Vehicle control method and device, electronic equipment and storage medium

Abstract

Embodiments of the present disclosure disclose a vehicle control method and device, electronic equipment and storage medium, the method comprising: determining whether there is a turning collision avoidance space based on first associated information of a target vehicle and second associated information of a second obstacle within a preset range of distance from the target vehicle when it is determined that there is a collision risk between the target vehicle and a first obstacle, wherein the target vehicle and the first obstacle travel in the same lane in the same direction, and the first obstacle is located in front of the target vehicle; if it is determined that there is a turning collision avoidance space, determining a turning collision avoidance direction according to the turning collision avoidance space; determining a turning collision avoidance edge trajectory based on the turning collision avoidance direction and a preset lateral acceleration; and performing turning control on the target vehicle based on the turning collision avoidance edge trajectory. The present disclosure improves the driving safety of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of autonomous driving technology, and in particular to a vehicle control method, apparatus, electronic device, and storage medium. Background Technology

[0002] With the development of autonomous driving perception algorithms and hardware computing power, more and more cars are equipped with ADAS (Advanced Driving Assistance System), among which FCW (Forward Collision Warning) and AEB (Autonomous Emergency Braking) are the most representative.

[0003] However, both FCW and AEB focus on the longitudinal direction of vehicle travel, alerting the driver to brake via the human-machine interface or automatically braking the vehicle to slow down and avoid a collision when an obstacle is about to appear. But when an obstacle suddenly appears ahead and the vehicle's speed is too high, FCW and AEB can only achieve partial deceleration and cannot achieve true collision avoidance, still posing a high risk of injury to the vehicle or pedestrians. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, the present disclosure provides a vehicle control method, device, electronic device and storage medium, which achieves the purpose of improving vehicle driving safety and reducing the risk of injury to vehicles or pedestrians.

[0005] This disclosure provides a vehicle control method, the method comprising:

[0006] When it is determined that there is a collision risk between the target vehicle and the first obstacle, it is determined whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle, wherein the target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle.

[0007] If a steering collision avoidance space is determined, the steering collision avoidance direction is determined based on the steering collision avoidance space;

[0008] The steering and collision avoidance edge trajectory is determined based on the steering and collision avoidance direction and the preset lateral acceleration;

[0009] The target vehicle is steered based on the steering collision avoidance edge trajectory.

[0010] This disclosure also provides a vehicle control device, which includes:

[0011] The first determining module is used to determine whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle when it is determined that there is a collision risk between the target vehicle and the first obstacle. The target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle.

[0012] The second determining module is used to determine the steering and collision avoidance direction based on the steering and collision avoidance space if it is determined that there is a steering and collision avoidance space.

[0013] The third determining module is used to determine the steering and collision avoidance edge trajectory based on the steering and collision avoidance direction and the preset lateral acceleration;

[0014] The control module is used to perform steering control on the target vehicle based on the steering collision avoidance edge trajectory.

[0015] This disclosure also provides an electronic device, the electronic device comprising: 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 one or more processors implement the vehicle control method as described above.

[0016] This disclosure also provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the vehicle control method described above.

[0017] The vehicle control method provided in this disclosure achieves the purpose of avoiding obstacles by steering, thereby avoiding collisions with obstacles and improving the safety of vehicle driving. Attached Figure Description

[0018] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0019] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0020] Figure 2 This is a schematic diagram of a scenario in one embodiment of the present disclosure;

[0021] Figure 3 This is a schematic diagram of another scenario in an embodiment of this disclosure;

[0022] Figure 4This is a schematic diagram illustrating the relative position of a target vehicle and a first obstacle in one embodiment of this disclosure;

[0023] Figure 5 This is a schematic diagram of a fifth-order polynomial trajectory in an embodiment of this disclosure;

[0024] Figure 6 This is a schematic diagram of a steering collision avoidance edge trajectory according to an embodiment of this disclosure;

[0025] Figure 7 This is a schematic diagram illustrating one method for determining the first minimum safe distance corresponding to the latest turning point in this embodiment of the present disclosure;

[0026] Figure 8 This is a schematic diagram of a trajectory in one embodiment of this disclosure;

[0027] Figure 9 This is a schematic flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0028] Figure 10 This is a schematic diagram of the structure of a vehicle control device according to an embodiment of the present disclosure;

[0029] Figure 11 This is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. Detailed Implementation

[0030] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0031] The names of messages or information exchanged between multiple devices in the embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

[0032] Currently, more and more cars are equipped with ADAS (Advanced Driving Assistance System), among which FCW (Forward Collision Warning) and AEB (Autonomous Emergency Braking) are the most representative.

[0033] However, both FCW and AEB focus on the longitudinal direction of vehicle travel, alerting the driver to brake via the human-machine interface or automatically braking the vehicle to slow down and avoid a collision when an obstacle is about to appear. But when an obstacle suddenly appears ahead and the vehicle's speed is too high, FCW and AEB can only achieve partial deceleration and cannot achieve true collision avoidance, still posing a high risk of injury to the vehicle or pedestrians.

[0034] Furthermore, research indicates that at high vehicle speeds, the final braking point for collision avoidance occurs much earlier than the final steering point. Therefore, using steering to achieve emergency collision avoidance is an effective method when braking alone is not feasible. Some drivers with aggressive driving styles and good steering skills may complain about the relatively early intervention of FCW and AEB. Conversely, for drivers with delayed reaction times or lower skill levels, emergency steering at high speeds, potentially causing vehicle instability and more serious consequences, could lead to more severe accidents.

[0035] To address the aforementioned problems, this disclosure provides a vehicle control method to improve vehicle safety. The method is described below with reference to specific embodiments. Figure 1 This is a flowchart illustrating a vehicle control method according to an embodiment of this disclosure. The method can be executed by a vehicle control device, which can be implemented in software and / or hardware, and can be configured in an electronic device. Figure 1 As shown, the method may specifically include the following steps:

[0036] Step 110: When it is determined that there is a collision risk between the target vehicle and the first obstacle, determine whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle whose distance from the target vehicle is within a preset range, wherein the target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle.

[0037] This means the target vehicle can catch up with and overtake the first obstacle by accelerating. For example, see... Figure 2 The illustration shows a scenario including a target vehicle 210 and a first obstacle 220, both traveling in the same lane and in the same direction. Figure 2 The driving direction shown is to the right.

[0038] Optionally, the presence of a preset target within the perception range is determined by a fusion perception module. Preset targets include, for example, pedestrians (including non-motorized vehicles), vehicles, trees, flower beds, large animals, and objects falling from heights that could affect the driving safety of the target vehicle. Specifically, based on, but not limited to, onboard millimeter-wave radar, cameras, and lidar sensors installed on the target vehicle, information on multiple preset targets and environmental information is obtained through a fusion algorithm. This information includes, but is not limited to, the type of preset target, the lateral / longitudinal relative distance between preset targets, the lateral / longitudinal relative velocity between preset targets, and the width of the preset target. The first obstacle is the one among the multiple preset targets that poses the highest risk to the target vehicle.

[0039] If a preset target is determined, the collision time is determined based on the relative speed between the target vehicle and the first obstacle, the relative acceleration between the target vehicle and the first obstacle, and the relative position between the target vehicle and the first obstacle. If the collision time is less than a preset threshold, it is determined that there is a collision risk between the target vehicle and the first obstacle. If no preset target is determined, or if the collision time is greater than or equal to the preset threshold, the AES (Autonomous Emergency Steering) process is exited, that is, the target vehicle is not automatically controlled by AES.

[0040] Specifically, the time to collision (TTC) essentially represents the time required for the target vehicle to catch up with and collide with the first obstacle, assuming both the target vehicle and the first obstacle traveling in the same direction continue at their current speeds. If the collision time is less than a preset threshold, a collision risk is considered to exist between the target vehicle and the first obstacle. To ensure the target vehicle's safety and avoid a collision, intervention must be initiated at an appropriate time. For example, based on the target vehicle's primary association information and the secondary association information of other obstacles around the target vehicle (marked as secondary obstacles), it can be determined whether there is space for steering and collision avoidance. An example can be found in... Figure 3 The diagram shows another scenario, in which the target vehicle is indicated by the number 310, the first obstacle is indicated by the number 320, and the second obstacle is indicated by the number 330.

[0041] For example, the first associated information may include the target vehicle's speed, acceleration, position, length, width, and road information surrounding the target vehicle (specifically, information about the drivable area around the target vehicle). For instance, if the target vehicle is in the rightmost lane, and there is no drivable area further to the right, then even if there are no obstacles, it is considered that there is no space for collision avoidance on the right. Similarly, the second associated information may include the speed, acceleration, position, length, and width of the second obstacle.

[0042] Step 120: If it is determined that there is a steering collision avoidance space, determine the steering collision avoidance direction based on the steering collision avoidance space.

[0043] The direction of steering to avoid a collision includes turning left or right. Specifically, it means that the target vehicle avoids the first obstacle by turning left or changing lanes to the left; or the target vehicle avoids the first obstacle by turning right or changing lanes to the right.

[0044] In some alternative implementations, determining the steering and collision avoidance direction based on the steering and collision avoidance space includes:

[0045] If it is determined that there is only turning and collision avoidance space on the left side of the target vehicle, the turning and collision avoidance direction is to the left; if it is determined that there is only turning and collision avoidance space on the right side of the target vehicle, the turning and collision avoidance direction is to the right; if it is determined that there is turning and collision avoidance space on both the left and right sides of the target vehicle, the turning and collision avoidance direction is determined based on the relative lateral distance between the target vehicle and the first obstacle.

[0046] For specific details, please refer to the following: Figure 4 The diagram shows the relative position of a target vehicle and a first obstacle. In this diagram, C represents the upper limit threshold of a preset range, B represents the lower limit threshold of a preset range (i.e., C is greater than B), y1 represents the y-axis coordinate of the center axis of the target vehicle 410, y2 represents the y-axis coordinate of the center axis of the first obstacle 420, and the absolute value of the difference between y1 and y2 represents the relative lateral distance between the target vehicle 410 and the first obstacle 420.

[0047] Determining the steering collision avoidance direction based on the relative lateral distance between the target vehicle and the first obstacle includes:

[0048] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is greater than the upper threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the right. After determining the steering collision avoidance direction to the right, if it is detected that the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, the steering collision avoidance direction is updated to the left. That is, if y2 > C, the steering collision avoidance direction is determined to be to the right, and it is not changed to the left until y2 < B. By setting a hysteresis interval, frequent jumps in decision results can be prevented, avoiding the phenomenon of the decision result being sometimes to the left and sometimes to the right.

[0049] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left. After determining the steering collision avoidance direction to the left, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is greater than the upper threshold of the hysteresis interval, the steering collision avoidance direction is updated to the right. That is, if y2 < B, the steering collision avoidance direction is determined to be to the left, and it is not changed to the right until y2 > C.

[0050] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the upper limit threshold of the hysteresis interval but greater than the lower limit threshold of the hysteresis interval, then the steering collision avoidance direction is determined to be to the left.

[0051] Wherein, the upper limit threshold is greater than the lower limit threshold, and the coordinate point corresponding to the lower limit threshold is located to the left of the coordinate point corresponding to the center axis of the target vehicle, so as to obtain the effect of priority left turn.

[0052] Step 130: Determine the steering and collision avoidance edge trajectory based on the steering and collision avoidance direction and the preset lateral acceleration.

[0053] The preset lateral acceleration is the lateral acceleration of the target vehicle during steering, set with the target vehicle's coordinate system as a reference. By adding the preset lateral acceleration constraint to the steering collision avoidance edge trajectory, the stability of the target vehicle during emergency steering can be fundamentally guaranteed, thereby improving vehicle safety.

[0054] In other words, it realizes automatic emergency steering collision avoidance trajectory planning that includes the vehicle's maximum lateral acceleration constraint, which can fundamentally ensure the stability of the target vehicle during emergency steering and achieve the goal of improving vehicle safety.

[0055] Specifically, determining the steering collision avoidance edge trajectory based on the steering collision avoidance direction and the preset lateral acceleration includes the following four steps: 131-134.

[0056] Step 131: Determine the second derivative formula of the set trajectory equation. The set trajectory equation includes a first variable, a first coefficient, and a second coefficient. The first variable is time, the first coefficient is the time required for the target vehicle to complete the steering and collision avoidance, and the second coefficient is the lateral offset distance required to avoid the collision. The lateral offset distance is related to the steering and collision avoidance direction.

[0057] The established trajectory equation is derived according to the following steps:

[0058] In this embodiment, a fifth-degree polynomial is selected as the trajectory equation of the AES, that is, the trajectory equation of the AES is the equation shown in expression (1) below:

[0059]

[0060] Where x represents the vertical distance and y represents the horizontal distance, y e x represents the lateral displacement of the target vehicle during the lane change process (i.e., the lateral offset distance required to avoid a collision). e This represents the longitudinal displacement of the target vehicle as it completes the lane-changing process, such as... Figure 5 The diagram shows a fifth-order polynomial trajectory, where 510 represents the target vehicle.

[0061] During the process of the target vehicle turning to avoid the first obstacle, assuming that the longitudinal velocity of the target vehicle remains constant, the longitudinal distance x and the longitudinal displacement x can be considered. e Convert to time quantities t and t e Specifically, x = V x *t and x e =V x *t e , where V x t represents the longitudinal velocity of the target vehicle. e This represents the time required for the target vehicle to complete the steering and collision avoidance maneuver. Based on expression (1), the equation for the set trajectory shown in expression (2) can be obtained:

[0062]

[0063] t is the first variable, representing time. e y is the first coefficient, representing the time required for the target vehicle to complete the steering and collision avoidance maneuver. e The second coefficient represents the lateral offset distance required to avoid a collision.

[0064] Taking the second derivative of the above expression (2) yields the relationship between the lateral acceleration of the target vehicle and time during the entire steering and collision avoidance process, i.e., the second derivative formula is as shown in the following expression (3):

[0065]

[0066] Among them, a y (t) represents lateral acceleration.

[0067] Step 132: Determine the solution formula for the maximum value of lateral acceleration based on the second derivative formula; determine the preset lateral acceleration as the maximum value of lateral acceleration, and determine the first coefficient in the solution formula according to the preset lateral acceleration.

[0068] Step 133: Substitute the determined value of the first coefficient into the set trajectory equation to obtain the steering and collision avoidance driving trajectory.

[0069] Based on the above expression (3), we can further obtain the condition in [0, t] e The maximum lateral acceleration of the target vehicle within the specified time period, i.e., the maximum value of the lateral acceleration, is shown in the following expression (4).

[0070] The formula for calculating the maximum value of the lateral acceleration is:

[0071]

[0072] Among them, a y_max This represents the maximum lateral acceleration. This maximum lateral acceleration can be calibrated and adapted according to the dynamic characteristics of different vehicles to improve the robustness and portability of the solution, thereby enhancing its practicality. Specifically, the maximum lateral acceleration can be 0.4g, where g represents gravitational acceleration. It is understood that the maximum lateral acceleration can also be other specific values, determined based on the dynamic characteristics of the target vehicle. If the target vehicle's dynamic characteristics allow for stable driving under large lateral acceleration, the maximum lateral acceleration can be set relatively large; if the target vehicle's dynamic characteristics do not allow for stable driving under large lateral acceleration, the maximum lateral acceleration should be set relatively small to ensure the stability and safety of the target vehicle during steering and collision avoidance.

[0073] where y eThe lateral displacement required to avoid a collision represents the lateral offset distance required for the target vehicle to complete the turning and lane-changing process. This lateral offset distance can be determined based on the width of the target vehicle, the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, the collision time, and a set lateral safety margin.

[0074] In summary, in expression (4), y e and a y_max All of these are known quantities. The time t required for the target vehicle to complete the steering and collision avoidance can be calculated using expression (4). e , further t e and y e Substituting the above expression (2) will yield the steering collision avoidance trajectory at different vehicle speeds, and this steering collision avoidance trajectory will be marked as trajectory j0.

[0075] Step 134: Based on the steering collision avoidance direction and the width of the target vehicle, translate the steering collision avoidance trajectory to obtain the steering collision avoidance edge trajectory.

[0076] The core idea behind obtaining the steering collision avoidance edge trajectory is to "expand" the steering collision avoidance trajectory based on the width of the target vehicle; essentially, this involves translating the steering collision avoidance trajectory. For details, see... Figure 6 The diagram illustrates a steering collision avoidance edge trajectory, where 610 represents the target vehicle and 620 represents the first obstacle. After obtaining the steering collision avoidance trajectory j0, the trajectory j0 is translated by the lateral movement of the target vehicle. If the steering collision avoidance direction is to the left, the trajectory j0 is translated to the right to obtain the steering collision avoidance edge trajectory j1; if the steering collision avoidance direction is to the right, the trajectory j0 is translated to the left to obtain the steering collision avoidance edge trajectory j2.

[0077] Specifically, the steering collision avoidance trajectory is translated to obtain the steering collision avoidance edge trajectory as shown in the following expression (5):

[0078]

[0079] y gap The deviation of the steering collision avoidance edge trajectory is the amount of deviation when the steering collision avoidance direction is to the left:

[0080] y gap =-(0.5×w host +pathgap)

[0081] When the steering and collision avoidance direction is to the right:

[0082] y gap =0.5×w host +pathgap

[0083] Among them, w host The width of the target vehicle is represented by 'pathgap', which represents the safety margin for the edge trajectory. The specific value of the edge trajectory safety margin 'pathgap' depends on the perception error and control error, and can be obtained through calibration experiments. It is understandable that the final value is determined by taking into account the impact of perception and control errors.

[0084] By incorporating an edge trajectory safety margin, the collision risk between the target vehicle and the first obstacle can be further reduced. Furthermore, the edge trajectory safety margin can be calibrated for different models or configurations of target vehicles to obtain edge trajectory safety margins adapted to different target vehicles. This makes the solution applicable to different target vehicles, improving its robustness and portability, and thus enhancing its practicality.

[0085] By translating the steering collision avoidance trajectory based on the steering collision avoidance direction and the width of the target vehicle, the steering collision avoidance edge trajectory can be obtained, which can further reduce the collision risk between the target vehicle and the first obstacle. This makes the solution applicable to target vehicles with a width within a certain range, thereby improving the robustness and portability of the solution and thus enhancing its practicality.

[0086] Optionally, when it is determined that there is a collision risk between the target vehicle and the first obstacle, i.e., if the collision time is less than a preset threshold, the method further includes:

[0087] The lateral offset distance required to avoid a collision is determined based on the width of the target vehicle, the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, the collision time, and the set lateral safety distance margin.

[0088] Specifically, when the steering and collision avoidance direction is to the left, the required lateral offset distance y for collision avoidance is... e The expression is as follows (6):

[0089] y e =y safety +0.5×(w host +w obj )+y obj +v lat-obj ×ttc (6)

[0090] When the steering and collision avoidance direction is to the right, the required lateral offset distance y for collision avoidance is... e The expression is as follows (7):

[0091] y e =-(y safety +0.5×(w host +w obj ))+y obj +v lat-obj ×ttc (7)

[0092] Among them, y safety w represents the set lateral safety margin. host w represents the width of the target vehicle. obj y represents the width of the first obstacle. obj v represents the lateral distance of the first obstacle relative to the target vehicle. lat-obj The first obstacle represents the lateral velocity relative to the target vehicle, and ttc represents the collision time.

[0093] Step 140: Perform steering control on the target vehicle based on the steering collision avoidance edge trajectory.

[0094] Optionally, before performing steering control on the target vehicle based on the steering collision avoidance edge trajectory, the method further includes:

[0095] Based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle, determine whether the conditions for triggering Automatic Emergency Steering (AES) are met. If the conditions for triggering AES are met, then AES is triggered to continue executing the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory. If the conditions for triggering AES are not met, exit the process to cancel the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory.

[0096] The step of determining whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle includes:

[0097] The first minimum safe distance corresponding to the latest turning point is determined based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance.

[0098] Based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the automatic emergency braking (AEB) decision, and the motion state information of the target vehicle, it is determined whether the conditions for triggering automatic emergency steering and collision avoidance (AES) are met.

[0099] Specifically, determining the first minimum safe distance corresponding to the latest turning point based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance includes:

[0100] Based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time, a first coordinate value is determined at the intersection point of the first obstacle and the steering collision avoidance edge trajectory; the first coordinate value is substituted into the equation expression of the steering collision avoidance edge trajectory, and the latest turning time is obtained by solving the equation expression; the first minimum safe distance is determined based on the longitudinal velocity of the target vehicle, the longitudinal velocity of the first obstacle, the latest turning time, and the preset system response time.

[0101] The determination of the first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time includes:

[0102] The first coordinate value is determined according to the following formula (8):

[0103] y'(t)=0.5w obj +y obj +v lat-obj ×ttc (8)

[0104] Where y'(t) represents the first coordinate value, w obj y represents the width of the first obstacle. obj v represents the lateral distance of the first obstacle relative to the target vehicle. lat-obj The first obstacle represents the lateral velocity relative to the target vehicle, and ttc represents the collision time.

[0105] For example, see references to Figure 7 The diagram illustrates a method for determining the first minimum safe distance corresponding to the latest turning point. 710 represents the target vehicle, and 720 represents the first obstacle. Assuming the target vehicle 710 starts turning from point D (the latest turning point), travels along the turning collision avoidance edge trajectory j1, and collides with the first obstacle 720 at point A, the distance DMS is the first minimum safe distance corresponding to the latest turning point D. The first coordinate value y'(t) corresponding to point A, i.e., the above formula (8), is substituted into the above expression (5) to solve for the first minimum safe distance. To avoid excessive computation of a quintic equation, the solution process is performed within the range [0, t...]. eWithin a certain time frame, the time t corresponding to the intersection point A of the target vehicle 710 and the steering collision avoidance edge trajectory j1 can be obtained by traversing at a certain resolution (e.g., 0.01s) or by using a binary search method. This time t is the latest steering time, i.e., the trigger time of AES, denoted as T. AES .

[0106] The determination of the first minimum safe distance based on the longitudinal speed of the target vehicle, the longitudinal speed of the first obstacle, the latest turning time, and the preset system response time includes:

[0107] The first minimum safety distance is determined based on the following formula (9):

[0108] DMS = (v x -v obj )×(T AES +T resp (9)

[0109] Where DMS represents the first minimum safe distance, v x v represents the longitudinal velocity of the target vehicle. obj T represents the longitudinal velocity of the first obstacle. AES This indicates the latest turning time. T resp The preset system response time is defined here. The specific value of this preset system response time is related to the inertia and delay characteristics of the target vehicle and can be obtained through calibration experiments. By incorporating the preset system response time, the collision risk between the target vehicle and the first obstacle can be further reduced. Furthermore, the preset system response time can be calibrated separately for target vehicles with different execution systems or different vehicle dynamics systems to obtain preset system response times adapted to different target vehicles. This makes the solution applicable to target vehicles with different response performances, thereby improving the robustness and portability of the solution and ultimately enhancing its practicality.

[0110] It should be noted that, relative to the planned steering collision avoidance trajectory j0, the steering collision avoidance edge trajectories j1 and j2 are obtained by laterally offsetting a fixed distance from the steering collision avoidance edge trajectory j0. Therefore, during the target vehicle's steering collision avoidance process, the closest distance between the steering collision avoidance edge trajectory and the steering collision avoidance trajectory will change due to the change in the vehicle's heading angle, relative to the offset y. gap It will shrink, such as Figure 8 As shown, the offset y gapThe distance is greater than the fixed distance Dis_1, and the fixed distance Dis_1 is greater than the nearest distance Dis_2. However, since the longitudinal speed of the target vehicle is at a medium to high speed when AES is triggered, the longitudinal displacement is much greater than the lateral displacement during the entire steering collision avoidance process. Therefore, when defining the edge trajectory safety margin pathgap, the influence of the change in vehicle heading angle during the steering collision avoidance process can be ignored.

[0111] Specifically, determining whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the Automatic Emergency Braking (AEB) decision, and the motion state information of the target vehicle includes:

[0112] If the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance (DMS) and the second minimum safe distance (DMB) is greater than the first minimum safe distance (DMS), and the motion status information of the target vehicle meets the set conditions, then the conditions for triggering AES are determined to be met. Specifically, if the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance (DMS) and the second minimum safe distance (DMB) is greater than the first minimum safe distance (DMS), and it is confirmed that the driver is not currently intervening in the vehicle's driving status, then the conditions for triggering AES are determined to be met. Wherein, if the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance (DMS) and the second minimum safe distance (DMB) is greater than the first minimum safe distance (DMS), it indicates that the target vehicle is currently close enough to the first obstacle that AEB braking is insufficient to avoid a collision. In this case, AES can be triggered if the driver does not intervene.

[0113] Whether the driver is currently intervening in the vehicle's driving status can be determined by the target vehicle's motion status information, which includes at least one of the following: braking, acceleration, and steering.

[0114] Specifically, for example, it checks whether there are any braking, steering, or throttle operations. If any of these operations occur within a certain counting period, it is considered that the current driver has intervened. In this case, the AES process is exited, and the driver takes over driving to avoid interfering with the driver and improve the driver's experience. If none of these operations occur within a certain counting period, it is considered that the current driver has not intervened. In this case, the AES function is triggered, and the steering and collision avoidance trajectory obtained at the trigger time is used as the basis for steering control of the target vehicle. Specifically, through the target vehicle's positioning module, the vehicle lateral control algorithm is used to control the target vehicle laterally according to the steering and collision avoidance trajectory obtained at the trigger time. The control module outputs commands to the underlying hardware to execute emergency steering actions, realizing closed-loop feedback. The vehicle lateral control algorithm includes, but is not limited to, PID, Stanley algorithm, linear quadratic optimal control (LQR), model predictive control (MPC), and pure pursuit (Pure Pursuit). The underlying hardware includes, but is not limited to, electronic power steering (EPS), various steering-by-wire systems, and braking systems. The braking system is used to provide yaw torque control for the vehicle to assist in steering control, including but not limited to Electronic Stability Control (ESC) and various brake-by-wire systems.

[0115] Since AES was triggered, time t has elapsed. e Exit the AES process later, or exit the AES process when the driver takes over in advance.

[0116] In the aforementioned AES decision-making method, even when the AES function is not active, the target vehicle can still be controlled based on AEB. Therefore, the vehicle control scheme based on AES provided in this disclosure can serve as a supplementary scheme for vehicle control based on AEB or FCW, facilitating reorganization, integration, and supplementation with AEB or FCW functions to improve vehicle driving safety.

[0117] For example, if it is determined that there is no space for steering to avoid a collision, or if it is determined that the conditions for triggering AES are not met, the method further includes: controlling the target vehicle based on the AEB decision.

[0118] The vehicle control method provided in this embodiment plans an automatic emergency steering and collision avoidance trajectory, including the maximum lateral acceleration constraint of the vehicle, based on the motion state of the target vehicle and the position and motion state of the first obstacle in front. This fundamentally ensures the stability of the vehicle during emergency steering and improves driving safety. By calculating the steering and collision avoidance edge trajectory based on the planned trajectory, the minimum safe steering distance (i.e., the first minimum safe distance DMS) and the trigger time of the AES are further derived, thus ensuring the consistency between trajectory planning and behavioral decision-making. This solution fully considers system response delay and trajectory following control accuracy. By reasonably setting calibrated parameters (such as the edge trajectory safety margin, lateral safety distance margin, and preset system response time mentioned above), the robustness and portability of this solution are improved, making it highly feasible.

[0119] General overview, references as follows Figure 9 The diagram shows a flowchart of a vehicle control method, which includes the following steps:

[0120] Start - Determine if it is a preset target based on the fusion perception results - If yes, calculate the collision time (TTC); otherwise, end - Calculate the collision time - Determine if the TTC is less than a preset threshold; if yes, determine the lateral offset distance required for collision avoidance on the left / right sides; if the TTC is not less than the preset threshold, end - Determine if there is a collision avoidance space; if not, end; if yes, determine the steering collision avoidance direction - Determine the steering collision avoidance direction - Plan the steering collision avoidance trajectory - Determine the steering collision avoidance edge trajectory - Determine the first minimum safe distance (DMS) - Determine if the relative longitudinal distance between the target vehicle and the first obstacle is less than the DMS and the second minimum safe distance (DMB) is greater than the DMS; if yes, determine if the driver takes over; otherwise, end - Determine if the driver takes over - If the driver does not take over, lock the steering collision avoidance trajectory - Execute an emergency steering maneuver and follow the steering collision avoidance trajectory - If the driver takes over, end early.

[0121] Figure 10 This is a schematic diagram of the structure of a vehicle control device according to an embodiment of this disclosure. Figure 9 As shown: The device includes: a first determining module 1010, a second determining module 1020, a third determining module 1030, and a control module 1040.

[0122] The first determining module 1010 is used to determine whether there is a steering collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle whose distance from the target vehicle is within a preset range when a collision risk is determined between the target vehicle and the first obstacle. The target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle. The second determining module 1020 is used to determine the steering collision avoidance direction based on the steering collision avoidance space if it is determined that there is a steering collision avoidance space. The third determining module 1030 is used to determine the steering collision avoidance edge trajectory based on the steering collision avoidance direction and a preset lateral acceleration. The control module 1040 is used to perform steering control on the target vehicle based on the steering collision avoidance edge trajectory.

[0123] Optionally, the third determining module 1030 includes a first determining unit, used to determine the second derivative formula of a set trajectory equation. The set trajectory equation includes a first variable, a first coefficient, and a second coefficient. The first variable is time, the first coefficient is the time required for the target vehicle to complete the steering collision avoidance, and the second coefficient is the lateral offset distance required for collision avoidance. The lateral offset distance is related to the steering collision avoidance direction. A second determining unit is used to determine the solution formula for the maximum value of lateral acceleration based on the second derivative formula. A third determining unit is used to determine the preset lateral acceleration as the maximum value of the lateral acceleration, so as to determine the first coefficient in the solution formula based on the preset lateral acceleration. A solving unit is used to substitute the determined value of the first coefficient into the set trajectory equation to obtain the steering collision avoidance driving trajectory. A processing unit is used to perform translation processing on the steering collision avoidance driving trajectory based on the steering collision avoidance direction and the width of the target vehicle to obtain the steering collision avoidance edge trajectory.

[0124] Optionally, it also includes: a fourth determining module, used to determine whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle; if it is determined that the conditions for triggering AES are met, then AES is triggered to continue executing the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory; if it is determined that the conditions for triggering AES are not met, then the process is exited to cancel the execution of the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory.

[0125] Optionally, the fourth determining module includes: a distance determining unit, used to determine the first minimum safe distance corresponding to the latest turning point based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance; and a condition determining unit, used to determine whether the conditions for triggering automatic emergency steering collision avoidance (AES) are met based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the automatic emergency braking (AEB) decision, and the motion state information of the target vehicle.

[0126] Optionally, the condition determination unit is specifically used to: determine that the conditions for triggering AES are met when the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance and the second minimum safe distance is greater than the first minimum safe distance, and the motion state information of the target vehicle meets the set conditions.

[0127] Optionally, the distance determination unit is specifically configured as follows: a coordinate determination subunit, configured to determine the first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time; a time determination subunit, configured to substitute the first coordinate value into the equation expression of the steering collision avoidance edge trajectory, and obtain the latest turning time by solving the equation expression; and a distance determination subunit, configured to determine the first minimum safe distance based on the longitudinal velocity of the target vehicle, the longitudinal velocity of the first obstacle, the latest turning time, and a preset system response time.

[0128] Optionally, the coordinate determination subunit is specifically used to: determine the first coordinate value according to the following formula:

[0129] y'(t)=0.5w obj +y obj +v lat-obj *ttc

[0130] Where y'(t) represents the first coordinate value, w obj y represents the width of the first obstacle. obj v represents the lateral distance of the first obstacle relative to the target vehicle. lat-obj The first obstacle represents the lateral velocity relative to the target vehicle, and ttc represents the collision time.

[0131] The distance determination subunit is specifically used to: determine the first minimum safe distance based on the following formula:

[0132] DMS = (v x -v obj )*(TAES +T resp )

[0133] Where DMS represents the first minimum safe distance, v x v represents the longitudinal velocity of the target vehicle. obj T represents the longitudinal velocity of the first obstacle. AES T represents the latest turning time. resp This indicates the preset system response time.

[0134] Optionally, the motion state information of the target vehicle includes at least one of the following:

[0135] Braking, acceleration, and steering.

[0136] Optionally, the control module 1040 is further configured to: control the target vehicle based on the AEB decision if it is determined that there is no steering collision avoidance space, or if it is determined that the conditions for triggering AES are not met.

[0137] Optionally, the second determining module 1020 is specifically used to: if it is determined that there is only turning and collision avoidance space on the left side of the target vehicle, then the turning and collision avoidance direction is to the left; if it is determined that there is only turning and collision avoidance space on the right side of the target vehicle, then the turning and collision avoidance direction is to the right; if it is determined that there is turning and collision avoidance space on both the left and right sides of the target vehicle, then the turning and collision avoidance direction is determined based on the relative lateral distance between the target vehicle and the first obstacle.

[0138] Optionally, the second determining module 1020 is specifically configured to: when the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is greater than the upper threshold of the hysteresis interval, determine the steering collision avoidance direction to the right; after determining the steering collision avoidance direction to the right, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, update the steering collision avoidance direction to the left; when the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, determine the steering collision avoidance direction to the left; If the relative lateral distance between the target vehicle and the first obstacle is greater than the upper limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left. After determining the steering collision avoidance direction to the left, if the relative lateral distance between the target vehicle and the first obstacle is less than the upper limit threshold of the hysteresis interval but greater than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left. Wherein, the upper limit threshold is greater than the lower limit threshold, and the coordinate point corresponding to the lower limit threshold is located to the left of the coordinate point corresponding to the central axis of the target vehicle.

[0139] Optionally, it also includes: a risk determination module, used to determine whether a preset target exists within the perception range through the fusion perception module; if a preset target is determined to exist, a collision time is determined based on the relative speed between the target vehicle and the first obstacle, the relative acceleration between the target vehicle and the first obstacle, and the relative position between the target vehicle and the first obstacle; if the collision time is less than a preset threshold, a collision risk is determined between the target vehicle and the first obstacle; if no preset target is determined to exist, or if the collision time is greater than or equal to the preset threshold, the AES process is exited.

[0140] Optionally, it also includes: an offset distance determination module, used to determine the lateral offset distance required for collision avoidance based on the width of the target vehicle, the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, the collision time, and a set lateral safety distance margin.

[0141] The vehicle control device provided in this disclosure embodiment can execute the steps in the vehicle control method provided in this disclosure method embodiment, and has the execution steps and beneficial effects, which will not be repeated here.

[0142] Figure 11 This is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. See below for details. Figure 11 It shows a schematic diagram of a structure suitable for implementing the electronic device 500 in the embodiments of this disclosure. Figure 11 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0143] like Figure 11 As shown, the electronic device 500 may include a processing device (e.g., a central processing unit, a graphics processor, etc.) 501, which can perform various appropriate actions and processes to implement the methods of the embodiments described herein, based on a program stored in a read-only memory (ROM) 502 or a program loaded from a storage device 508 into a random access memory (RAM) 503. The RAM 503 also stores various programs and data required for the operation of the electronic device 500. The processing device 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0144] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts, thereby implementing the vehicle control method as described above.

[0145] It should be noted that the computer-readable medium described above in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0146] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device. The aforementioned computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: upon determining that there is a collision risk between the target vehicle and a first obstacle, determine whether there is a steering collision avoidance space based on first association information of the target vehicle and second association information of a second obstacle whose distance from the target vehicle is within a preset range, wherein the target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle; if a steering collision avoidance space is determined to exist, determine a steering collision avoidance direction based on the steering collision avoidance space; determine a steering collision avoidance edge trajectory based on the steering collision avoidance direction and a preset lateral acceleration; and perform steering control on the target vehicle based on the steering collision avoidance edge trajectory.

[0147] Optionally, when one or more of the above-described procedures are executed by the electronic device, the electronic device may also perform other steps described in the above embodiments.

[0148] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0149] Option 1: A vehicle control method, the method comprising:

[0150] When it is determined that there is a collision risk between the target vehicle and the first obstacle, it is determined whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle, wherein the target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle.

[0151] If a steering collision avoidance space is determined, the steering collision avoidance direction is determined based on the steering collision avoidance space;

[0152] The steering and collision avoidance edge trajectory is determined based on the steering and collision avoidance direction and the preset lateral acceleration;

[0153] The target vehicle is steered based on the steering collision avoidance edge trajectory.

[0154] Option 2, according to the method described in Option 1, the step of determining the steering collision avoidance edge trajectory based on the steering collision avoidance direction and the preset lateral acceleration includes:

[0155] The second derivative formula of the trajectory equation is determined. The trajectory equation includes a first variable, a first coefficient, and a second coefficient. The first variable is time. The first coefficient is the time required for the target vehicle to complete the steering and collision avoidance. The second coefficient is the lateral offset distance required to avoid the collision. The lateral offset distance is related to the steering and collision avoidance direction.

[0156] The formula for determining the maximum value of lateral acceleration is based on the second derivative formula.

[0157] The preset lateral acceleration is determined as the maximum value of the lateral acceleration, so as to determine the first coefficient in the solution formula based on the preset lateral acceleration;

[0158] Substitute the determined value of the first coefficient into the set trajectory equation to obtain the steering and collision avoidance driving trajectory;

[0159] The steering collision avoidance trajectory is translated based on the steering collision avoidance direction and the width of the target vehicle to obtain the steering collision avoidance edge trajectory.

[0160] Option 3: According to the method described in Option 2, the set trajectory equation is:

[0161]

[0162] Where t is the first variable, representing time. e y is the first coefficient, representing the time required for the target vehicle to complete the steering and collision avoidance maneuver. e The second coefficient represents the lateral offset distance required to avoid a collision;

[0163] The formula for the second derivative is:

[0164]

[0165] Among them, a y (t) represents lateral acceleration;

[0166] The formula for calculating the maximum value of the lateral acceleration is:

[0167]

[0168] Among them, a y_max This represents the maximum value of lateral acceleration.

[0169] Option 4: According to the method described in Option 3, the equation expression for the steering collision avoidance edge trajectory is:

[0170]

[0171] When the steering and collision avoidance direction is to the left:

[0172] y gap =-(0.5×w host +pathgap)

[0173] When the steering and collision avoidance direction is to the right:

[0174] y gap =0.5×w host +pathgap

[0175] Among them, w host The width of the target vehicle is represented by , and pathgap represents the safety margin for the edge trajectory.

[0176] Option 5: According to the method described in Option 2, when the steering collision avoidance direction is to the left, the required lateral offset distance y for collision avoidance is... e for:

[0177] y e =y safety +0.5×(w host +w obj )+y obj +v lat-obj ×ttc

[0178] When the steering and collision avoidance direction is to the right, the required lateral offset distance y for collision avoidance is... e for:

[0179] y e =-(y safety +0.5×(w host +wobj ))+y obj +v lat-obj ×ttc

[0180] Among them, y safety w represents the set lateral safety margin. host w represents the width of the target vehicle. obj y represents the width of the first obstacle. obj v represents the lateral distance of the first obstacle relative to the target vehicle. lat-obj The first obstacle represents the lateral velocity relative to the target vehicle, and ttc represents the collision time.

[0181] Option 6: According to the method described in Option 1, before performing steering control on the target vehicle based on the steering collision avoidance edge trajectory, the method further includes:

[0182] Based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle, determine whether the conditions for triggering Automatic Emergency Steering Collision Avoidance (AES) are met;

[0183] If it is determined that the conditions for triggering AES are met, then AES is triggered to continue the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory;

[0184] If it is determined that the conditions for triggering AES are not met, the process is exited to cancel the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory.

[0185] Option 7: According to the method described in Option 6, the step of determining whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle includes:

[0186] The first minimum safe distance corresponding to the latest turning point is determined based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance.

[0187] Based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the automatic emergency braking (AEB) decision, and the motion state information of the target vehicle, it is determined whether the conditions for triggering automatic emergency steering and collision avoidance (AES) are met.

[0188] Option 8: According to the method described in Option 7, the step of determining whether the conditions for triggering Automatic Emergency Steering Collision Avoidance (AES) are met based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the Automatic Emergency Braking (AEB) decision, and the motion state information of the target vehicle includes:

[0189] If the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance and the second minimum safe distance is greater than the first minimum safe distance, and the motion state information of the target vehicle meets the set conditions, then the conditions for triggering AES are determined to be met.

[0190] Option 9: According to the method described in Option 7, determining the first minimum safe distance corresponding to the latest turning point based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance includes:

[0191] The first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory is determined based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time.

[0192] Substitute the first coordinate value into the equation of the steering collision avoidance edge trajectory, and obtain the latest steering time by solving the equation;

[0193] The first minimum safe distance is determined based on the longitudinal speed of the target vehicle, the longitudinal speed of the first obstacle, the latest turning time, and the preset system response time.

[0194] Solution 10: According to the method described in Solution 9, determining the first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time includes:

[0195] The first coordinate value is determined according to the following formula:

[0196] y'(t)=0.5w obj +y obj +v lat-obj ×ttc

[0197] Where y'(t) represents the first coordinate value, w obj y represents the width of the first obstacle. obj v represents the lateral distance of the first obstacle relative to the target vehicle. lat-objThe first obstacle represents the lateral velocity relative to the target vehicle, and ttc represents the collision time.

[0198] Solution 11: According to the method described in Solution 9, determining the first minimum safe distance based on the longitudinal speed of the target vehicle, the longitudinal speed of the first obstacle, the latest turning time, and the preset system response time includes:

[0199] The first minimum safe distance is determined based on the following formula:

[0200] DMS = (v x -v obj )×(T AES +T resp )

[0201] Where DMS represents the first minimum safe distance, v x v represents the longitudinal velocity of the target vehicle. obj T represents the longitudinal velocity of the first obstacle. AES T represents the latest turning time. resp This indicates the preset system response time.

[0202] Option 12: According to the method described in Option 6, the motion state information of the target vehicle includes at least one of the following:

[0203] Braking, acceleration, and steering.

[0204] Option 13: According to the method described in Option 6, if it is determined that there is no space for steering and collision avoidance, or if it is determined that the conditions for triggering AES are not met, the method further includes:

[0205] The target vehicle is controlled based on AEB (Autonomous Emergency Braking) decisions.

[0206] Option 14: The method described in any one of Options 1-13, wherein determining the steering and collision avoidance direction based on the steering and collision avoidance space includes:

[0207] If it is determined that there is only turning space to avoid a collision on the left side of the target vehicle, then the turning direction to avoid a collision is to the left;

[0208] If it is determined that there is only space for steering to avoid a collision on the right side of the target vehicle, then the direction for steering to avoid a collision is to the right;

[0209] If it is determined that there is space for steering and collision avoidance on both the left and right sides of the target vehicle, the steering and collision avoidance direction is determined based on the relative lateral distance between the target vehicle and the first obstacle.

[0210] Option 15: According to the method described in Option 14, determining the steering collision avoidance direction based on the relative lateral distance between the target vehicle and the first obstacle includes:

[0211] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is greater than the upper limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the right.

[0212] After determining the steering collision avoidance direction to the right, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is less than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is updated to the left.

[0213] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left.

[0214] After determining the steering collision avoidance direction to the left, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is greater than the upper limit threshold of the hysteresis interval, the steering collision avoidance direction is updated to the right.

[0215] When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the upper limit threshold of the hysteresis interval but greater than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left.

[0216] Wherein, the upper limit threshold is greater than the lower limit threshold, and the coordinate point corresponding to the lower limit threshold is located to the left of the coordinate point corresponding to the central axis of the target vehicle.

[0217] Option 16: The method according to any one of Options 1-13 further includes:

[0218] The fusion sensing module determines whether a preset target exists within the sensing range;

[0219] If a preset target is determined, the collision time is determined based on the relative speed between the target vehicle and the first obstacle, the relative acceleration between the target vehicle and the first obstacle, and the relative position between the target vehicle and the first obstacle.

[0220] If the collision time is less than a preset threshold, then it is determined that there is a collision risk between the target vehicle and the first obstacle;

[0221] If it is determined that there is no preset target, or if the collision time is greater than or equal to a preset threshold, the AES process is terminated.

[0222] Solution 17: According to the method described in Solution 16, if the collision time is less than a preset threshold, the method further includes:

[0223] The lateral offset distance required to avoid a collision is determined based on the width of the target vehicle, the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, the collision time, and the set lateral safety distance margin.

[0224] Option 18: A vehicle control device, comprising:

[0225] The first determining module is used to determine whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle when it is determined that there is a collision risk between the target vehicle and the first obstacle. The target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle.

[0226] The second determining module is used to determine the steering and collision avoidance direction based on the steering and collision avoidance space if it is determined that there is a steering and collision avoidance space.

[0227] The third determining module is used to determine the steering and collision avoidance edge trajectory based on the steering and collision avoidance direction and the preset lateral acceleration;

[0228] The control module is used to perform steering control on the target vehicle based on the steering collision avoidance edge trajectory.

[0229] Option 19: An electronic device, the electronic device comprising:

[0230] One or more processors;

[0231] Storage device for storing one or more programs;

[0232] When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of schemes 1-17.

[0233] Option 20: A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method as described in any one of Options 1-17.

Claims

1. A vehicle control method, characterized in that, The method includes: When it is determined that there is a collision risk between the target vehicle and the first obstacle, it is determined whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle, wherein the target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle. If a steering collision avoidance space is determined, the steering collision avoidance direction is determined based on the steering collision avoidance space; The steering and collision avoidance edge trajectory is determined based on the steering and collision avoidance direction and the preset lateral acceleration; The target vehicle is steering controlled based on the steering collision avoidance edge trajectory; Determining the steering collision avoidance direction based on the steering collision avoidance space includes: if it is determined that there is steering collision avoidance space on both the left and right sides of the target vehicle, then determining the steering collision avoidance direction based on the relative lateral distance between the target vehicle and the first obstacle; Determining the steering collision avoidance direction based on the relative lateral distance between the target vehicle and the first obstacle includes: When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is greater than the upper limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the right. After determining the steering collision avoidance direction to the right, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is less than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is updated to the left. When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the lower limit threshold of the hysteresis interval, the steering collision avoidance direction is determined to be to the left. After determining the steering collision avoidance direction to the left, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is greater than the upper limit threshold of the hysteresis interval, the steering collision avoidance direction is updated to the right. When the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the upper limit threshold of the hysteresis interval but greater than the lower limit threshold of the hysteresis interval, then the steering collision avoidance direction is determined to be to the left.

2. The method according to claim 1, characterized in that, The determination of the steering collision avoidance edge trajectory based on the steering collision avoidance direction and the preset lateral acceleration includes: The second derivative formula of the trajectory equation is determined. The trajectory equation includes a first variable, a first coefficient, and a second coefficient. The first variable is time. The first coefficient is the time required for the target vehicle to complete the steering and collision avoidance. The second coefficient is the lateral offset distance required to avoid the collision. The lateral offset distance is related to the steering and collision avoidance direction. The formula for determining the maximum value of lateral acceleration is based on the second derivative formula. The preset lateral acceleration is determined as the maximum value of the lateral acceleration, so as to determine the first coefficient in the solution formula based on the preset lateral acceleration; Substitute the determined value of the first coefficient into the set trajectory equation to obtain the steering and collision avoidance driving trajectory; The steering collision avoidance trajectory is translated based on the steering collision avoidance direction and the width of the target vehicle to obtain the steering collision avoidance edge trajectory.

3. The method according to claim 2, characterized in that, The set trajectory equation is: Where t is the first variable, representing time. e y is the first coefficient, representing the time required for the target vehicle to complete the steering and collision avoidance maneuver. e The second coefficient represents the lateral offset distance required to avoid a collision; The formula for the second derivative is: in, Indicates lateral acceleration; The formula for calculating the maximum value of the lateral acceleration is: in, This represents the maximum value of lateral acceleration.

4. The method according to claim 3, characterized in that, The equation for the steering collision avoidance edge trajectory is: When the steering and collision avoidance direction is to the left: When the steering and collision avoidance direction is to the right: in, This indicates the width of the target vehicle. This indicates the safety margin for the edge trajectory.

5. The method according to claim 2, characterized in that, When the steering and collision avoidance direction is to the left, the required lateral offset distance y for collision avoidance is... e for: When the steering and collision avoidance direction is to the right, the required lateral offset distance y for collision avoidance is... e for: in, This indicates the set lateral safety margin. This indicates the width of the target vehicle. This indicates the width of the first obstacle. This represents the lateral distance of the first obstacle relative to the target vehicle. This represents the lateral velocity of the first obstacle relative to the target vehicle. Indicates the time of collision.

6. The method according to claim 1, characterized in that, Before performing steering control on the target vehicle based on the steering collision avoidance edge trajectory, the method further includes: Based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle, determine whether the conditions for triggering Automatic Emergency Steering Collision Avoidance (AES) are met; If it is determined that the conditions for triggering AES are met, then AES is triggered to continue the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory; If it is determined that the conditions for triggering AES are not met, the process is exited to cancel the operation of steering control of the target vehicle based on the steering collision avoidance edge trajectory.

7. The method according to claim 6, characterized in that, The determination of whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the steering collision avoidance edge trajectory, the lateral offset distance required for collision avoidance, and the motion state information of the target vehicle includes: The first minimum safe distance corresponding to the latest turning point is determined based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance. Based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the automatic emergency braking (AEB) decision, and the motion state information of the target vehicle, it is determined whether the conditions for triggering automatic emergency steering and collision avoidance (AES) are met.

8. The method according to claim 7, characterized in that, The step of determining whether the conditions for triggering Automatic Emergency Steering (AES) are met based on the longitudinal distance between the target vehicle and the first obstacle, the first minimum safe distance, the second minimum safe distance corresponding to the Automatic Emergency Braking (AEB) decision, and the motion state information of the target vehicle includes: If the longitudinal distance between the target vehicle and the first obstacle is less than the first minimum safe distance and the second minimum safe distance is greater than the first minimum safe distance, and the motion state information of the target vehicle meets the set conditions, then the conditions for triggering AES are determined to be met.

9. The method according to claim 7, characterized in that, The step of determining the first minimum safe distance corresponding to the latest turning point based on the steering collision avoidance edge trajectory and the lateral offset distance required for collision avoidance includes: The first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory is determined based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time. Substitute the first coordinate value into the equation of the steering collision avoidance edge trajectory, and obtain the latest steering time by solving the equation; The first minimum safe distance is determined based on the longitudinal speed of the target vehicle, the longitudinal speed of the first obstacle, the latest turning time, and the preset system response time.

10. The method according to claim 9, characterized in that, The determination of the first coordinate value of the intersection point of the first obstacle and the steering collision avoidance edge trajectory based on the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, and the collision time includes: The first coordinate value is determined according to the following formula: in, This represents the first coordinate value. This indicates the width of the first obstacle. This represents the lateral distance of the first obstacle relative to the target vehicle. This represents the lateral velocity of the first obstacle relative to the target vehicle. Indicates the time of collision.

11. The method according to claim 9, characterized in that, The determination of the first minimum safe distance based on the longitudinal speed of the target vehicle, the longitudinal speed of the first obstacle, the latest turning time, and the preset system response time includes: The first minimum safe distance is determined based on the following formula: in, DMS This represents the first minimum safe distance. This represents the longitudinal speed of the target vehicle. This represents the longitudinal velocity of the first obstacle. This indicates the latest turning time. This indicates the preset system response time.

12. The method according to claim 6, characterized in that, The motion state information of the target vehicle includes at least one of the following: Braking, acceleration, and steering.

13. The method according to claim 6, characterized in that, If it is determined that there is no space for steering to avoid a collision, or if it is determined that the conditions for triggering AES are not met, the method further includes: The target vehicle is controlled based on AEB (Autonomous Emergency Braking) decisions.

14. The method according to any one of claims 1-13, characterized in that, The step of determining the steering and collision avoidance direction based on the steering and collision avoidance space further includes: If it is determined that there is only turning space to avoid a collision on the left side of the target vehicle, then the turning direction to avoid a collision is to the left; If it is determined that there is only space for steering to avoid a collision on the right side of the target vehicle, then the direction for steering to avoid a collision is to the right.

15. The method according to claim 1, characterized in that, The upper limit threshold is greater than the lower limit threshold, and the coordinate point corresponding to the lower limit threshold is located to the left of the coordinate point corresponding to the central axis of the target vehicle.

16. The method according to any one of claims 1-13, characterized in that, Also includes: The fusion sensing module determines whether a preset target exists within the sensing range; If a preset target is determined, the collision time is determined based on the relative speed between the target vehicle and the first obstacle, the relative acceleration between the target vehicle and the first obstacle, and the relative position between the target vehicle and the first obstacle. If the collision time is less than a preset threshold, then it is determined that there is a collision risk between the target vehicle and the first obstacle; If it is determined that there is no preset target, or if the collision time is greater than or equal to a preset threshold, the AES process is terminated.

17. The method according to claim 16, characterized in that, If the collision time is less than a preset threshold, the method further includes: The lateral offset distance required to avoid a collision is determined based on the width of the target vehicle, the width of the first obstacle, the lateral distance of the first obstacle relative to the target vehicle, the lateral velocity of the first obstacle relative to the target vehicle, the collision time, and the set lateral safety distance margin.

18. A vehicle control device, characterized in that, include: The first determining module is used to determine whether there is a turning collision avoidance space based on the first association information of the target vehicle and the second association information of the second obstacle that is within a preset range from the target vehicle when it is determined that there is a collision risk between the target vehicle and the first obstacle. The target vehicle and the first obstacle are traveling in the same lane and in the same direction, and the first obstacle is located in front of the target vehicle. The second determining module is used to determine the steering and collision avoidance direction based on the steering and collision avoidance space if it is determined that there is a steering and collision avoidance space. The third determining module is used to determine the steering and collision avoidance edge trajectory based on the steering and collision avoidance direction and the preset lateral acceleration; The control module is used to perform steering control on the target vehicle based on the steering collision avoidance edge trajectory; The second determining module is specifically used to: if it is determined that there is turning and collision avoidance space on both the left and right sides of the target vehicle, then determine the turning and collision avoidance direction based on the relative lateral distance between the target vehicle and the first obstacle; The second determining module is specifically used for: when the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is greater than the upper threshold of the hysteresis interval, then determining the steering collision avoidance direction to the right; after determining the steering collision avoidance direction to the right, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, updating the steering collision avoidance direction to the left; when the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the lower threshold of the hysteresis interval, then determining the steering collision avoidance direction to the left; after determining the steering collision avoidance direction to the left, when it is detected that the relative lateral distance between the target vehicle and the first obstacle is greater than the upper threshold of the hysteresis interval, updating the steering collision avoidance direction to the right; when the first obstacle first appears in front of the target vehicle, if the relative lateral distance between the target vehicle and the first obstacle is less than the upper threshold of the hysteresis interval but greater than the lower threshold of the hysteresis interval, then determining the steering collision avoidance direction to the left.

19. An electronic device, characterized in that, The electronic device includes: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1-17.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1-17.

Images