Obstacle avoidance method and device based on driving mode switching control

Abstract

The invention discloses an obstacle avoidance method and device based on driving mode switching control, and the method comprises the steps: generating a braking signal after an obstacle object is detected at the front end of a vehicle; driving information of the vehicle and obstacle information of the obstacle object are obtained, and the braking working condition of the vehicle is obtained based on the driving information and the obstacle information; a target mode switching control strategy corresponding to the braking working condition is determined, and the driving state of the vehicle is switched into manual driving based on the target mode switching control strategy and the braking signal; and according to the target mode switching control strategy, dynamic coupling control is conducted on a power system, a braking system and a steering system of the vehicle based on the braking signal, so that safety risk avoiding is achieved. The dynamic coupling control is carried out on the power system, the braking system and the steering system of the vehicle, so that safety risk avoiding is realized, and the problem of vehicle body instability during mode switching due to vehicle speed step overcoming during mode switching is solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular, to an obstacle avoidance method and device based on driving mode switching control. Background Art

[0002] Currently, with the continuous development of automotive autonomous driving technology, driverless sightseeing vehicles are increasingly widely used in closed scenarios such as scenic spots and industrial parks. However, in the actual operation process, they also face safety challenges. When encountering emergencies such as pedestrians suddenly crossing in front, due to signal delay, there are problems such as large fluctuations in vehicle speed, long braking distances, and inflexible steering, resulting in vehicle body instability, which cannot meet the requirements of smoothness, safety, and scene adaptability of driverless sightseeing vehicles and affects the normal operation of the vehicle. Summary of the Invention

[0003] To solve the above problems, embodiments of the present application provide an obstacle avoidance method and device, an electronic device, a computer-readable storage medium, and a computer program product based on driving mode switching control.

[0004] In a first aspect, to solve the above technical problems, the present application provides an obstacle avoidance method based on driving mode switching control, including:

[0005] When it is detected that there is an obstacle object in the target area of the vehicle, a braking signal is generated;

[0006] Obtain the driving information of the vehicle and the obstacle information of the obstacle object, and obtain the braking working condition of the vehicle based on the driving information and the obstacle information;

[0007] Based on the corresponding relationship between the preset braking working condition and the mode switching control strategy, determine the target mode switching control strategy corresponding to the braking working condition;

[0008] Based on the target mode switching control strategy and the braking signal, switch the driving state of the vehicle to manual driving;

[0009] According to the target mode switching control strategy, perform dynamic coupling control on the power system, braking system, and steering system of the vehicle based on the braking signal to achieve obstacle avoidance.

[0010] Advantageous Effects are:

[0011] In the technical solution provided by the embodiments of the present application, after an obstacle object is detected in the target area of the vehicle, a braking signal is generated; the driving information of the vehicle and the obstacle information of the obstacle object are acquired, and the braking working condition of the vehicle is obtained based on the driving information and the obstacle information; further, based on the corresponding relationship between the preset braking working condition and the mode switching control strategy, the target mode switching control strategy corresponding to the braking working condition is determined to achieve full-condition safety coverage and avoid collision risks in various scenarios. Then, according to the target mode switching control strategy, the driving state of the vehicle is switched to manual driving, and according to the target mode switching control strategy, the power system, braking system, and steering system of the vehicle are dynamically coupled and controlled based on the braking signal to achieve safe avoidance driving behaviors such as obstacle avoidance. In this way, through the cross-domain coupling control of torque, braking, and steering of the power system, braking system, and steering system, the vehicle speed step during mode switching is eliminated, and the problem of vehicle body instability during mode switching is overcome, greatly improving the safety of the vehicle.

[0012] In a second aspect, the present invention provides an obstacle avoidance device based on driving mode switching control, including a braking module, a vehicle controller, a driving mode switching module, and a control unit;

[0013] The braking module is configured to generate a braking signal when an obstacle object is detected in the target area of the vehicle;

[0014] The vehicle controller is configured to acquire the driving information of the vehicle and the obstacle information of the obstacle object, and obtain the braking working condition of the vehicle based on the driving information and the obstacle information;

[0015] The driving mode switching module is configured to determine a target mode switching control strategy corresponding to the braking working condition based on the corresponding relationship between the preset braking working condition and the mode switching control strategy;

[0016] The driving mode switching module is further configured to switch the driving state of the vehicle to manual driving based on the target mode switching control strategy and the braking signal;

[0017] The control unit, which includes the braking module, a deceleration control module, and a power steering module, is configured to perform dynamic coupling control on the power system, braking system, and steering system of the vehicle based on the braking signal according to the target mode switching control strategy to achieve obstacle avoidance.

[0018] In a third aspect, the present application further provides an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the above-mentioned obstacle avoidance method based on driving mode switching control.

[0019] Fourthly, the present application also provides a computer-readable storage medium, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the obstacle avoidance method based on driving mode switching control as described above.

[0020] Fifthly, the present application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the obstacle avoidance method based on driving mode switching control provided in the above various alternative embodiments.

[0021] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0023] Figure 1 is a flowchart of an obstacle avoidance method based on driving mode switching control shown in an exemplary embodiment of the present application;

[0024] Figure 2 is a block diagram of an obstacle avoidance device based on driving mode switching control shown in an exemplary embodiment of the present application;

[0025] Figure 3 is a schematic structural diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] Here, the exemplary embodiments will be described in detail, and the examples are shown in the accompanying drawings. When the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0027] The block diagrams shown in the drawings are only functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software form, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0028] The flowcharts shown in the drawings are only exemplary descriptions, and do not necessarily include all contents and operations / steps, nor are they necessarily executed in the described order. For example, some operations / steps can be decomposed, while some operations / steps can be combined or partially combined. Therefore, the actual execution order may change according to the actual situation.

[0029] The "plurality" mentioned in this application means two or more. The "and / or" describes the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0030] In this application, all actions for obtaining signals, information, or data are carried out on the basis of strictly following the relevant data protection regulations and policies of the country where the device is located, and with the authorization of the owner of the corresponding device.

[0031] The owner refers to an individual or entity that owns or controls the relevant device (which may be a device, system, or other tool that can collect data).

[0032] In the field of intelligent connected vehicles, the "owner" mainly includes:

[0033] (1) Automobile manufacturers: As developers of vehicle hardware and systems, they control the vehicle's underlying hardware and software platforms and have management and control rights over the data generated during vehicle operation, such as driving and fault data.

[0034] (2) Component suppliers: Provide key components for automobiles and have certain ownership of the data collected and processed by the components for product optimization and after-sales service, such as the data generated by sensors and chips.

[0035] (3) Vehicle owners or users: The actual users of the vehicle, who have the right to decide on the usage method and scope of vehicle data, such as whether to share driving trajectories, driving habits, etc. data, and have the need and right to protect their own relevant data privacy.

[0036] (4) Service providers: Provide services such as software and data analysis, and have the right to use and manage the data obtained and processed within the framework of the agreement, but the ownership usually belongs to other entities.

[0037] In the related art, with the development of the tourism industry, driverless sightseeing vehicles are increasingly widely used in scenic spots. Driverless sightseeing vehicles can provide convenient and efficient sightseeing services for tourists, but in the actual operation process, they also face some safety challenges. For example, when suddenly encountering an emergency such as a pedestrian crossing in front, how to ensure that the vehicle can stop in time and smoothly, avoid obstacles, and at the same time ensure the smooth switching of the driving mode is an important problem that needs to be solved by the current driverless sightseeing vehicle technology.

[0038] In the face of emergencies in the prior art, due to signal delay, there may be problems such as large fluctuations in vehicle speed, long braking distance, inflexible steering, and hard-wired redundancy, and the scene adaptation algorithm is rigid. False judgments in low-speed scenarios will trigger mode switching using a fixed vehicle speed threshold (such as 10 km / h), resulting in frequent false triggers. In addition, when the scenic spot sightseeing vehicle is driving at a low speed on a ramp (gradient > 5%) or a slippery road surface, unexpected mode switching (frequency ≥ 3 times / km) is caused by wheel speed fluctuations, resulting in a lack of avoidance ability and the inability to dynamically adjust the braking gradient according to the real-time obstacle distance, thus unable to meet the strict requirements of the scenic spot driverless vehicle for ride comfort, safety, and scene adaptability, and further unable to effectively guarantee the safety of passengers and pedestrians. Moreover, some vehicles may be unstable during the driving mode switching process, affecting the normal operation of the vehicle. Therefore, how to achieve stable driving mode switching while the driverless sightseeing vehicle avoids danger, and improve comfort and safety is an urgent problem to be solved.

[0039] To solve the above problems, the embodiments of the present application propose an obstacle avoidance method and device, an electronic device, and a computer-readable storage medium based on driving mode switching control, which mainly relate to the obstacle avoidance technology based on driving mode switching control included in vehicle control technology. These embodiments will be described in detail below.

[0040] First, please refer to Figure 1 , Figure 1 is a flowchart of an obstacle avoidance method based on driving mode switching control shown in an exemplary embodiment of the present application. This method can be specifically executed by a server. The server can be an independent server or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, Content Delivery Network (CDN), and big data and artificial intelligence platforms. There is no limitation here.

[0041] As Figure 1 shown, in an exemplary embodiment, the obstacle avoidance method based on driving mode switching control may include steps S101 to S105, which are introduced in detail as follows:

[0042] Step S101: Generate a braking signal when an obstacle object is detected in the target area of the vehicle.

[0043] In this embodiment, during the driving process of the vehicle, objects appearing in the front of the vehicle are monitored in real time. After determining that the object appearing within the range of the front target area is an obstacle object, a corresponding braking signal is generated, which is used to perform relevant controls on vehicle safety avoidance and mode switching through the braking signal.

[0044] Step S102: Obtain the driving information of the vehicle and the obstacle information of the obstacle object, and obtain the braking working condition of the vehicle based on the driving information and the obstacle information.

[0045] After detecting the obstacle object, the vehicle should be controlled to start braking. In order to be able to control the vehicle to stop or avoid before an accident occurs, in this embodiment, different braking working conditions corresponding to different situations are divided, and the current braking working condition of the vehicle is determined through the driving information of the vehicle and the obstacle information of the obstacle object.

[0046] Step S103: Based on the corresponding relationship between the preset braking working condition and the mode switching control strategy, determine the target mode switching control strategy corresponding to the braking working condition;

[0047] In this embodiment, a corresponding relationship between the braking working condition and the mode switching control strategy is constructed according to a preset rule. Therefore, after obtaining the braking working condition of the vehicle based on the driving information and the obstacle information, the corresponding target mode switching control strategy can be determined through this braking working condition and the preset corresponding relationship.

[0048] Step S104: Switch the driving state of the vehicle to manual driving based on the target mode switching control strategy and the braking signal.

[0049] After the driving mode switching module for mode switching detects the braking signal, it controls the driving state of the vehicle to be switched to manual driving, so that safety operators, etc. can directly control the vehicle. For example, when the vehicle is in the adaptive cruise driving mode, when the braking signal is detected, it will immediately exit the adaptive cruise mode and return to the manual driving mode. In this way, the safety operator, etc. can be given the control right of the vehicle in the case of emergency braking, and can respond in time through the method provided in this application during the reaction gap to ensure safety.

[0050] In this embodiment, manual driving refers to a manually controlled manual driving method, and the driving modes provided in this application are classified with reference to SAE (Society of Automotive Engineers, International Automotive Engineers Society), and can include Level 0 - 2: Manual driving (the driver is responsible for dynamic driving tasks); Level 3 - 5: Autopilot (system - dominated).

[0051] Step S105: According to the target mode switching control strategy, dynamically couple and control the vehicle's power system, braking system, and steering system based on the braking signal to achieve safe avoidance.

[0052] After the vehicle's power system, braking system, and steering system receive the braking signal, in this embodiment, the vehicle's power system, braking system, and steering system are dynamically coupled and controlled according to the target mode switching control strategy. By coordinating the work of these three systems, cross-domain collaboration among the three parties is achieved, which can ensure safe avoidance of the vehicle in an emergency, and the vehicle speed, braking force, and steering can still respond smoothly and in a timely manner.

[0053] As can be seen from the above, in the method provided in this embodiment, on the one hand, after detecting an obstacle object at the front end of the vehicle, a braking signal is generated, and the driving information of the vehicle and the obstacle information of the obstacle object are obtained. Based on the driving information and the obstacle information, the braking working condition of the vehicle is obtained; determining the target mode switching control strategy corresponding to the braking working condition can achieve full-condition safety coverage to avoid collision risks in various scenarios. On the other hand, the driving state of the vehicle is switched to manual driving according to the target mode switching control strategy, and the vehicle's power system, braking system, and steering system are dynamically coupled and controlled based on the braking signal according to the target mode switching control strategy to achieve safe avoidance. In this way, through the cross-domain coupling control of torque, braking, and steering of the power system, braking system, and steering system, the vehicle speed step during mode switching is eliminated, and the problem of vehicle body instability during mode switching is overcome, greatly improving the safety of the vehicle.

[0054] In an exemplary embodiment provided by this application, the specific steps of generating a braking signal may include:

[0055] When the vehicle is in the autonomous driving mode, the road condition information at the front end of the vehicle is monitored in real time;

[0056] When the road condition information indicates that there is an obstacle object in the target area and the distance between the obstacle object and the vehicle reaches the distance threshold, a braking signal is generated;

[0057] Or, in response to the braking instruction issued by the safety operator, a braking signal is generated based on the braking instruction.

[0058] In this embodiment, the method of generating a braking signal can be manual operation or non-manual. Among them, the non-manual method can be that when the driverless sightseeing vehicle is driving automatically, the sensors at the front end of the vehicle continuously monitor the road conditions in front; when the detected road conditions indicate that an obstacle object appears within the distance threshold at the front end of the vehicle, for example, when it is detected that a pedestrian suddenly crosses the road at a position 5 meters ahead, the information will be uploaded and a braking signal will be generated. The manual operation method is to generate a braking signal based on the braking instruction in response to the braking instruction issued by the safety operator. Among them, the safety operator can be the driver or the vehicle controller. When the driver is driving manually or taking over the automatic driving, the vehicle is directly controlled through interaction devices such as the steering wheel and pedals; the vehicle controller (such as a remote operator or a monitoring center personnel) intervenes in the vehicle outside the vehicle or remotely to achieve remote driving, emergency braking or system monitoring.

[0059] For example, the interaction methods for the safety operator to issue a braking instruction can include:

[0060] (1) Traditional brake pedal interaction. The safety operator steps on the pedal, and an electrical signal is generated through the travel sensor, which is the process of generating a braking signal for the braking instruction.

[0061] (2) Voice / gesture control interaction. The safety operator inputs a braking instruction through voice (such as "Brake!") or gesture (waving), and after being parsed by the in-vehicle voice recognition / camera, a braking signal is generated to trigger braking.

[0062] (3) Emergency physical button interaction. The red button on the steering wheel / center console triggers the maximum braking force with one key, and is directly connected to the braking unit through a hard wire. It has a higher priority than software control and an anti-misoperation design.

[0063] In an exemplary embodiment provided by the present application, the specific steps of obtaining the braking condition of the vehicle based on the driving information and the obstacle information may include:

[0064] Based on the driving information and the obstacle information, calculate the collision risk value between the vehicle and the obstacle object;

[0065] If the collision risk value does not reach the preset risk threshold, it is determined that the braking condition of the vehicle is a normal braking condition;

[0066] If the collision risk value reaches the risk threshold, it is determined that the braking condition of the vehicle is an emergency braking condition;

[0067] Among them, the driving information includes the driving direction and driving speed of the vehicle, and the obstacle information includes the moving direction and moving speed of the obstacle object.

[0068] In this embodiment, the braking conditions are divided into normal braking conditions and emergency braking conditions. The normal braking conditions represent that the collision risk value between the vehicle and the obstacle object does not reach the preset risk threshold, and the emergency braking conditions represent that the collision risk value between the vehicle and the obstacle object reaches the preset risk threshold, which is a relatively urgent vehicle braking scenario.

[0069] Among them, the determination method of the collision risk value between the vehicle and the obstacle object can be to obtain the driving direction and driving speed of the vehicle in real time to obtain driving information; obtain the moving direction and moving speed of the obstacle object in real time to obtain obstacle information; and obtain the collision risk value between the vehicle and the obstacle object based on the driving information and the obstacle information.

[0070] In this way, through the above embodiments of the present application, the collision risk value between the current vehicle and the obstacle object is first determined, and then the type of the current braking condition is determined based on the size relationship between the collision risk value and the risk threshold, so as to achieve precise control of the vehicle through the braking condition and avoid the situation that the actual scenario where the vehicle is located does not match the control means, resulting in vehicle instability.

[0071] In an exemplary embodiment provided by the present application, the braking conditions may include normal braking conditions and emergency braking conditions. Therefore, the specific steps for determining the target mode switching control strategy based on the braking conditions may include:

[0072] If the braking condition is a normal braking condition, it is determined that the target mode switching control strategy is a normal mode switching control strategy. The system priority corresponding to the normal mode switching control strategy represents that the priority of the vehicle's power system is greater than that of the braking system and the steering system, and the corresponding system time weight represents that the weight ratio among the power system, the braking system, and the steering system is 4:3:3.

[0073] If the braking condition is an emergency braking condition, it is determined that the target mode switching control strategy is an emergency mode switching control strategy. The system priority corresponding to the emergency mode switching control strategy represents that the priority of the braking system is greater than that of the power system and the steering system, and the corresponding system time weight represents that the weight ratio among the power system, the braking system, and the steering system is 2:6:2.

[0074] In this way, through the above embodiments of the present application, considering the braking requirements under different braking conditions, the system priorities of the power system, the braking system, and the steering system are set, as well as the system time weights of the respective control durations of the power system, the braking system, and the steering system. For example, within a control duration of 10 ms under normal braking conditions, first, the motor torque is zeroed by the power system in 4 ms, then the braking force is dynamically adjusted by the braking system in 3 ms, and finally, the steering assist compensation for avoidance control is performed by the steering system in 3 ms. This can precisely control each system while ensuring safe risk avoidance and braking in a timely manner.

[0075] In an exemplary embodiment provided by the present application, the specific steps for dynamically coupling and controlling the power system, braking system, and steering system of a vehicle based on a braking signal may include:

[0076] Obtain the system priority and system time weight corresponding to the target mode switching control strategy;

[0077] According to the system priority, transmit the braking signal to the power system, braking system, and steering system of the vehicle through dual-channel transmission; the dual-channel includes a hard wire and a CAN-FD bus;

[0078] Based on the braking signal and the system time weight, control the power system to decelerate the vehicle according to a preset power control strategy;

[0079] Control the braking system to brake the vehicle according to a preset braking control strategy;

[0080] Control the steering system to steer the vehicle according to a preset steering control strategy.

[0081] In this embodiment, the content of the mode switching control strategy, in addition to switching the driving state of the vehicle to manual driving, also includes the system priorities of the power system, braking system, and steering system, as well as the system time weights of the respective control durations of the power system, braking system, and steering system.

[0082] To ensure the real-time and reliability of the braking signal, it is necessary to adopt penetrative transmission. Through the parallel mode of the hard wire and the CAN-FD bus, transmit the braking signal to the power system, braking system, and steering system according to the system priority. In addition, it is also necessary to arbitrate the braking signal at the receiving ends of the power system, braking system, and steering system. The arbitration method can be to preferentially select the signal that arrives first and passes the consistency check. After the power system, braking system, and steering system receive the braking signal according to the system priority respectively, they execute the corresponding deceleration control, braking control, and steering control according to their respective weights.

[0083] In this way, through the above embodiments of the present application, on the one hand, the braking signal is ensured to reach the power system, braking system, and steering system within 5 ms through the dual-channel signal penetration design, breaking through the traditional CAN bus delay bottleneck. And the hard wire signal is directly connected to the power motor through a relay. By interrupting the relay, a zero-delay response of "press and switch" is achieved, ensuring the absolute priority of the braking signal. On the other hand, dynamic coupling control is performed on the power system, braking system, and steering system of the vehicle to achieve safe hazard avoidance, eliminate the vehicle speed step during mode switching, and overcome the problem of vehicle body instability during mode switching.

[0084] In another exemplary embodiment, the step of transmitting a braking signal may further include:

[0085] Detect the validity of the channel signals of the dual channels;

[0086] If the validity of both channel signals is characterized as a failure, activate the standby communication channel to transmit the braking signal to the vehicle's power system, braking system, and steering system through the standby communication channel.

[0087] In this embodiment, if both dual-channel signals fail, activate the standby communication channel to transmit the braking signal to the vehicle's power system, braking system, and steering system through the standby communication channel. The standby communication channel is to activate the mechanical backup braking valve. The failure situation may be that there is a braking signal generated currently but the signal transmission delay of any channel exceeds 10 ms.

[0088] In addition, the failure situations may further include execution failure and mechanical failure. If the motor torque does not return to zero within a specified time (such as twice the decay time constant), it is determined as an execution failure and the high-voltage power supply is forcibly cut off; through real-time feedback of the sensor, when the hydraulic braking pressure deviation exceeds 0.5 MPa or the steering angle error exceeds 5 degrees, it is determined as a mechanical failure and the mechanical backup system is activated.

[0089] In this way, through the above embodiments, this application maintains the driving safety of the vehicle by using the safety supplement rules.

[0090] In another exemplary embodiment provided by this application, the specific steps of controlling the power system to decelerate the vehicle according to a preset power control strategy may include:

[0091] Based on the weight ratio among the power system, braking system, and steering system characterized by the system time weight, determine the deceleration weight corresponding to the power system;

[0092] After the power system receives the braking signal, according to the deceleration weight, obtain the driving speed and the difference in suspension compression amount of the vehicle in real time;

[0093] Obtain the motor torque decay rate based on the driving speed and the difference in suspension compression amount. The motor torque decay rate is directly proportional to the driving speed and the difference in suspension compression amount;

[0094] Perform deceleration control on the vehicle based on the motor torque decay rate.

[0095] In this embodiment, the preset power control strategy is torque gradient withdrawal. Specifically, the power system controls the motor torque to decay according to an exponential curve, and the decay rate is dynamically adjusted by the driving speed of the vehicle and the difference in suspension compression amount. The higher the vehicle speed or the greater the change in suspension compression amount, the faster the decay rate, to ensure that the acceleration change rate does not exceed the set threshold.

[0096] In another exemplary embodiment provided by the present application, the specific steps of controlling the braking system to perform braking control on the vehicle according to a preset braking control strategy may include:

[0097] Determine the braking weight corresponding to the braking system based on the weight ratio among the power system, the braking system, and the steering system characterized by the system time weight;

[0098] After the braking system receives a braking signal, according to the braking weight, obtain the pedal depth of the vehicle's brake pedal in real time, and determine the target depth stage where the pedal depth is located;

[0099] Obtain the corresponding relationship between the preset depth stage and the braking force, and obtain the target braking force corresponding to the pedal depth based on the corresponding relationship;

[0100] Perform braking control on the vehicle based on the target braking force.

[0101] In this embodiment, the preset braking control strategy is braking force matching. Specifically, the target braking force is matched according to the target depth stage where the pedal depth of the brake pedal is located. The brake pedal depth is divided into three stages: light step stage (0% - 30%): the braking force increases linearly with the pedal depth, and the initial gradient is 50 N / ms; medium step stage (30% - 70%): the braking force gradient is increased to 150 N / ms; heavy step stage (70% - 100%): the braking force gradient suddenly increases to 300 N / ms.

[0102] In another exemplary embodiment provided by the present application, the specific steps of controlling the steering system to perform steering control on the vehicle according to a preset steering control strategy may include:

[0103] Determine the steering weight corresponding to the steering system based on the weight ratio among the power system, the braking system, and the steering system characterized by the system time weight;

[0104] After the steering system receives a braking signal, according to the steering weight, obtain the position information of the obstacle object in real time;

[0105] Obtain a target avoidance path based on the position information and the driving information of the vehicle, and obtain a steering direction based on the target avoidance path;

[0106] Obtain the driving speed of the vehicle and the angular velocity of the steering wheel, and obtain a steering resistance torque based on the product of the driving speed and the angular velocity and the change rate of the angular velocity;

[0107] Perform steering control on the vehicle based on the steering direction and the steering assist torque.

[0108] In this embodiment, the preset steering control strategy is steering assist compensation. Specifically, after receiving a braking signal, the steering assist torque is dynamically calculated based on the product of the driving speed and the steering wheel angle rate and the change rate of the angle rate. Thus, on the basis of the transitional compensation (10% - 20%) of the steering torque in the automatic driving mode before the driving mode is switched, the steering assist torque is reduced during low-speed driving and the assist intensity is increased during high-speed driving. The vehicle is steered according to the steering direction corresponding to the target avoidance path to avoid sudden changes in the feel. Herein, the judgment criteria for low-speed driving and high-speed driving are set according to requirements, and the embodiments of the present application do not specifically limit them.

[0109] In this way, through the above embodiments, the present application not only overcomes the problem of vehicle body instability during mode switching by real-time coupling the torque attenuation of the power system and the braking system with the braking force curve to eliminate the vehicle speed step during mode switching, but also realizes cross-domain collaborative control of power, braking, and steering, dynamically adjusting the power output, braking force, and steering angle, so that the vehicle can maintain the best handling performance in different driving modes.

[0110] Figure 2 It is a block diagram of an obstacle avoidance device 200 based on driving mode switching control shown in an exemplary embodiment of the present application. As Figure 2 shown, the device includes:

[0111] A braking module 201, configured to generate a braking signal after an obstacle object is detected at the front end of the vehicle;

[0112] A vehicle controller 202, configured to obtain the driving information of the vehicle and the obstacle information of the obstacle object, and obtain the braking condition of the vehicle based on the driving information and the obstacle information;

[0113] A driving mode switching module 203, configured to determine a target mode switching control strategy corresponding to the braking condition, and switch the driving state of the vehicle to manual driving based on the target mode switching control strategy and the braking signal;

[0114] A control unit 204, the control unit 204 includes a braking module 201, a deceleration control module 205, and a power steering module 206, and is configured to perform dynamic coupling control on the power system, the braking system, and the steering system of the vehicle based on the braking signal according to the target mode switching control strategy to achieve safe hazard avoidance.

[0115] This device applies the obstacle avoidance method based on driving mode switching control provided in this application. After the braking module 201 detects an obstacle object at the front end of the vehicle, a braking signal is generated; the vehicle controller 202 obtains the driving information of the vehicle and the obstacle information of the obstacle object, and obtains the braking working condition of the vehicle based on the driving information and the obstacle information; the driving mode switching module 203 determines the target mode switching control strategy corresponding to the braking working condition to achieve full-condition safety coverage and avoid collision risks in various scenarios. Then, the driving mode switching module 203 switches the driving state of the vehicle to manual driving according to the target mode switching control strategy, and through the space-time unit 204, according to the target mode switching control strategy, uses the braking module 201, the deceleration control module 205, and the power steering module 206 to perform dynamic coupling control on the power system, braking system, and steering system of the vehicle to achieve safe avoidance. In this way, through the torque, braking, and steering cross-domain coupling control of the power system, braking system, and steering system, the vehicle speed step during mode switching is eliminated, and the problem of vehicle body instability during mode switching is overcome, greatly improving the safety of the vehicle.

[0116] In another exemplary embodiment, the braking module 201 is further configured to, when the vehicle is in the autonomous driving mode, continuously monitor the road condition information at the front end of the vehicle; when the road condition information indicates that there is an obstacle object in the target area and the distance between the obstacle object and the vehicle reaches the distance threshold, generate a braking signal; or, in response to a braking instruction issued by a safety operator, generate a braking signal based on the braking instruction.

[0117] In another exemplary embodiment, the vehicle controller 202 is further configured to calculate a collision risk value between the vehicle and the obstacle object based on the driving information and the obstacle information; if the collision risk value does not reach a preset risk threshold, determine that the braking working condition of the vehicle is a normal braking working condition; if the collision risk value reaches the risk threshold, determine that the braking working condition of the vehicle is an emergency braking working condition, where the driving information includes the driving direction and driving speed of the vehicle, and the obstacle information includes the moving direction and moving speed of the obstacle object.

[0118] In another exemplary embodiment, the braking conditions include normal braking conditions and emergency braking conditions; the driving mode switching module 203 is further configured to, if the braking condition is a normal braking condition, determine that the target mode switching control strategy is a normal mode switching control strategy, and the system priority corresponding to the normal mode switching control strategy indicates that the priority of the vehicle's power system is greater than that of the braking system and the steering system, and the corresponding system time weight indicates that the weight ratio among the power system, the braking system, and the steering system is 4:3:3; if the braking condition is an emergency braking condition, determine that the target mode switching control strategy is an emergency mode switching control strategy, and the system priority corresponding to the emergency mode switching control strategy indicates that the priority of the braking system is greater than that of the power system and the steering system, and the corresponding system time weight indicates that the weight ratio among the power system, the braking system, and the steering system is 2:6:2.

[0119] In another exemplary embodiment, the control unit 204 is further configured to obtain the system priority and the system time weight corresponding to the target mode switching control strategy; transmit the braking signal to the vehicle's power system, braking system, and steering system through dual-channel transmission according to the system priority; the dual-channel includes a hard wire and a CAN-FD bus; based on the braking signal and the system time weight, control the power system to perform deceleration control on the vehicle according to a preset power control strategy; control the braking system to perform braking control on the vehicle according to a preset braking control strategy; control the steering system to perform steering control on the vehicle according to a preset steering control strategy.

[0120] In another exemplary embodiment, the device further includes:

[0121] A safety supplement module, configured to detect the validity of the channel signals of the dual-channel; if the validity of both channel signals is characterized as invalid, activate a backup communication channel to transmit the braking signal to the vehicle's power system, braking system, and steering system through the backup communication channel.

[0122] In another exemplary embodiment, the braking module 201 is further configured to determine the deceleration weight corresponding to the power system based on the weight ratio among the power system, the braking system, and the steering system characterized by the system time weight; after the power system receives the braking signal, obtain the driving speed and the difference in suspension compression amount of the vehicle in real time according to the deceleration weight; obtain the motor torque attenuation rate based on the driving speed and the difference in suspension compression amount, and the motor torque attenuation rate is directly proportional to the driving speed and the difference in suspension compression amount; perform deceleration control on the vehicle based on the motor torque attenuation rate.

[0123] In another exemplary embodiment, the deceleration control module 205 is further configured to determine a braking weight corresponding to the braking system based on a weight ratio among the power system, the braking system, and the steering system characterized by the system time weight; after the braking system receives a braking signal, obtain the pedal depth of the vehicle's brake pedal in real time according to the braking weight, and determine the target depth stage in which the pedal depth is located; obtain the corresponding relationship between the preset depth stage and the braking force, and obtain the target braking force corresponding to the pedal depth based on the corresponding relationship; and perform braking control on the vehicle based on the target braking force.

[0124] In another exemplary embodiment, the power steering module 206 is further configured to determine a steering weight corresponding to the steering system based on a weight ratio among the power system, the braking system, and the steering system characterized by the system time weight; after the steering system receives a braking signal, obtain the position information of the obstacle object in real time according to the steering weight; obtain a target avoidance path based on the position information and the driving information of the vehicle, and obtain a steering direction based on the target avoidance path; obtain the driving speed of the vehicle and the angular velocity of the steering wheel, and obtain a steering resistance torque based on the product of the driving speed and the angular velocity and the change rate of the angular velocity; and perform steering control on the vehicle based on the steering direction and the power steering torque.

[0125] It should be noted that the obstacle avoidance device based on driving mode switching control provided in the above embodiment and the obstacle avoidance method based on driving mode switching control provided in the above embodiment belong to the same concept. The specific manners in which each module and unit perform operations have been described in detail in the method embodiment, and will not be elaborated here. In practical applications, the obstacle avoidance device based on driving mode switching control provided in the above embodiment can, according to needs, allocate the above functions to different functional modules, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here either.

[0126] An embodiment of the present application further provides an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, enabling the electronic device to implement the obstacle avoidance method based on driving mode switching control provided in each of the above embodiments.

[0127] Figure 3 The structural diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application is shown. It should be noted that Figure 3 The computer system 300 of the electronic device shown is only an example and should not bring any limitation to the functions and usage scope of the embodiments of the present application.

[0128] Such as Figure 3As shown, the computer system 300 includes a Central Processing Unit (CPU) 301, which can perform various appropriate actions and processes according to the program stored in the Read-Only Memory (ROM) 302 or the program loaded from the storage section 308 into the Random Access Memory (RAM) 303, such as executing the methods in the above embodiments. In the RAM 303, various programs and data required for system operations are also stored. The CPU 301, ROM 302, and RAM 303 are connected to each other via a bus 304. An Input / Output (I / O) interface 305 is also connected to the bus 304.

[0129] The following components are connected to the I / O interface 305: an input section 306 including a keyboard, a mouse, etc.; an output section 307 including, for example, a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc. and a speaker, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 310 as needed so that a computer program read from it can be installed into the storage section 308 as needed.

[0130] Specifically, according to the embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments of the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains a computer program for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from the network via the communication section 309, and / or installed from the removable medium 311. When the computer program is executed by the Central Processing Unit (CPU) 301, various functions defined in the system of the present application are executed.

[0131] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as a part of a carrier wave, which carries a computer-readable computer program. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0132] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0133] The modules / units involved in the embodiments of the present application can be implemented in software or in hardware, and the described modules / units can also be provided in a processor. Among them, the names of these modules / units do not constitute a limitation to the modules / units themselves in some cases.

[0134] Another aspect of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the obstacle avoidance method based on driving mode switching control as described above is implemented. The computer-readable storage medium can be included in the electronic device described in the above embodiments, or can exist alone without being assembled into the electronic device.

[0135] Another aspect of the present application further provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the obstacle avoidance method based on driving mode switching control provided in the above various embodiments.

[0136] The above are only the preferred embodiments of the present application, and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An obstacle avoidance method based on driving mode switching control, characterized in that: The method comprises: When an obstacle object is detected in the target area of ​​the vehicle, a braking signal is generated; Acquiring driving information of the vehicle and obstacle information of the obstacle object, and obtaining a braking condition of the vehicle based on the driving information and the obstacle information; Based on a correspondence between a preset braking condition and a mode switching control strategy, determining a target mode switching control strategy corresponding to the braking condition; Switching the driving state of the vehicle to manual driving based on the target mode switching control strategy and the braking signal; According to the target mode switching control strategy, the power system, braking system and steering system of the vehicle are dynamically coupled controlled based on the braking signal to achieve obstacle avoidance.

2. The method according to claim 1, characterized in that The step of generating a braking signal when an obstacle object is detected in a target area of ​​the vehicle comprises: When the vehicle is in the automatic driving mode, the road condition information in front of the vehicle is monitored in real time; When the road condition information indicates that there is an obstacle object in the target area and the distance between the obstacle object and the vehicle reaches a distance threshold, generating a braking signal; Or, in response to a braking command issued by a safety operator, a braking signal is generated based on the braking command.

3. The method according to claim 1, characterized in that The obtaining the braking condition of the vehicle based on the driving information and the obstacle information includes: Calculating a collision risk value between the vehicle and the obstacle object based on the driving information and the obstacle information; If the collision risk value does not reach a preset risk threshold, determining that the braking condition of the vehicle is a normal braking condition; If the collision risk value reaches the risk threshold, determining that the braking condition of the vehicle is an emergency braking condition; The driving information includes the driving direction and driving speed of the vehicle, and the obstacle information includes the moving direction and moving speed of the obstacle object.

4. The method according to claim 1, characterized in that: The braking conditions include normal braking conditions and emergency braking conditions; the determining of the target mode switching control strategy corresponding to the braking conditions includes: If the braking condition is a normal braking condition, the target mode switching control strategy is determined to be a normal mode switching control strategy, the system priority corresponding to the normal mode switching control strategy indicates that the priority of the power system of the vehicle is greater than that of the braking system and the steering system, and the corresponding system time weight indicates that the weight ratio between the power system, the braking system and the steering system is 4:3:3; If the braking condition is an emergency braking condition, the target mode switching control strategy is determined to be an emergency mode switching control strategy. The system priority corresponding to the emergency mode switching control strategy indicates that the priority of the braking system is greater than that of the power system and the steering system. The corresponding system time weight indicates that the weight ratio between the power system, the braking system and the steering system is 2:6:

2.

5. The method according to claim 1, characterized in that The method of performing dynamic coupling control on the power system, braking system and steering system of the vehicle based on the braking signal according to the target mode switching control strategy includes: Obtaining the system priority and system time weight corresponding to the target mode switching control strategy; According to the system priority, the brake signal is transmitted to the power system, the brake system and the steering system of the vehicle through dual-channel transmission; the dual channel includes a hard line and a CAN-FD bus; Based on the braking signal and the system time weight, controlling the power system to decelerate the vehicle according to a preset power control strategy; Controlling the braking system to perform braking control on the vehicle according to a preset braking control strategy; The steering system is controlled to perform steering control on the vehicle according to a preset steering control strategy.

6. The method according to claim 5, characterized in that The method further comprises: Detecting the validity of channel signals of the dual channels; If the validity of the channel signals are all characterized as failure, the backup communication channel is activated to transmit the brake signal to the power system, brake system and steering system of the vehicle through the backup communication channel.

7. The method according to claim 5, characterized in that The controlling the power system to perform deceleration control on the vehicle according to a preset power control strategy includes: Determining a deceleration weight corresponding to the power system based on a weight ratio among the power system, the braking system, and the steering system represented by the system time weight; After the power system receives the braking signal, the driving speed of the vehicle and the difference between the suspension compression amount are acquired in real time according to the deceleration weight; The motor torque attenuation rate is calculated based on the driving speed and the difference between the suspension compression amount, and the motor torque attenuation rate is proportional to the driving speed and the difference between the suspension compression amount; The vehicle is decelerated and controlled based on the motor torque decay rate.

8. The method according to claim 5, characterized in that The controlling the braking system to perform braking control on the vehicle according to a preset braking control strategy includes: Determining a braking weight corresponding to the braking system based on a weight ratio among the power system, the braking system and the steering system represented by the system time weight; After the braking system receives the braking signal, the pedal depth of the brake pedal of the vehicle is acquired in real time according to the braking weight, and the target depth stage of the pedal depth is determined; Acquire a correspondence between a preset depth stage and a braking force, and obtain a target braking force corresponding to the pedal depth based on the correspondence; The vehicle is brake-controlled based on the target braking force.

9. The method according to claim 5, characterized in that The controlling the steering system to perform steering control on the vehicle according to a preset steering control strategy includes: Determining a steering weight corresponding to the steering system based on a weight ratio among the power system, the braking system and the steering system represented by the system time weight; After the steering system receives the braking signal, the position information of the obstacle object is acquired in real time according to the steering weight; Obtaining a target avoidance path based on the position information and the driving information of the vehicle, and obtaining a steering direction based on the target avoidance path; Acquiring a driving speed of the vehicle and an angular rate of a steering wheel, and obtaining a steering resistance torque based on a product of the driving speed and the angular rate and a rate of change of the angular rate; The vehicle is steered and controlled based on the steering direction and the steering assist torque.

10. An obstacle avoidance device based on driving mode switching control, characterized in that: include: A braking module, used for generating a braking signal when an obstacle object is detected in a target area of ​​the vehicle; A vehicle controller, used to obtain the driving information of the vehicle and the obstacle information of the obstacle object, and obtain the braking condition of the vehicle based on the driving information and the obstacle information; A driving mode switching module, configured to determine a target mode switching control strategy corresponding to a preset braking condition based on a correspondence between the braking condition and the mode switching control strategy; The driving mode switching module is further used to switch the driving state of the vehicle to manual driving based on the target mode switching control strategy and the braking signal; A control unit, the control unit includes the braking module, the deceleration control module and the power steering module, and is used to switch the control strategy according to the target mode, and dynamically couple the power system, braking system and steering system of the vehicle based on the braking signal to achieve obstacle avoidance.

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