Obstacle avoidance method, device and computer readable storage medium for convertible

Abstract

The application relates to an obstacle avoidance method and device for a convertible and a computer readable storage medium. The method comprises the following steps: identifying obstacles in the driving direction of the convertible; if obstacles existing in a preset distance in front of the convertible are identified, determining whether the convertible top in an open state can be closed in time; if the convertible top in the open state cannot be closed in time and a first collision risk exists, avoiding the obstacles by automatically changing the driving speed or driving path of the convertible; and if the convertible top in the open state can be closed in time and a second collision risk exists, avoiding the obstacles by automatically changing the driving path of the convertible. The scheme provided by the application can reduce the collision risk of the convertible top of the convertible.

Description

Technical Field

[0001] This application relates to the field of automotive electronics, and more particularly to obstacle avoidance methods, devices, and computer-readable storage media for convertibles. Background Technology

[0002] As people's demands for vehicle performance and aesthetics continue to rise, the demand for convertibles is increasing, and market competition is becoming increasingly fierce. A convertible is a car with a folding, openable roof. Based on the roof structure, convertibles can be divided into hardtops and soft-tops. Generally, when a convertible is in motion, the top should be positioned appropriately to ensure maximum open space while avoiding collisions. Under normal circumstances, this configuration does not pose an obstacle to driving. However, when there are height restriction barriers, garage entrances, ventilation ducts in underground parking garages, lighting fixtures, or multi-level parking spaces in the direction the convertible is traveling, these structures become obstacles and may pose significant driving risks.

[0003] For obstacle avoidance in convertibles, the relevant technology is the responsibility of the user (driver). When it's necessary to avoid obstacles, the user presses the convertible's power button to lower the roof to a suitable height to pass over the obstacle. However, this manual control of the convertible's roof and obstacle avoidance often results in collisions due to the user's delayed response. Summary of the Invention

[0004] To address or partially address the problems existing in the related technologies, this application provides a method, apparatus, and computer-readable storage medium for obstacle avoidance in convertible vehicles, which can reduce the risk of the convertible top being collided with.

[0005] The first aspect of this application provides a method for obstacle avoidance in a convertible vehicle, comprising:

[0006] Identify obstacles in the direction of travel for a convertible;

[0007] If an obstacle is detected at a preset distance in front of the convertible, it is determined whether the convertible top, which is in the open state, can be closed in time.

[0008] If the convertible top cannot be closed in time and there is a risk of a first collision, the vehicle will automatically change its speed or path to avoid the obstacle.

[0009] If the convertible top can be closed in time while it is open and there is a risk of a second collision, the vehicle will automatically change its path to avoid the obstacle.

[0010] A second aspect of this application provides an obstacle avoidance device for a convertible vehicle, comprising:

[0011] The recognition module is used to identify obstacles in the direction the convertible is traveling;

[0012] The judgment module is used to determine whether the convertible top, which is in the open state, can be closed in time if an obstacle is detected at a preset distance in front of the convertible.

[0013] The first obstacle avoidance module is used to avoid the obstacle by automatically changing the driving speed or driving path of the convertible if the convertible top cannot be closed in time and there is a first risk of collision.

[0014] The second obstacle avoidance module is used to avoid obstacles by automatically changing the driving path of the convertible if the convertible top can be closed in time when there is a second risk of collision.

[0015] A third aspect of this application provides an electronic device, comprising:

[0016] Processor; and

[0017] A memory that stores executable code, which, when executed by the processor, causes the processor to perform the method described above.

[0018] A fourth aspect of this application provides a computer-readable storage medium having executable code stored thereon, which, when executed by a processor of an electronic device, causes the processor to perform the method described above.

[0019] The technical solution provided in this application involves determining whether the convertible top can be closed in time when an obstacle is detected at a preset distance in front of the convertible. If the convertible top cannot be closed in time and there is a first risk of collision, the convertible's speed or path is automatically changed to avoid the obstacle. If the convertible top can be closed in time and there is a second risk of collision, the convertible's path is automatically changed to avoid the obstacle. Compared to related technologies that require the user to press a switch to lower the convertible top to a suitable height to pass through the obstacle, the technical solution of this application, by automatically changing the convertible's speed or path, can avoid obstacles more promptly and accurately, thereby preventing the occurrence of collision hazards.

[0020] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0021] The above and other objects, features and advantages of this application will become more apparent from the more detailed description of exemplary embodiments thereof in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments thereof.

[0022] Figure 1 This is a flowchart illustrating the obstacle avoidance method for a convertible provided in an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of the obstacle avoidance device for a convertible provided in an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0025] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0026] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0027] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0028] Generally, when a convertible is in motion, the top should be positioned appropriately to ensure maximum open space while avoiding collisions. Under normal circumstances, this configuration does not obstruct traffic. However, when obstacles such as height restriction bars, garage entrances, ventilation ducts in underground parking garages, lighting fixtures, and multi-level parking spaces are present in the convertible's direction of travel, these structures become obstacles and can pose significant driving risks. Obstacle avoidance in convertibles is the responsibility of the user (driver). When obstacles need to be avoided, the user presses the convertible's power button to lower the top to a suitable height to pass over them. However, this manual control of the convertible's power top and obstacle avoidance often results in collisions due to delayed user intervention.

[0029] To address the aforementioned issues, this application provides an obstacle avoidance method for convertibles, which can reduce the risk of the convertible's top being collided with.

[0030] The technical solutions of the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0031] See Figure 1 This is a flowchart illustrating an obstacle avoidance method for a convertible vehicle according to an embodiment of this application, mainly including steps S101 to S104, as explained below:

[0032] Step S101: Identify obstacles in the direction of travel for the convertible.

[0033] In this embodiment, obstacles in the direction of travel of the convertible can be objects that pose a significant danger, such as height restriction bars, garage entrances, ventilation ducts in underground garages, light tubes, and multi-level parking spaces. Since the convertible top of a moving convertible is usually open, these obstacles can easily cause collision damage to the convertible top. Therefore, obstacles in the direction of travel can be identified first to determine if there are obstacles at a predetermined distance in front of the convertible. On one hand, since convertibles are usually equipped with various ranging and positioning devices such as radar and vision devices such as cameras, these ranging and positioning devices or vision devices can be used to identify obstacles in the direction of travel. On the other hand, since ranging and positioning devices such as radar and vision devices such as cameras each have their own advantages—for example, ranging and positioning devices such as radar have advantages in ranging, but are inferior to vision devices such as cameras in target recognition—in this embodiment, information obtained from these two types of sensors can be combined to identify obstacles in the direction of travel of the convertible. The implementation process includes steps S1011 to S1013, which are described in detail below:

[0034] Step S1011: Use the radar vision device to collect surrounding information of the convertible to obtain images of the convertible's driving environment and target distance. The radar vision device includes radar and cameras. The radar includes ultrasonic radar and millimeter-wave radar, and the cameras include surround-view cameras and forward-view cameras.

[0035] As mentioned earlier, the advantage of vision devices such as cameras lies in their ability to achieve relatively accurate target classification through vision-based obstacle detection, thus facilitating obstacle clustering and screening. However, the ranging results of visual detection are not precise. Conversely, ranging and positioning devices such as radar have the advantage of high accuracy in ranging or positioning, but they are inferior to vision devices such as cameras in target recognition or classification. Therefore, in this embodiment, the surrounding information of the convertible can be mainly collected by vision devices such as cameras mounted on the convertible, such as traffic lights, lane lines, parking space lines, signs, vehicle information, and pedestrians, to obtain an image of the convertible's driving environment. At the same time, ranging and positioning devices such as radar are used to measure the distance between the convertible and the target to obtain the target distance.

[0036] Step S1012: Determine the combination method of the radar vision equipment based on the driving environment image of the convertible and the target distance.

[0037] In this embodiment, feature information can be extracted from the driving environment image of the convertible to determine its current driving environment. For example, this could be a high-speed driving environment such as a highway or a low-speed driving environment such as a parking lot or pedestrian crossing. Alternatively, the current driving speed of the convertible can be combined with the driving environment image to determine the current driving environment. Furthermore, the target distance (i.e., the distance between the convertible and the target) and a preset distance threshold can be used to determine whether the target distance is near or far, etc. Then, the combination method of the radar-sensing devices is determined according to the driving environment and the target distance. Specifically, if the convertible is traveling at low speed and the target distance is short, based on the image recognition of its driving environment, a combination of surround-view cameras and ultrasonic radar is used; if the convertible is traveling at low speed and the target distance is long, a combination of forward-facing cameras and ultrasonic radar is used; if the convertible is traveling at high speed and the target distance is short, a combination of surround-view cameras and millimeter-wave radar is used; and if the convertible is traveling at high speed and the target distance is long, a combination of forward-facing cameras and millimeter-wave radar is used.

[0038] Step S1013: Combine the information obtained by radar and camera in the combined mode of radar-visual equipment to determine the obstacle information of the convertible in the driving direction.

[0039] Specifically, step S1013 can be implemented as follows: calibrating the camera to obtain its intrinsic and extrinsic parameters; projecting the target position acquired by the radar onto the image acquired by the camera based on the transformation relationship between the radar coordinate system (i.e., the coordinate system where the radar is located) and the camera coordinate system (i.e., the coordinate system where the camera is located); preprocessing the target signal returned by the radar to obtain valid targets and generate a region of interest; detecting obstacles based on the image acquired by the camera; calculating the target overlap degree based on the results of the region of interest and obstacles; and finally determining whether an obstacle is a target obstacle based on the target overlap degree, such as height restriction poles, garage entrances, ventilation ducts in underground garages, light tubes, and multi-level parking spaces.

[0040] In this embodiment of the application, another implementation of step S1013 may be: performing spatiotemporal synchronization of the data acquired by the radar and the data acquired by the camera; using a global nearest neighbor matching algorithm, calculating the error value between the target identified by the radar and the target identified by the camera based on the spatiotemporally synchronized data; using these error values ​​as input to a performance index function, calculating the similarity between the targets identified by the radar and the targets identified by the camera, and matching the target with the highest similarity; calculating the error weight of the radar and the error weight of the camera, and using a weighted method to calculate the fused measurement value as obstacle information in the driving direction of the convertible.

[0041] Step S102: If an obstacle is detected at a preset distance in front of the convertible, determine whether the convertible top, which is in the open state, can be closed in time.

[0042] Because convertibles are more susceptible to collisions with obstacles such as height restriction bars, garage entrances, underground parking ventilation ducts, light fixtures, and multi-level parking spaces when the top is open, they are less likely to be hit by these obstacles when the top is closed. Therefore, if an obstacle is detected at a preset distance in front of the convertible, it is determined whether the open top can be closed in time. Specifically, as an embodiment of this application, determining whether the open top can be closed in time can involve: acquiring the real-time speed of the convertible; calculating the time it takes for the convertible to reach the obstacle based on the real-time speed and the preset distance; and determining whether the open top can be closed in time based on the time required to close the open top and the time it takes for the convertible to reach the obstacle. The real-time speed of the convertible in the above embodiment can be obtained by measuring the real-time speed of the convertible using motion sensors such as an inertial measurement unit and wheel sensors mounted on the convertible. After calculating the time it takes for the convertible to reach the obstacle, compare the time required to close the open convertible top with the time it takes for the convertible to reach the obstacle. If the former is less than the latter, it is determined that the open convertible top can be closed in time; otherwise, it is determined that the open convertible top cannot be closed in time.

[0043] Step S103: If the convertible top cannot be closed in time and there is a risk of a first collision, the vehicle will automatically change its speed or path to avoid the obstacle.

[0044] Specifically, step S103 can be implemented as follows: if the convertible top cannot be closed in time and there is a risk of collision with the front of the convertible, a braking space is determined based on a preset distance. If a braking space exists, the convertible is braked to avoid the obstacle; if no braking space exists, the convertible is steered to avoid the obstacle. In the above embodiment, when determining whether braking space exists based on the preset distance, the preset distance can be compared with the distance the convertible travels forward due to inertia after braking. If the predicted distance the convertible travels forward due to inertia after braking is less than or equal to the preset distance, it indicates that there is a braking space. In this case, simply braking the convertible is sufficient to avoid the obstacle. Conversely, if the predicted distance the convertible travels forward due to inertia after braking is greater than the preset distance, it indicates that there is no braking space, and braking the convertible is not sufficient to avoid the obstacle. In this case, the only way to avoid the obstacle is to steer the convertible, for example, by turning left or right.

[0045] Step S104: If the convertible top can be closed in time and there is a risk of a second collision, the vehicle will automatically change its driving path to avoid the obstacle.

[0046] As one embodiment of this application, if the convertible top of a convertible can be closed in time when it is open and there is a risk of a second collision, then automatically changing the driving path of the convertible to avoid the obstacle can be done as follows: if the convertible top can be closed in time and there is a risk of collision with the convertible top ahead, then a braking space is determined based on a preset distance; if there is a braking space, the convertible is braked to avoid a collision between the obstacle and the convertible top; if there is no braking space, the convertible is steered to avoid the obstacle. Although the convertible top can be closed in time when it is open, a collision with the convertible top can still occur in some scenarios, such as height restriction bars, garage entrances and exits, etc. If the convertible top can be closed in time and there is a risk of collision with the convertible top ahead, then, similar to the aforementioned embodiments, it is still possible to determine whether there is braking space based on a preset distance. If there is braking space, the convertible top is braked to avoid collision with the obstacle. If there is no braking space, the convertible top is steered, for example, left or right, to avoid the obstacle.

[0047] As another embodiment of this application, if the convertible top can be closed in time when it is in the open state and there is a risk of a second collision, then avoiding the obstacle by automatically changing the driving path of the convertible can be as follows: if the convertible top can be closed in time when it is in the open state and there is a risk of collision with the convertible on the right side, then the convertible is turned to the left to avoid the obstacle; if the convertible top can be closed in time when it is in the open state and there is a risk of collision with the convertible on the left side, then the convertible is turned to the right to avoid the obstacle.

[0048] It should be noted that, regardless of whether the obstacle avoidance maneuver is a left or right turn, the turning space must be predicted. This means that when the obstacle avoidance path has a bend away from the collision point, the distance between the bend and the obstacle must be at least the obstacle avoidance width. This indicates sufficient turning space. The obstacle avoidance width is determined by one or more of the following parameters: obstacle width, convertible width, and the original planned path. During the turn (left or right), the vehicle pauses its movement along the original path and triggers the convertible to rotate in place in the opposite direction of the collision point to the direction of the first path; or it reverses a preset distance along the original path and simultaneously triggers the convertible to rotate in the opposite direction of the collision point to the first path.

[0049] From the above Figure 1 As can be seen from the example of the obstacle avoidance method for a convertible, the technical solution of this application determines whether the convertible top, which is currently open, can be closed in time when an obstacle is detected at a preset distance in front of the convertible. If the convertible top cannot be closed in time and there is a first risk of collision, the vehicle's speed or path is automatically changed to avoid the obstacle. If the convertible top can be closed in time and there is a second risk of collision, the vehicle's path is automatically changed to avoid the obstacle. Compared to related technologies that require the user to press a switch to lower the convertible top to a suitable height to pass through the obstacle, the technical solution of this application, by automatically changing the convertible's speed or path, can avoid obstacles more promptly and accurately, thereby preventing the occurrence of collision hazards.

[0050] See Figure 2 This is a schematic diagram of the obstacle avoidance device for a convertible car as shown in an embodiment of this application. For ease of explanation, only the parts relevant to the embodiments of this application are shown. Figure 2 The obstacle avoidance device of the example convertible mainly includes an identification module 201, a judgment module 202, a first avoidance module 203, and a second avoidance module 204, wherein:

[0051] The identification module 201 is used to identify obstacles in the direction of travel of the convertible.

[0052] The judgment module 202 is used to determine whether the convertible top, which is in the open state, can be closed in time if an obstacle is detected at a preset distance in front of the convertible.

[0053] The first obstacle avoidance module 203 is used to avoid obstacles by automatically changing the driving speed or driving path of the convertible if the convertible top cannot be closed in time and there is a risk of first collision.

[0054] The second obstacle avoidance module 204 is used to avoid obstacles by automatically changing the driving path of the convertible if the convertible top can be closed in time when there is a risk of a second collision.

[0055] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated further here.

[0056] From the above Figure 2 As can be seen from the obstacle avoidance device of the example convertible, the technical solution of this application determines whether the convertible top, which is currently open, can be closed in time when an obstacle is detected at a preset distance in front of the convertible. If the convertible top cannot be closed in time and there is a first risk of collision, the vehicle's speed or path is automatically changed to avoid the obstacle. If the convertible top can be closed in time and there is a second risk of collision, the vehicle's path is automatically changed to avoid the obstacle. Compared to related technologies that require the user to press a switch to lower the convertible top to a suitable height to pass through the obstacle, the technical solution of this application can avoid obstacles more promptly and accurately by automatically changing the convertible's speed or path, thereby avoiding the risk of collision.

[0057] Optionally, Figure 2 The example identification module 201 may include a data acquisition unit, a first determination unit, and a second determination unit, wherein:

[0058] The acquisition unit is used to acquire surrounding information of the convertible using radar-based equipment to obtain images of the convertible's driving environment and target distance. The radar-based equipment includes radar and cameras. The radar includes ultrasonic radar and millimeter-wave radar, and the cameras include surround-view cameras and forward-view cameras.

[0059] The first determining unit is used to determine the combination method of the radar vision equipment based on the driving environment image of the convertible and the target distance;

[0060] The second determining unit is used to fuse information acquired by radar and cameras in the combined mode of radar-visual equipment to determine obstacle information of the convertible in the direction of travel.

[0061] Optionally, the first determining unit in the above example may include a third determining unit, a fourth determining unit, a fifth determining unit, and a sixth determining unit:

[0062] The third determining unit is used to determine the use of a combination of surround-view camera and ultrasonic radar if the convertible is driving at low speed and the target distance is close, based on the image recognition of the convertible's driving environment.

[0063] The fourth determining unit is used to determine the use of a combination of a forward-looking camera and ultrasonic radar if the convertible is traveling at low speed and the target distance is far, based on the image recognition of the convertible's driving environment.

[0064] The fifth determining unit is used to determine the use of a combination of surround-view camera and millimeter-wave radar if the convertible is driving at high speed and the target distance is close, based on the image recognition of the convertible's driving environment.

[0065] The sixth determining unit is used to determine the combination of a forward-looking camera and millimeter-wave radar if the convertible is traveling at high speed and the target distance is far, based on the image recognition of the convertible's driving environment.

[0066] Optionally, Figure 2 The example judgment module 202 may include an acquisition unit, a calculation unit, and a seventh determination unit, wherein:

[0067] The acquisition unit is used to acquire the real-time speed of the convertible.

[0068] The calculation unit is used to calculate the time it takes for the convertible to reach the obstacle based on the convertible's real-time speed and preset distance;

[0069] The seventh determining unit is used to determine whether the convertible top, which is in the open state, can be closed in time based on the time required to close the convertible top when it is in the open state and the time it takes for the convertible to reach the obstacle.

[0070] Optionally, Figure 2 The example first avoidance module 203 may include a first judgment unit, a first braking unit, and a first steering unit, wherein:

[0071] The first judgment unit is used to determine whether there is braking space based on a preset distance if the convertible top cannot be closed in time and there is a risk of collision with the front part of the convertible body.

[0072] The first braking unit is used to avoid obstacles by braking the convertible if there is braking space.

[0073] The first steering unit is used to avoid obstacles by steering the convertible if there is no braking space.

[0074] Optionally, Figure 2 The example second avoidance module 204 may include a second judgment unit, a second braking unit, and a second steering unit, wherein:

[0075] The second judgment unit is used to determine whether there is braking space based on a preset distance if the convertible top, which is in the open state, can be closed in time and there is a risk of collision with the convertible top in front.

[0076] The second braking unit is used to avoid a collision between the obstacle and the convertible's roof by braking the convertible if there is braking space.

[0077] The second steering unit is used to avoid obstacles by steering the convertible if there is no braking space.

[0078] Optionally, Figure 2 The example second avoidance module 204 may include a third steering unit and a fourth steering unit, wherein:

[0079] The third steering unit is used to avoid obstacles by turning the convertible to the left if the convertible top can be closed in time and there is a risk of collision with the convertible on the right side.

[0080] The fourth steering unit is used to avoid obstacles by turning the convertible to the right if the convertible top can be closed in time while it is open and there is a risk of collision with the convertible on the left side.

[0081] Figure 3 This is a schematic diagram of the structure of an electronic device shown in an embodiment of this application.

[0082] See Figure 3 The electronic device 300 includes a memory 310 and a processor 320.

[0083] The processor 320 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0084] Memory 310 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage devices. ROM may store static data or instructions required by processor 320 or other modules of the computer. Permanent storage devices may be read-write storage devices. Permanent storage devices may be non-volatile storage devices that retain stored instructions and data even when the computer is powered off. In some embodiments, permanent storage devices use mass storage devices (e.g., magnetic or optical disks, flash memory) as permanent storage devices. In other embodiments, permanent storage devices may be removable storage devices (e.g., floppy disks, optical drives). System memory may be a read-write storage device or a volatile read-write storage device, such as dynamic random access memory. System memory may store some or all of the instructions and data required by the processor during operation. Furthermore, memory 310 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), and disks and / or optical disks may also be used. In some embodiments, memory 310 may include a removable storage device that is readable and / or writable, such as a laser disc (CD), a read-only digital multifunction optical disc (e.g., DVD-ROM, dual-layer DVD-ROM), a read-only Blu-ray disc, an ultra-high density optical disc, a flash memory card (e.g., SD card, mini SD card, Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not contain carrier waves or transient electronic signals transmitted wirelessly or via wired connections.

[0085] The memory 310 stores executable code, which, when processed by the processor 320, can cause the processor 320 to execute part or all of the methods described above.

[0086] Furthermore, the method according to this application can also be implemented as a computer program or computer program product, which includes computer program code instructions for performing some or all of the steps in the method described above.

[0087] Alternatively, this application may be implemented as a computer-readable storage medium (or a non-transitory machine-readable storage medium or a machine-readable storage medium) storing executable code (or computer program or computer instruction code) thereon, which, when executed by a processor of an electronic device (or server, etc.), causes the processor to perform part or all of the steps of the methods described above according to this application.

[0088] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for obstacle avoidance in a convertible, characterized in that, The method includes: Identify obstacles in the direction of travel for a convertible; If an obstacle is detected at a preset distance in front of the convertible, it is determined whether the convertible top, which is in the open state, can be closed in time. If the convertible top cannot be closed in time and there is a risk of a first collision, the vehicle will automatically change its speed or path to avoid the obstacle. If the convertible top can be closed in time while it is open and there is a risk of a second collision, the vehicle will automatically change its path to avoid the obstacle.

2. The obstacle avoidance method for a convertible vehicle according to claim 1, characterized in that, The identification of obstacles in the direction of travel for the convertible includes: The radar-based device is used to collect information about the surroundings of the convertible, thereby obtaining images of the convertible's driving environment and the target distance. The radar-based device includes radar and cameras. The radar includes ultrasonic radar and millimeter-wave radar, and the cameras include surround-view cameras and forward-view cameras. The combination method of the radar vision equipment is determined based on the driving environment image of the convertible and the target distance; By combining the information acquired by radar and camera in the aforementioned combination of radar and camera devices, obstacle information of the convertible in the direction of travel is determined.

3. The obstacle avoidance method for a convertible vehicle according to claim 2, characterized in that, The step of determining the combination method of the radar-visual equipment based on the driving environment image of the convertible and the target distance includes: If the convertible is identified as being driven at low speed and the target distance is close based on the driving environment image of the convertible, then it is determined that a combination of surround view camera and ultrasonic radar should be used. If the convertible is identified as being driven at low speed and the target distance is far based on the driving environment image of the convertible, then it is determined that a combination of a forward-looking camera and ultrasonic radar will be used. If the convertible is identified as being driven at high speed and the target distance is close based on the driving environment image of the convertible, then it is determined that a combination of surround-view camera and millimeter-wave radar will be used. If the convertible is identified as being driven at high speed and the target distance is long based on the driving environment image, then a combination of a forward-looking camera and millimeter-wave radar is determined to be used.

4. The obstacle avoidance method for a convertible vehicle according to claim 1, characterized in that, The determination of whether the convertible top can be closed in a timely manner when it is in the open state includes: Obtain the real-time speed of the convertible; The time it takes for the convertible to reach the obstacle is calculated based on the real-time speed of the convertible and the preset distance. Based on the time required to close the open convertible top and the time it takes for the convertible to reach the obstacle, it is determined whether the open convertible top can be closed in time.

5. The obstacle avoidance method for a convertible vehicle according to claim 1, characterized in that, If the convertible top cannot be closed in time and there is a risk of a first collision, the vehicle will automatically change its speed or path to avoid the obstacle, including: If the convertible top cannot be closed in time and there is a risk of collision with the front part of the convertible body, then the presence of braking space will be determined based on the preset distance. If there is room to brake, the obstacle can be avoided by braking the convertible. If there is no braking space, the obstacle is avoided by steering the convertible.

6. The obstacle avoidance method for a convertible vehicle according to claim 1, characterized in that, If the convertible top can be closed in time while it is open and there is a risk of a second collision, the vehicle will automatically change its path to avoid the obstacle, including: If the convertible top, which is in the open state, can be closed in time and there is a risk of collision with the convertible top ahead, then the presence of braking space is determined based on the preset distance. If there is braking space, the obstacle is avoided from colliding with the convertible's roof by braking the convertible. If there is no braking space, the obstacle is avoided by steering the convertible.

7. The obstacle avoidance method for a convertible vehicle according to claim 1, characterized in that, If the convertible top can be closed in time while it is open and there is a risk of a second collision, the vehicle will automatically change its path to avoid the obstacle, including: If the convertible top can be closed in time and there is a risk of collision with the right side of the convertible, the obstacle can be avoided by turning the convertible to the left. If the convertible top can be closed in time and there is a risk of collision with the convertible on its left side, the convertible can be turned right to avoid the obstacle.

8. An obstacle avoidance device for a convertible, characterized in that, The device includes: The recognition module is used to identify obstacles in the direction the convertible is traveling; The judgment module is used to determine whether the convertible top, which is in the open state, can be closed in time if an obstacle is detected at a preset distance in front of the convertible. The first obstacle avoidance module is used to avoid the obstacle by automatically changing the driving speed or driving path of the convertible if the convertible top cannot be closed in time and there is a first risk of collision. The second obstacle avoidance module is used to avoid obstacles by automatically changing the driving path of the convertible if the convertible top can be closed in time when there is a second risk of collision.

9. An electronic device, characterized in that, include: processor; as well as A memory having executable code stored thereon, which, when executed by the processor, causes the processor to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having executable code stored thereon, which, when executed by a processor of an electronic device, causes the processor to perform the method as claimed in any one of claims 1 to 7.

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