的步骤包括：
    所述预设安全条件包括：所述夹角度数小于所述预设角度阈值、所述横向距离大于所述预设距离阈值，且所述行驶时间大于所述预设时间阈值。
  5. 如权利要求3所述的车辆避让方法，其中，所述控制本车进行紧急刹车和/或绕行行驶的步骤包括：
    控制本车进行紧急刹车，计算绕行方案，并判断所述绕行方案是否满足执行条件；
    若所述绕行方案满足执行条件，则根据所述绕行方案进行绕行行驶。
  6. 如权利要求5所述的车辆避让方法，其中，所述绕行方案包括绕行路径和/或绕行速度，所述判断所述绕行方案是否满足执行条件的步骤包括：
    获取所述本车的周围环境信息；
    根据所述周围环境信息判断所述绕行路径是否存在障碍；
    若所述绕行路径不存在障碍，则判定所述绕行方案满足执行条件。
  7. 如权利要求2所述的车辆避让方法，其中，所述获取所述待切入旁车的切入状态参数的步骤包括：
    通过视觉感知设备对所述待切入旁车进行视觉感知，得到视觉感知信息；
    通过雷达探测设备对所述待切入旁车进行雷达探测，得到雷达探测信息；
    对所述视觉感知信息及雷达探测信息进行信息融合，得到所述切入状态参数。
  8. 一种车辆避让装置，其中，所述车辆避让装置包括：
    获取模块，获取待切入旁车与本车的相对行驶信息；
    判断模块，用于判断所述相对行驶信息是否满足预设安全条件；
    第一控制模块，若所述相对行驶信息满足预设安全条件，则用于控制本车进行平缓减速以避免撞击到待切入旁车；
    第二控制模块，若所述相对行驶信息不满足预设安全条件，则用于控制本车进行紧急刹车和/或绕行行驶。
  9. 一种终端设备，其中，所述终端设备包括存储器、处理器及存储在所述存储器上并可在所述处理器上运行的车辆避让程序，所述车辆避让程序被所述处理器执行时实现如权利要求1至7中任一项所述的车辆避让方法的步骤。
  10. 一种计算机可读存储介质，其中，所述计算机可读存储介质上存储有车辆避让程序，所述车辆避让程序被处理器执行时实现如权利要求1至7中任一项所述的车辆避让方法的步骤。
PCT/CN2023/104120 2022-07-27 2023-06-29 车辆避让方法、装置、终端设备以及存储介质 WO2024022003A1 (zh)

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