A vehicle detour method, device, vehicle and storage medium

Abstract

The application discloses a kind of vehicle detouring method, device, vehicle and storage medium, comprising: after detecting that vehicle enters detouring scene, the detouring route of vehicle is planned, and target detouring track and detouring section are obtained;All obstacles are obtained in detouring section, and the obstacle without influence to vehicle is eliminated in all obstacles, then the remaining obstacle is marked as dangerous obstacle;Determine the time difference of each dangerous obstacle and vehicle to reach detouring section, determine the detouring decision matched with vehicle according to time difference, and control vehicle driving according to detouring decision.The technical scheme of the embodiment of the application can improve the safety and stability of the automatic driving vehicle detouring process.

Description

Technical Field

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

[0002] Currently, most autonomous driving technologies use a method of decoupling lateral and longitudinal directions for lateral path planning, without considering whether the vehicle's longitudinal speed meets the preset requirements. In particular, in scenarios where the vehicle is detouring, there is a lack of sufficiently safe methods for dealing with surrounding obstacles, which can easily lead to repeated decision-making problems during detouring, affecting the smoothness of the detouring process. In severe cases, failure to decelerate in time can also lead to path planning failure, causing the vehicle to brake suddenly or collide.

[0003] To address the aforementioned issues, existing vehicle detour methods, after determining that a vehicle has entered a detour scenario, only consider whether there are obstacles blocking the lane ahead, as well as information such as intersections, solid lines, and the destination location. They do not consider the heading information of the obstacles ahead or the dynamic obstacle information of the surrounding lanes. This often leads to autonomous vehicles detouring on the side of the obstacle's direction of travel, which can easily result in collisions. Secondly, existing detour methods only handle dynamic obstacles by judging whether the spatial distance is sufficient for passage. This method is easily affected by the acceleration or deceleration of vehicles behind or perception errors, leading to sudden braking of the vehicle. Moreover, there is no appropriate handling for extreme dangerous situations such as insufficient braking distance. Summary of the Invention

[0004] This invention provides a vehicle detour method, apparatus, vehicle, and storage medium, which can improve the safety and stability of autonomous vehicles during detours.

[0005] In a first aspect, embodiments of the present invention provide a vehicle detour method, applied to vehicles, comprising:

[0006] After a vehicle is detected entering a detour scenario, the detour route of the vehicle is planned to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory.

[0007] All obstacles are identified in the detour area, and obstacles that do not affect the vehicle are removed from the total number of obstacles. The remaining obstacles are then marked as dangerous obstacles.

[0008] The time difference between each of the aforementioned dangerous obstacles and the arrival of the vehicle in the detour section is determined. Based on the time difference, a detour decision matching the vehicle is determined, and the vehicle is controlled to drive according to the detour decision.

[0009] Secondly, embodiments of the present invention also provide a vehicle detour device, comprising:

[0010] The detour planning module is used to plan the detour route of the vehicle after detecting that the vehicle has entered the detour scene, so as to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory.

[0011] An obstacle screening module is used to acquire all obstacles in the detour area, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles.

[0012] The vehicle control module is used to determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section, determine a detour decision matching the vehicle based on the time difference, and control the vehicle to drive according to the detour decision.

[0013] Thirdly, embodiments of the present invention also provide a vehicle, the vehicle comprising:

[0014] At least one processor; and

[0015] A memory that is communicatively connected to at least one processor; wherein,

[0016] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to perform the vehicle detour method provided in any embodiment of the present invention.

[0017] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the vehicle detour method provided in any embodiment of the present invention.

[0018] The technical solution provided by this invention, after detecting that a vehicle has entered a detour scenario, plans the vehicle's detour route to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory. All obstacles within the detour section are acquired, and obstacles that do not affect the vehicle are removed. The remaining obstacles are then marked as dangerous obstacles. The time difference between each dangerous obstacle and the vehicle's arrival at the detour section is determined. Based on the time difference, a detour decision matching the vehicle is determined, and the vehicle's driving is controlled according to the detour decision. This technical means can improve the safety and stability of the autonomous vehicle's detour process.

[0019] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart of a vehicle detour method provided in Embodiment 1 of the present invention;

[0022] Figure 2 This is a flowchart of another vehicle detour method provided in Embodiment 2 of the present invention;

[0023] Figure 3 This is a flowchart of another vehicle detour method provided in Embodiment 3 of the present invention;

[0024] Figure 4 This is a schematic diagram of a vehicle bypass device according to Embodiment 4 of the present invention;

[0025] Figure 5 This is a structural schematic diagram of a vehicle provided in Embodiment 5 of the present invention. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] Example 1

[0029] Figure 1This is a flowchart of a vehicle detour method according to Embodiment 1 of the present invention. This embodiment is applicable to controlling the detour of autonomous vehicles. The method can be executed by a vehicle detour device, which can be implemented in hardware and / or software and can be configured in a vehicle.

[0030] like Figure 1 As shown, the vehicle detour method disclosed in this embodiment includes:

[0031] S110. After detecting that a vehicle has entered the detour scenario, the detour route of the vehicle is planned to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory.

[0032] In this embodiment, optionally, if there is a slow-moving obstacle in front of the vehicle in the corresponding lane for a preset time period, it can be determined that the vehicle has entered a detour scenario; or, if the distance between the vehicle and an obstacle is less than a preset detour distance, and the obstacle is not affected by other obstacles, it can be determined that the vehicle has entered a detour scenario. Specifically, the minimum value of the preset time period can be 300ms.

[0033] In one specific embodiment, after detecting that a vehicle has entered a detour scenario, the detour route of the vehicle can be planned based on the vehicle's position, driving information (such as driving speed, acceleration, etc.), the position of obstacles, and driving information, to obtain the target detour trajectory and detour interval. The detour interval can be the spatial distance from when the vehicle crosses its lane to when it returns to its lane under the target detour trajectory.

[0034] S120. Obtain all obstacles in the detour section, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles.

[0035] In this step, obstacles that do not affect the vehicle can be eliminated from all obstacles, such as obstacles that are far away from the vehicle or obstacles that are unlikely to collide with the vehicle, and then the remaining obstacles are identified as dangerous obstacles.

[0036] The advantage of this setup is that it saves on the computational load of subsequent detour decision-making processes, thereby improving the efficiency of detour decision-making.

[0037] S130. Determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section, determine a detour decision matching the vehicle based on the time difference, and control the vehicle to drive according to the detour decision.

[0038] In this embodiment, the time taken for each dangerous obstacle to reach the detour section and the time taken for the vehicle to reach the detour section can be calculated based on the driving information of the vehicle and each dangerous obstacle. The time taken for each dangerous obstacle is then subtracted from the time taken for the vehicle to obtain the time difference. Optionally, after obtaining the time difference, it can be compared with a preset threshold, and a detour decision can be determined based on the comparison result.

[0039] In this embodiment, by determining the time difference between each dangerous obstacle and the vehicle's arrival at the detour section, and by determining a detour decision that matches the vehicle based on the time difference, a suitable and effective detour method can be determined by combining dynamic obstacle information around the vehicle, thereby improving the safety and stability of the vehicle detour process.

[0040] The technical solution of this embodiment improves the safety and stability of autonomous vehicle detours by detecting when a vehicle enters a detour scenario, planning the vehicle's detour route, obtaining the target detour trajectory and the corresponding detour section, acquiring all obstacles in the detour section, removing obstacles that do not affect the vehicle, marking the remaining obstacles as dangerous obstacles, determining the time difference between each dangerous obstacle and the vehicle's arrival in the detour section, determining a detour decision matching the vehicle based on the time difference, and controlling the vehicle's driving according to the detour decision.

[0041] Example 2

[0042] Figure 2 This is a flowchart of another vehicle detour method provided by Embodiment 2 of the present invention. This embodiment is a further optimization and extension based on the above embodiments and can be combined with various optional technical solutions in the above embodiments.

[0043] like Figure 2 As shown, another vehicle detour method disclosed in this embodiment includes:

[0044] S210. After detecting that a vehicle has entered the detour scene, obtain the position of the lane corresponding to the vehicle in the S direction in the SL coordinate system, and traverse in front of the vehicle according to the position and the preset sampling interval to obtain multiple target sampling points.

[0045] In this embodiment, the SL coordinate system is also called the Frenet Frame or natural coordinate system. Specifically, after obtaining the position of the vehicle's corresponding lane in the S direction, this position can be used as the starting point to traverse forward to the vehicle at a sampling interval of 2m until the obstacle is 5m in front of it.

[0046] S220. Based on the road condition information on both sides of the multiple target sampling points and the driving information of obstacles in front of the vehicle, determine the target detour direction corresponding to the vehicle.

[0047] In one specific embodiment, if the lane line to the left of the target sampling point is a dashed line, it is determined that the vehicle can detour from the left; conversely, if the lane line to the left of the target sampling point is a road boundary or a solid line, it is determined that the vehicle cannot detour from the left, and the same applies to the right side of the vehicle.

[0048] In addition, it can determine whether the obstacle in front of the vehicle is a stationary obstacle. If not, it obtains the heading angle corresponding to the obstacle and compares the heading angle with the direction of the vehicle's corresponding lane. If the difference between the two angles is greater than 30 degrees, it is determined that the vehicle cannot detour around the obstacle on the side of its direction of travel.

[0049] The advantage of this setup is that it prevents vehicles from crossing solid lines to detour, and also prevents vehicles from detouring on the side of the obstacle in the direction of travel. This improves the effectiveness of the target detour trajectory and the safety of autonomous vehicles during the detour process.

[0050] S230. Based on the target detour direction and the position information of obstacles in front of the vehicle, the detour route of the vehicle is planned to obtain the target detour trajectory.

[0051] In a specific embodiment, if multiple detour trajectories are planned based on the target detour direction and obstacle location information, the cost value of each detour trajectory can be calculated, and the detour trajectory with the lowest cost value can be taken as the target detour trajectory.

[0052] S240. Obtain all obstacles in the detour section corresponding to the target detour trajectory, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles.

[0053] In one embodiment of this example, removing obstacles that do not affect the vehicle from all obstacles includes: if there are stationary obstacles among all obstacles, then removing the stationary obstacles; or, determining the lateral distance between each obstacle and the vehicle in the SL coordinate system, and if the lateral distance is greater than a preset distance threshold, then removing the obstacle; or, determining whether each obstacle corresponds to the same lane as the vehicle, and the obstacle is behind the vehicle (or the obstacle follows the vehicle), and if so, removing the obstacle; or, determining whether each obstacle is in front of the lane corresponding to the vehicle, and if so, removing the obstacle; or, determining whether each obstacle is behind the lane corresponding to the vehicle, and the speed of the obstacle is less than the speed of the vehicle, and if so, removing the obstacle.

[0054] The advantage of this setup is that it can effectively filter out obstacles that may collide with the vehicle during the detour process, thereby improving the reliability of detour decisions and the safety of autonomous vehicles during detours.

[0055] S250. Determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section, and classify the detour scenario into a safe scenario or a dangerous scenario based on the time difference.

[0056] In this embodiment, the probability of a collision between each dangerous obstacle and the vehicle can be determined based on the time difference between the arrival of each dangerous obstacle and the vehicle in the detour section, and the detour scenario can be divided into a safe scenario or a dangerous scenario based on the determination result.

[0057] In one embodiment of this example, classifying the detour scenario into a safe scenario or a dangerous scenario based on the time difference includes: if the dangerous obstacle is traveling in the same direction as the vehicle, determining whether the time difference is less than a preset buffer time; if yes, classifying the detour scenario into a dangerous scenario; if no, classifying the detour scenario into a safe scenario.

[0058] If the dangerous obstacle is traveling in the opposite direction to the vehicle, the longitudinal distance between the dangerous obstacle and the vehicle is calculated based on their respective driving speeds. It is then determined whether the longitudinal distance is less than a preset threshold. If so, the detour scenario is classified as a dangerous scenario; otherwise, the detour scenario is classified as a safe scenario.

[0059] In this embodiment, a dangerous scenario can be understood as a situation where, under the current driving conditions, the process of a vehicle detouring around a target based on the detour trajectory is relatively dangerous; a safe scenario can be understood as a situation where, under the current driving conditions, the process of a vehicle detouring around a target based on the detour trajectory is relatively safe.

[0060] S260. Based on the division results corresponding to the detour scenario, determine the detour decision that matches the vehicle, and control the vehicle to drive according to the detour decision.

[0061] In this step, optionally, if the detour scenario is a safe scenario, the vehicle can be controlled to detour along the target detour trajectory; conversely, if the detour scenario is a dangerous scenario, the vehicle can be controlled to wait until the detour scenario becomes a safe scenario.

[0062] The technical solution of this embodiment improves the safety and stability of autonomous vehicles' detour process by detecting when a vehicle enters a detour scenario, obtaining the position of the vehicle's corresponding lane in the S direction, traversing in front of the vehicle based on this position and sampling intervals to obtain multiple target sampling points, determining the target detour direction corresponding to the vehicle based on the road condition information on both sides of the multiple target sampling points and the driving information of obstacles in front of the vehicle, planning the vehicle's detour route based on the target detour direction and the position information of obstacles in front of the vehicle, obtaining the target detour trajectory, obtaining all obstacles in the detour section corresponding to the target detour trajectory, removing obstacles that do not affect the vehicle from all obstacles, marking the remaining obstacles as dangerous obstacles, determining the time difference between each dangerous obstacle and the vehicle's arrival in the detour section, dividing the detour scenario into a safe scenario or a dangerous scenario based on the time difference, determining the detour decision matching the vehicle based on the detour scenario division result, and controlling the vehicle's driving according to the detour decision.

[0063] Example 3

[0064] Figure 3 This is a flowchart of another vehicle detour method provided by Embodiment 3 of the present invention. This embodiment is a further optimization and extension based on the above embodiments and can be combined with various optional technical solutions in the above embodiments.

[0065] like Figure 3 As shown, another vehicle detour method disclosed in this embodiment includes:

[0066] S310. After detecting that a vehicle has entered the detour scenario, the detour route of the vehicle is planned to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory.

[0067] S320. Obtain all obstacles in the detour area, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles.

[0068] S330. Determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section. Based on the time difference, determine whether the detour scenario is a safe scenario. If yes, execute S340-S350; if no, execute S360.

[0069] S340. Reduce the buffer time threshold according to a preset ratio, and compare the time when the vehicle arrives at the detour section with the time when each dangerous obstacle arrives at the detour section to obtain a time comparison result.

[0070] In this embodiment, as the vehicle gets closer to the detour section, the threshold of the buffer time can be reduced by a preset ratio, making the logic for judging detour safety relatively lenient and avoiding decision jumps caused by perception errors or the acceleration or deceleration of obstacle vehicles.

[0071] In one specific implementation, the time required for a vehicle to reach the detour section can be calculated as follows:

[0072] When the vehicle speed v < 2 m / s, the optimal starting acceleration a ≈ a can be obtained. max / 10, the time required for vehicles to reach the detour section is 's' represents the distance between the vehicle and the obstacle in front;

[0073] When the vehicle speed v <V max At that time, a comfortable acceleration a≈a can be obtained. max / 20, until v reaches V max At the same time, the vehicle is controlled to travel at a constant speed, and the time required to reach the detour section is T = s / V. max ;

[0074] When the vehicle speed v>V max At that time, the vehicle needs to reduce its current speed to V. max Only then can one pass through the detour section normally; the time required to reach the detour section is then determined. And through the formula The average deceleration can be calculated. If the average deceleration is greater than the vehicle's limit value, it means that the current distance is insufficient to decelerate to V. max Then you've reached the detour zone, in this situation

[0075]

[0076] S350: Based on the reduced buffer time threshold and the time comparison results, control the vehicle to detour.

[0077] S360. Establish a virtual stop wall corresponding to the vehicle, so that the vehicle stops before crossing the corresponding lane and waits for an opportunity to detour, based on the virtual stop wall.

[0078] In this embodiment, if the vehicle's current speed is low, a virtual stop wall can be established at the starting point of the detour zone, causing the vehicle to stop just before crossing the lane and wait for the detour opportunity. If the vehicle's current speed is high and the required deceleration is too great, the minimum lateral distance between the vehicle and the obstacle can be calculated. Then, while ensuring no collision, the stop wall can be moved forward as far as possible based on the minimum lateral distance to extend the vehicle's braking distance and achieve a more comfortable braking experience.

[0079] In one embodiment of this example, after establishing a virtual stop wall, if it is detected that the vehicle speed exceeds the limit value, that is, the vehicle cannot stop in front of the stop wall in time, the vehicle can be controlled to exit the detour scene to prevent the vehicle from traveling along the detour trajectory and causing a collision.

[0080] Specifically, one way to control a vehicle to exit a detour scenario is to control the vehicle to continue driving in the original driving mode it was in before entering the detour scenario.

[0081] In this embodiment, by reducing the buffer time threshold according to a preset ratio in safe scenarios and establishing a virtual stopping wall in dangerous scenarios, collisions between vehicles and other obstacles during detours can be avoided. This reduces the problem of repeated detour decisions due to perception errors or obstacle acceleration / deceleration, thereby improving the safety and stability of the autonomous vehicle's detour process. Secondly, if a collision risk is identified in the current detour section, the most comfortable deceleration is used. If the comfortable deceleration is insufficient to stop the vehicle in its lane, the minimum lateral distance between the vehicle and the adjacent lane is calculated, and the vehicle is controlled to cross the lane to stop and wait under safe conditions. This improves the comfort of the autonomous vehicle's detour process.

[0082] The technical solution of this embodiment, after detecting that a vehicle has entered a detour scenario, plans the vehicle's detour route to obtain the target detour trajectory and detour section. All obstacles within the detour section are acquired, and obstacles that do not affect the vehicle are removed. The remaining obstacles are marked as dangerous obstacles. The time difference between each dangerous obstacle and the vehicle's arrival at the detour section is determined. Based on the time difference, it is determined whether the detour scenario is safe. If so, the buffer time threshold is reduced according to a preset ratio, and the time of the vehicle's arrival at the detour section is compared with the time of each dangerous obstacle's arrival at the detour section. The vehicle's detour is controlled based on the reduced buffer time threshold and the time comparison result. If not, a virtual stop wall corresponding to the vehicle is established, allowing the vehicle to stop before crossing the corresponding lane and wait for a detour opportunity. This technical means can improve the safety, stability, and comfort of the autonomous vehicle's detour process.

[0083] Example 4

[0084] Figure 4 This is a schematic diagram of a vehicle detour device provided in Embodiment 4 of the present invention. This embodiment can be applied to controlling the detour of autonomous vehicles. The vehicle detour device can be implemented in hardware and / or software and can be configured in a vehicle.

[0085] like Figure 4 As shown, the vehicle detour device disclosed in this embodiment includes:

[0086] The detour planning module 410 is used to plan the detour route of the vehicle after detecting that the vehicle has entered the detour scene, so as to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory.

[0087] The obstacle screening module 420 is used to acquire all obstacles in the detour section, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles.

[0088] The vehicle control module 430 is used to determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section, determine a detour decision matching the vehicle based on the time difference, and control the vehicle to drive according to the detour decision.

[0089] The technical solution in this embodiment improves the safety and stability of autonomous vehicles' detour process by detecting when a vehicle enters a detour scenario, planning the vehicle's detour route, obtaining the target detour trajectory and the corresponding detour section, acquiring all obstacles in the detour section, removing obstacles that do not affect the vehicle, marking the remaining obstacles as dangerous obstacles, determining the time difference between each dangerous obstacle and the vehicle's arrival in the detour section, determining a detour decision matching the vehicle based on the time difference, and controlling the vehicle's driving according to the detour decision.

[0090] Optionally, the detour planning module 410 includes:

[0091] The sampling unit is used to obtain the position of the lane corresponding to the vehicle in the S direction in the SL coordinate system, and to traverse in front of the vehicle according to the position and a preset sampling interval to obtain multiple target sampling points.

[0092] The detour direction determination unit is used to determine the target detour direction corresponding to the vehicle based on the road condition information on both sides of the multiple target sampling points and the driving information of obstacles in front of the vehicle.

[0093] The route planning unit is used to plan the detour route of the vehicle based on the target detour direction and the position information of obstacles in front of the vehicle, so as to obtain the target detour trajectory.

[0094] The obstacle screening module 420 includes:

[0095] An obstacle removal unit is configured to: remove a stationary obstacle if any of the obstacles are stationary; or determine the lateral distance between each obstacle and the vehicle in the SL coordinate system, and remove the obstacle if the lateral distance is greater than a preset distance threshold; or determine whether each obstacle corresponds to the same lane as the vehicle and is located behind the vehicle, and remove the obstacle if so; or determine whether each obstacle is located in front of the lane corresponding to the vehicle, and remove the obstacle if so; or determine whether each obstacle is located behind the lane corresponding to the vehicle and its speed is less than the vehicle's speed, and remove the obstacle if so.

[0096] The vehicle control module 430 includes:

[0097] A scene segmentation unit is used to divide the detour scene into a safe scene or a dangerous scene based on the time difference.

[0098] The decision-making unit is used to determine a detour decision that matches the vehicle based on the division results corresponding to the detour scenario.

[0099] The same-direction judgment unit is used to determine whether the time difference is less than a preset buffer time if the dangerous obstacle is in the same direction as the vehicle; if so, the detour scenario is classified as a dangerous scenario; if not, the detour scenario is classified as a safe scenario.

[0100] The reverse judgment unit is used to calculate the longitudinal distance between the dangerous obstacle and the vehicle based on their respective driving speeds if the dangerous obstacle is in the opposite direction to the vehicle, and to determine whether the longitudinal distance is less than a preset threshold. If it is, the detour scenario is classified as a dangerous scenario; otherwise, the detour scenario is classified as a safe scenario.

[0101] The time comparison unit is used to reduce the buffer time threshold by a preset ratio if the detour scenario is a safe scenario, and compare the time when the vehicle arrives at the detour section with the time when each dangerous obstacle arrives at the detour section to obtain the time comparison result.

[0102] The detour control unit is used to control the vehicle to detour based on the reduced buffer time threshold and the time comparison results;

[0103] The stop wall establishment unit is used to establish a virtual stop wall corresponding to the vehicle if the detour scenario is a dangerous scenario, so that the vehicle stops before crossing the corresponding lane and waits for the detour opportunity according to the virtual stop wall.

[0104] The vehicle detour device provided in this embodiment of the invention can execute the vehicle detour method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method. Content not described in detail in this embodiment can be referred to the description in any method embodiment of this application.

[0105] Example 5

[0106] Figure 5 A schematic diagram of the structure of a vehicle 10 that can be used to implement an embodiment of the present invention is shown. For example... Figure 5 As shown, vehicle 10 includes at least one processor 11 and a memory, such as read-only memory (ROM) 12 and random access memory (RAM) 13, communicatively connected to at least one processor 11. The memory stores computer programs executable by at least one processor. Processor 11 can perform various appropriate actions and processes based on the computer program stored in ROM 12 or loaded from storage unit 18 into RAM 13. RAM 13 can also store various programs and data required for the operation of vehicle 10. Processor 11, ROM 12, and RAM 13 are interconnected via bus 14. Input / output (I / O) interface 15 is also connected to bus 14.

[0107] Multiple components in vehicle 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows vehicle 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0108] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle detour methods.

[0109] In some embodiments, the vehicle detour method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on vehicle 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle detour method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle detour method by any other suitable means (e.g., by means of firmware).

[0110] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0111] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0112] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0113] To provide interaction with the user, the systems and technologies described herein can be implemented in a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the vehicle. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0114] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0115] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0116] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0117] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for vehicle detour, characterized in that, Applied to vehicles, the method includes: After a vehicle is detected entering a detour scenario, the detour route of the vehicle is planned to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory. All obstacles are identified in the detour area, and obstacles that do not affect the vehicle are removed from the total number of obstacles. The remaining obstacles are then marked as dangerous obstacles. Determine the time difference between each of the aforementioned dangerous obstacles and the arrival of the vehicle in the detour section, determine a detour decision matching the vehicle based on the time difference, and control the vehicle's movement according to the detour decision; The step of determining the detour decision matching the vehicle based on the time difference includes: Based on the time difference, the detour scenario is divided into a safe scenario or a dangerous scenario; Based on the classification results corresponding to the detour scenario, a detour decision matching the vehicle is determined; The step of determining the detour decision matching the vehicle based on the segmentation result corresponding to the detour scenario includes: If the detour scenario is a safe scenario, the buffer time threshold is reduced according to a preset ratio, and the time for the vehicle to arrive at the detour section is compared with the time for each dangerous obstacle to arrive at the detour section to obtain a time comparison result. Based on the reduced buffer time threshold and the time comparison results, vehicles are controlled to detour.

2. The method according to claim 1, characterized in that, The detour route of the vehicle is planned to obtain the target detour trajectory, including: The position of the vehicle in the S direction of the lane corresponding to the vehicle is obtained. Based on the position and a preset sampling interval, the vehicle is traversed in front of it to obtain multiple target sampling points. Based on the road condition information on both sides of the multiple target sampling points and the driving information of obstacles in front of the vehicle, the target detour direction corresponding to the vehicle is determined; Based on the target detour direction and the location information of obstacles in front of the vehicle, the detour route of the vehicle is planned to obtain the target detour trajectory.

3. The method according to claim 1, characterized in that, Eliminate obstacles that do not affect the vehicle from all obstacles, including: If any of the obstacles are stationary, then the stationary obstacle is removed; or, Determine the lateral distance between each obstacle and the vehicle in the SL coordinate system. If the lateral distance is greater than a preset distance threshold, then the obstacle is removed; or... Determine whether each obstacle corresponds to the same lane as the vehicle and whether the obstacle is located behind the vehicle. If so, remove the obstacle; or... Determine whether each obstacle is located in front of the lane corresponding to the vehicle; if so, remove the obstacle; or... If each obstacle is located behind the vehicle in its corresponding lane and its speed is less than the vehicle's speed, then the obstacle is removed.

4. The method according to claim 1, characterized in that, Based on the time difference, the detour scenarios are divided into safe scenarios or dangerous scenarios, including: If the dangerous obstacle is traveling in the same direction as the vehicle, determine whether the time difference is less than a preset buffer time; if yes, classify the detour scenario as a dangerous scenario; if no, classify the detour scenario as a safe scenario. If the dangerous obstacle is traveling in the opposite direction to the vehicle, the longitudinal distance between the dangerous obstacle and the vehicle is calculated based on their respective driving speeds. It is then determined whether the longitudinal distance is less than a preset threshold. If so, the detour scenario is classified as a dangerous scenario; otherwise, the detour scenario is classified as a safe scenario.

5. The method according to claim 1, characterized in that, Based on the classification results corresponding to the detour scenario, a detour decision matching the vehicle is determined, including: If the detour scenario is a dangerous scenario, a virtual stop wall corresponding to the vehicle is established so that the vehicle stops before crossing the corresponding lane and waits for the detour opportunity.

6. A vehicle bypass device, characterized in that, Applied to vehicles, the device includes: The detour planning module is used to plan the detour route of the vehicle after detecting that the vehicle has entered the detour scene, so as to obtain the target detour trajectory and the detour section corresponding to the target detour trajectory. An obstacle screening module is used to acquire all obstacles in the detour area, remove obstacles that do not affect the vehicle from all obstacles, and then mark the remaining obstacles as dangerous obstacles. The vehicle control module is used to determine the time difference between each of the dangerous obstacles and the arrival of the vehicle in the detour section, determine a detour decision matching the vehicle based on the time difference, and control the vehicle to drive according to the detour decision; The vehicle control module includes: A scene segmentation unit is used to divide the detour scene into a safe scene or a dangerous scene based on the time difference. The decision-making unit is used to determine a detour decision that matches the vehicle based on the division results corresponding to the detour scenario. The time comparison unit is used to reduce the buffer time threshold by a preset ratio if the detour scenario is a safe scenario, and compare the time when the vehicle arrives at the detour section with the time when each dangerous obstacle arrives at the detour section to obtain the time comparison result. The detour control unit is used to control the vehicle to detour based on the reduced buffer time threshold and the time comparison results.

7. A vehicle, characterized in that, The vehicles include: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle detour method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle detour method of any one of claims 1-5.

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