Vehicle emergency steering method, device and equipment and storage medium

Abstract

The invention discloses a vehicle emergency steering method and device, electronic equipment and a storage medium. According to the technical scheme, the driving state of the first vehicle is determined according to the transverse speed and the transverse acceleration of the first vehicle, if it is determined that emergency switching-out occurs to the first vehicle, the target vehicle is controlled to enter the pre-steering state, the possible obstacle avoidance transverse distance is reduced, and when it is determined that the target vehicle meets the emergency switching-out condition, the target vehicle is controlled to enter the pre-steering state. According to the method, the target trajectory of the target vehicle is planned, the target vehicle is controlled to run according to the target trajectory to perform obstacle avoidance processing, the problem of potential safety hazards caused by too short distance from the obstacle when the front vehicle is emergently cut out is solved, and the method for emergency steering of the target vehicle in the scene that the front vehicle is emergently cut out is realized.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle emergency steering method, device, equipment and storage medium. Background Art

[0002] With the advancement of technology, automatic emergency steering is a developing advanced driver assistance system technology that aims to monitor the driving environment in front, to the sides and to the rear of the vehicle in real time. When a possible collision risk is detected, the vehicle steering can be automatically controlled to avoid the collision or mitigate the consequences of the collision. Automatic emergency steering is a bottom-line instruction for emergency obstacle avoidance behavior. Automatic emergency steering will only be executed when the vehicle determines that the distance is not enough to stop, thereby ensuring the safety of all traffic participants to the greatest extent. At the same time, it can help mitigate the negative effects of distracted driving and reduce the possibility or severity of many types of collisions, including small overlap collisions at higher speeds.

[0003] The current emergency steering solution is that the perception system detects the information of obstacles in front and on the sides in real time, obtains the main target information through the target screening module, plans the escape path through the main target information and lane information, and finally achieves obstacle avoidance through trajectory tracking. In the case of emergency cut-out of the front vehicle, due to the occlusion of the front vehicle, the time lag in detecting the obstacle in front of the front vehicle after the front vehicle cuts out will compress the time and space for emergency steering planning of the vehicle, posing a safety hazard. Summary of the invention

[0004] The present invention provides a vehicle emergency steering method, device, equipment and storage medium, which solves the safety hazard problem caused by the short distance to the obstacle when the front vehicle urgently cuts out, and realizes a method for emergency steering of the target vehicle in the scenario of emergency cutting out of the front vehicle.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle emergency steering method, the method comprising:

[0006] Determine the target vehicle, and determine the lateral speed and lateral acceleration of the first vehicle; the first vehicle is the vehicle in front of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle;

[0007] According to the lateral speed and lateral acceleration of the first vehicle, the target vehicle is controlled to enter a pre-steering state; the pre-steering state indicates that the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving;

[0008] If it is determined that the target vehicle meets the emergency cut-out condition, then the target trajectory of the target vehicle is determined; the emergency cut-out condition represents a condition for causing the target vehicle to perform an emergency turn and change lanes;

[0009] The target vehicle is controlled to enter an emergency steering state from a pre-steering state, and the emergency steering state indicates that the target vehicle is controlled to travel according to a target trajectory.

[0010] In a second aspect, an embodiment of the present invention further provides a vehicle emergency steering device, the device comprising:

[0011] A lateral information determination module is used to determine a target vehicle, and determine a lateral speed and a lateral acceleration of a first vehicle; the first vehicle is a vehicle in front of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle;

[0012] A pre-steering control module, used to control the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle; the pre-steering state indicates that the target vehicle deviates from a cut-out direction so as to reduce the lateral distance of the target vehicle from the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving;

[0013] A target trajectory determination module, used to determine the target trajectory of the target vehicle if it is determined that the target vehicle meets the emergency cut-out condition; the emergency cut-out condition represents a condition for causing the target vehicle to perform an emergency turn and change lanes;

[0014] The emergency steering control module is used to control the target vehicle to enter the emergency steering state from the pre-steering state, and the emergency steering state means controlling the target vehicle to travel according to the target trajectory.

[0015] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a vehicle emergency steering method as described in any one of the embodiments of the present invention is implemented.

[0016] In a fourth aspect, an embodiment of the present invention further provides a storage medium storing computer executable instructions, wherein the computer executable instructions, when executed by a computer processor, are used to execute a vehicle emergency steering method as described in any one of the embodiments of the present invention.

[0017] The technical solution of the embodiment of the present invention uses the lateral speed and lateral acceleration information of the first vehicle. If it is determined that the first vehicle has an emergency cut-out, the target vehicle enters a pre-steering state to reduce the possible lateral obstacle avoidance distance. When it is determined that the target vehicle meets the emergency cut-out conditions, the target vehicle is controlled to travel along the target trajectory to avoid obstacles. This solves the safety hazard problem caused by the short distance to the obstacle when the front vehicle makes an emergency cut-out, and realizes a method for emergency steering of the target vehicle in the emergency cut-out scenario of the front vehicle.

[0018] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 is a flow chart of a vehicle emergency steering method provided by Embodiment 1 of the present invention;

[0021] Figure 2 a is a schematic diagram of an application scenario of vehicle emergency steering provided by Embodiment 1 of the present invention;

[0022] Figure 2 b is a schematic diagram of a target vehicle performing an emergency turn from a normal driving state provided by the first embodiment of the present invention;

[0023] Figure 2 c is a schematic diagram of a target vehicle performing emergency steering from a pre-steering state provided by the first embodiment of the present invention;

[0024] Figure 3 a is a schematic diagram of a pre-steering trajectory of a target vehicle provided in Embodiment 1 of the present invention;

[0025] Figure 3 b is a schematic diagram of a target trajectory of a target vehicle provided in the first embodiment of the present invention;

[0026] Figure 4 is a schematic diagram of a target trajectory planning route provided by Embodiment 1 of the present invention;

[0027] Figure 5 is a flow chart of an emergency steering process of a target vehicle provided in Embodiment 1 of the present invention;

[0028] Figure 6 is a flow chart of a vehicle emergency steering method provided by Embodiment 2 of the present invention;

[0029] Figure 7 is a structural schematic diagram of a vehicle emergency steering device provided by Embodiment 3 of the present invention;

[0030] Figure 8 It is a structural schematic diagram of an electronic device for implementing the vehicle emergency steering method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] Embodiment 1

[0034] Figure 1 A flowchart of a vehicle emergency steering method is provided for the first embodiment of the present invention. This embodiment is applicable to vehicle emergency steering situations. The method can be executed by a vehicle emergency steering device. The vehicle emergency steering device can be implemented in the form of hardware and / or software. The vehicle emergency steering device can be configured in any electronic device with network communication and computing capabilities. Figure 1 As shown, the method includes:

[0035] S110: Determine a target vehicle, and determine a lateral speed and a lateral acceleration of the first vehicle.

[0036] In this embodiment, the target vehicle refers to a vehicle that performs automatic emergency steering according to the scenario, and the target vehicle may be an intelligent network-connected vehicle equipped with an automatic driving system. The first vehicle is a vehicle in front of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle.

[0037] The lateral velocity of the first vehicle is a velocity component of the vehicle perpendicular to its traveling direction (longitudinal direction), and the lateral acceleration is an acceleration component of the vehicle perpendicular to its traveling direction (longitudinal direction).

[0038] In practical applications, vehicles are equipped with millimeter wave radars, which can emit millimeter wave signals around the vehicle and then receive reflected waves. By analyzing the reflected waves, the radar can obtain the relative position information between the preceding vehicle and the vehicle itself, and continuously measure this position information to calculate the lateral displacement of the preceding vehicle. Therefore, the lateral velocity and lateral acceleration of the preceding vehicle, that is, the lateral velocity and lateral acceleration of the first vehicle, can be directly measured based on the sensors on the vehicle.

[0039] In addition, the lateral speed and lateral acceleration of the vehicle in front can be determined by the on-board camera. The camera on the car can capture the image in front of the vehicle. Through image processing and analysis technology, such as using computer vision algorithms, the outline and position of the vehicle in front can be identified. Over time, the lateral displacement is calculated based on the change in the position of the vehicle in front in the image (lateral direction), and then the lateral speed is obtained. Some advanced visual processing systems can accurately calculate the lateral movement of the vehicle in front at the pixel level, combining the parameters of the camera (such as focal length, shooting angle, etc.) and the known distance information.

[0040] It should be noted that the lateral speed and lateral acceleration of the first vehicle may also be indirectly estimated through information such as the steering angle, speed, and relative distance and angle between the target vehicle and the first vehicle. This embodiment does not specifically limit the determination of the lateral speed and lateral acceleration of the first vehicle.

[0041] The existing vehicle emergency steering solution is to detect the information of the front and side obstacles in real time through the perception system, so as to perform emergency steering planning. However, in actual scenarios, if the first vehicle cuts out urgently, due to the obstruction of the first vehicle, there is a time lag in detecting the obstacle in front of the first vehicle after the first vehicle cuts out, which will compress the trajectory planning time and space of the target vehicle.

[0042] In order to solve the potential safety hazard problem caused by the short distance to the obstacle when the first vehicle makes an emergency cut, this embodiment determines the lateral speed and lateral acceleration of the first vehicle to judge whether the first vehicle makes an emergency cut, so that the target vehicle can respond in time to avoid the potential safety hazard problem caused by the short distance to the obstacle when the first vehicle makes an emergency cut.

[0043] S120. Control the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle.

[0044] In this embodiment, the pre-steering state indicates that the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving.

[0045] See also Figure 2 a is a schematic diagram of an application scenario of vehicle emergency steering. The vehicle is driving on the road. Figure 2 As shown in a, the target vehicle SV follows the first vehicle FV and moves forward. Due to the obstruction of the first vehicle FV, the target vehicle has a blind spot in its perception of the second vehicle TV. When the target vehicle is moving at high speed, if the first vehicle FV finds that the second vehicle TV brakes suddenly and stops, the first vehicle performs an emergency cut-out to avoid the obstacle. However, for the target vehicle, due to the obstruction of the first vehicle, the target vehicle cannot perceive the situation of the second vehicle before the first vehicle urgently cuts out.

[0046] See also Figure 2 b is a schematic diagram of the target vehicle making an emergency turn from a normal driving state. When the first vehicle gradually cuts out, the target vehicle begins to detect and track the second vehicle, and performs emergency obstacle avoidance when it is judged to be a dangerous road condition. Since the second vehicle is detected and tracked late, especially in a high-speed driving environment, it is a more dangerous scene for the target vehicle. It may not be able to avoid obstacles safely due to insufficient lateral and longitudinal space, causing a safety accident.

[0047] Therefore, this embodiment determines whether the first vehicle is in an emergency cut-out according to the lateral speed and lateral acceleration of the first vehicle, thereby controlling the target vehicle to enter a pre-steering state according to the driving state of the first vehicle.

[0048] See also Figure 2 c is a schematic diagram of the target vehicle performing an emergency turn from a pre-steering state. The target vehicle is in the pre-steering state, and the target vehicle deviates in a cut-out direction so that the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction is reduced, and the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during the driving process.

[0049] As an optional but non-limiting implementation, controlling the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle includes steps A1-A2:

[0050] Step A1: If the lateral speed of the first vehicle is greater than a speed threshold and the lateral acceleration is greater than an acceleration threshold, it is determined that the first vehicle is in an emergency cut-out scenario, and the emergency cut-out scenario indicates that the first vehicle urgently cuts out of the current driving lane.

[0051] Step A2: If it is determined that the first vehicle is in an emergency cut-out scenario, the target vehicle is controlled to enter a pre-steering state.

[0052] In this embodiment, the speed threshold is a lateral speed condition for determining whether the first vehicle is in an emergency cut-out scenario, and the acceleration threshold is a lateral acceleration condition for determining whether the first vehicle is in an emergency cut-out scenario. The speed threshold and the acceleration threshold can be pre-set according to the lateral speed and lateral acceleration of the vehicle in emergency cut-out in actual road scenarios.

[0053] The emergency cut-out scenario is that the lateral speed of the first vehicle is greater than the speed threshold and the lateral acceleration is greater than the acceleration threshold.

[0054] It should be noted that, in actual applications, if the first vehicle is in an emergency cut-out scenario, the first vehicle may be accelerating to change lanes during normal driving or accelerating to change lanes to avoid an obstacle ahead.

[0055] Therefore, in this embodiment, when it is determined that the first vehicle is in an emergency cut-out scenario, the target vehicle does not directly follow the first vehicle to perform an emergency cut-out, but enters a pre-steering state, and the target vehicle deviates from a cut-out direction so that the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction is reduced, and the extension of the target vehicle during driving does not exceed the lane line on the side of the current cut-out direction. Figure 2 As shown in c, after the target vehicle enters the pre-steering state, the lateral distance between the target vehicle and the lane line on the side of the cut-out direction is reduced, so that the target vehicle has a safe lateral obstacle avoidance space.

[0056] As an optional but non-limiting implementation, controlling the target vehicle to enter a pre-steering state includes steps B1-B3:

[0057] Step B1: Determine the position of the target vehicle and the lateral distance between the target vehicle and the lane line.

[0058] Step B2: determining a pre-steering trajectory of the target vehicle according to the target vehicle position and the lateral distance.

[0059] Step B3: Control the target vehicle to travel according to the pre-steering trajectory.

[0060] In this embodiment, the target vehicle position is the position of the target vehicle when the first vehicle is determined to be in the emergency cut-out scene.

[0061] The pre-steering trajectory is a driving trajectory of the target vehicle from the target vehicle position according to the cut-out direction to the target vehicle position whose extension does not exceed the lane line on the side of the current cut-out direction.

[0062] Specifically, according to the position of the target vehicle and the lateral distance from the lane line, a relatively gentle pre-steering trajectory is planned along the cut-out direction of the target vehicle, which ensures the comfort and stability of the target vehicle's operation.

[0063] like Figure 2 b and 2c show the position of the target vehicle from the target vehicle position to the position where the extension does not exceed the lane line on the side of the current cut-out direction during the target vehicle's driving process. At this time, the lateral distance between the target vehicle and the lane line on the side of the cut-out direction is reduced, ensuring the lateral and longitudinal space for the target vehicle to avoid obstacles in an emergency.

[0064] See also Figure 3 a is a schematic diagram of the pre-steering trajectory of the target vehicle. The end point of the pre-steering trajectory is the inner side of the lane line on the cut-out direction side and the extension of the target vehicle does not exceed the lane line.

[0065] It can be understood that the pre-steering trajectory is a driving trajectory in which the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving.

[0066] S130: If it is determined that the target vehicle meets the emergency cut-out condition, determine the target trajectory of the target vehicle.

[0067] In this embodiment, the emergency cut-out condition refers to a condition for causing the target vehicle to perform an emergency turn and change lanes. In practical applications, the emergency cut-out condition may be that after the front vehicle makes an emergency cut-out, there are vehicles, pedestrians, obstacles, etc. with a slow or stationary speed in front of the target vehicle in the same lane, resulting in the target vehicle's braking distance after emergency braking being likely to collide with the vehicle, pedestrian, or obstacle.

[0068] In this embodiment, since the first vehicle is turning for emergency cut-out, the lateral speed and lateral acceleration of the first vehicle are greater than those of the target vehicle. After the first vehicle gradually cuts out, the target vehicle can fully perceive the obstacle ahead.

[0069] Specifically, after the first vehicle makes an emergency cut, the target vehicle can sense the obstacle ahead through the sensors on the vehicle and determine whether the emergency cut-out condition is met. If there are slow-moving or stationary vehicles, pedestrians or obstacles in the road ahead of the target vehicle, it is determined that the target vehicle meets the emergency cut-out condition, and further, the target trajectory of the target vehicle is planned.

[0070] Among them, the target trajectory is the lane change trajectory of the target vehicle whose extension does not exceed the position of the lane line on the current cut-out direction side to the position of the center line of the adjacent lane on the cut-out direction side. The target trajectory is used to enable the target vehicle to avoid the lane change trajectory when there are slow-moving or stationary vehicles, pedestrians and obstacles on the road ahead.

[0071] See also Figure 3 b is a schematic diagram of the target trajectory of the target vehicle. The starting point of the target trajectory is the end point of the pre-steering trajectory, that is, the inner side of the lane line on the cutting direction side of the target vehicle and the extension of the target vehicle does not exceed the lane line. The end point of the target trajectory is the position of the center line of the adjacent lane on the cutting direction side.

[0072] In this embodiment, the target trajectory planning process for the target vehicle can be to obtain the expected collision point between the target vehicle SV and the obstacle based on the target vehicle position, target vehicle state and obstacle position of the target vehicle SV, set the horizontal and vertical spacing based on the expected collision point, collect 5 points along the horizontal and vertical directions respectively, and obtain 25 feasible terminal positions of the target vehicle of 5×5.

[0073] Furthermore, the target vehicle position is used as the starting position of the target trajectory. According to the starting position and the end position, 25 target trajectories to be selected can be obtained by connecting the starting position and the end position.

[0074] See also Figure 4 The figure shows a schematic diagram of the target trajectory planning route. The triangle in the figure shows the optional end point position. The black dotted line in the figure represents 25 target trajectories to be selected, the blue solid line represents the actual driving trajectory of the first vehicle, and the red solid line represents the expected driving route of the first vehicle.

[0075] Furthermore, the optimal trajectory can be selected from the 25 candidate target trajectories as the target trajectory for the final planning of the target vehicle. In the target trajectory screening process, a target trajectory evaluation function is established, which can be expressed as follows:

[0076] C total (f(x))=C smooth (x)+C obj f(x)+C FV f(x);

[0077] The trajectory evaluation function mainly considers the trajectory smoothness cost, obstacle collision cost and the cost of the first vehicle trajectory.

[0078] Among them, the cost function of the first vehicle trajectory is:

[0079] C FV f(x)=w∫(f(s)-g(s)) 2 ds;

[0080] The cost function of the first vehicle trajectory is expressed as calculating the distance between the trajectory point of the target vehicle and the trajectory point of the first vehicle, performing an integral calculation, and finally multiplying it by the weight of the first vehicle trajectory.

[0081] The weight of the cost function of the first vehicle trajectory can be determined by the overlap between the predicted driving trajectory and the actual driving trajectory. The closer the blue actual driving trajectory is to the red predicted driving trajectory, the greater the weight value. Next, the first vehicle trajectory function is determined according to the weight value, and the target trajectory evaluation function is further determined according to the cost function of the first vehicle trajectory to determine the target trajectory from the candidate target trajectories.

[0082] As an optional but non-limiting implementation, if it is determined that the target vehicle meets the emergency cut-out condition, then determining the target trajectory of the target vehicle also includes:

[0083] If it is determined that the target vehicle does not meet the emergency cut-out condition, the target vehicle is controlled to enter the lane keeping state from the pre-steering state.

[0084] In this embodiment, the lane keeping state indicates that the target vehicle returns to the center line of the current lane and travels at a constant speed.

[0085] This embodiment also includes, after determining that the first vehicle has made an emergency cut-out, if the road condition ahead of the target vehicle is a safe driving environment, that is, there are no obstacles within a controllable range, then determining that the target vehicle does not meet the emergency cut-out condition and is not in an emergency condition at this time, then controlling the target vehicle to slowly return to the center of the current lane and travel at a constant speed at the current vehicle speed.

[0086] S140, controlling the target vehicle to enter an emergency steering state from a pre-steering state.

[0087] In this embodiment, the emergency steering state indicates that the target vehicle is controlled to travel according to the target trajectory, and the target vehicle changes lanes from the current lane to the adjacent lane on the cut-out direction side.

[0088] After determining that the target vehicle meets the emergency cut-out conditions, the target trajectory of the target vehicle is further determined. Then, the target vehicle is controlled to enter the emergency steering state from the pre-steering state, and the target vehicle is controlled to change lanes from the current lane to the adjacent lane on the cut-out direction side, thereby safely and effectively avoiding obstacles ahead and avoiding safety accidents.

[0089] See also Figure 5The figure shows a flow chart of the emergency steering process of the target vehicle. After the target vehicle is started, the state machine enters the lane keeping state. If the target vehicle system and actuator are in normal state, it enters the tracking state of the first vehicle in the same lane. The target vehicle detects the driving state of the first vehicle in real time, and determines whether the first vehicle is in an emergency cut-out according to the lateral speed and lateral acceleration of the first vehicle and the motion trajectory. If the first vehicle is in an emergency cut-out, the target vehicle system enters the pre-steering state. If the first vehicle is not in an emergency cut-out, it remains unchanged. After the first vehicle cuts out, the target vehicle can sense the situation of the obstacle in front and determine whether it is in an emergency cut-out condition at this time. If the current working condition meets the emergency cut-out condition, the target trajectory is generated, and the target vehicle system enters the emergency steering state and drives according to the target trajectory. If the emergency cut-out condition is not met, the target vehicle system enters the lane keeping state and slowly returns to the center of the current lane.

[0090] The technical solution of the embodiment of the present invention uses the lateral speed and lateral acceleration information of the first vehicle. If it is determined that the first vehicle has an emergency cut-out, the target vehicle enters a pre-steering state to reduce the possible lateral obstacle avoidance distance. When it is determined that the target vehicle meets the emergency cut-out conditions, the target vehicle is controlled to travel along the target trajectory to avoid obstacles. This solves the safety hazard problem caused by the short distance to the obstacle when the front vehicle makes an emergency cut-out, and realizes a method for emergency steering of the target vehicle in the emergency cut-out scenario of the front vehicle.

[0091] Embodiment 2

[0092] Figure 6 This is a flow chart of a vehicle emergency steering method provided by Embodiment 2 of the present invention. This embodiment of the present invention is further embodied on the basis of the above embodiment. Figure 6 As shown, the method includes:

[0093] S210, determining a target vehicle, and determining a lateral speed and a lateral acceleration of a first vehicle; the first vehicle is a vehicle in front of the target vehicle traveling in the same lane and direction and is the vehicle closest to the front of the target vehicle.

[0094] It should be noted that this step has been explained in the above embodiment and will not be repeated in this embodiment.

[0095] S220. Control the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle; the pre-steering state indicates that the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving.

[0096] It should be noted that this step has been explained in the above embodiment and will not be repeated in this embodiment.

[0097] S230: If it is determined that the target vehicle meets the emergency cut-out condition, determine a first escape trajectory and a second escape trajectory of the first vehicle.

[0098] In this embodiment, the first escape trajectory is the actual driving trajectory of the first vehicle during the process of changing lanes from the current position of the current driving lane to the center line of the adjacent lane, and the second escape trajectory is the predicted driving trajectory of the target vehicle for the first vehicle during the process of changing lanes from the current position of the current driving lane to the center line of the adjacent lane.

[0099] In actual applications, many vehicles are equipped with millimeter-wave radars, which can continuously emit millimeter-wave signals around the target vehicle based on the on-board millimeter-wave radar and receive the reflected signals. By analyzing the time difference and intensity changes of these signals, the position of the first vehicle relative to the target vehicle can be determined. As time goes by, a series of position data points of the first vehicle are collected, and these points are connected to depict the first escape trajectory of the first vehicle. For example, the radar obtains the position information of the first vehicle every 0.1 seconds. Within a period of time, such as 10 seconds, 100 position points can be obtained. By connecting these points in chronological order through software algorithms, the first escape trajectory of the first vehicle can be intuitively presented.

[0100] It should be noted that, in this embodiment, a second escape trajectory of the first vehicle is planned, wherein the second escape trajectory is used to represent a safe escape trajectory of the first vehicle.

[0101] By determining the first escape trajectory and the second escape trajectory of the first vehicle, it can be further determined whether the driving trajectory of the first vehicle after emergency cut-out is a safe escape trajectory channel.

[0102] As an optional but non-limiting implementation, determining the second escape trajectory of the first vehicle includes steps C1-C3:

[0103] Step C1, determining initial lane change information of the first vehicle.

[0104] Step C2: determining a predicted escape longitudinal distance and a predicted escape lateral distance of the first vehicle according to the initial lane change information.

[0105] Step C3: determining a second escape trajectory of the first vehicle according to the predicted escape longitudinal distance and the predicted escape lateral distance.

[0106] In this embodiment, the initial lane change information includes the lane change starting position, lane change lateral speed and lane change lateral acceleration of the first vehicle, wherein the lane change starting position is the position of the first vehicle at which it urgently cuts out, the lane change end position is the position of the first vehicle at the adjacent lane line after it cuts out, the lane change lateral speed is the lateral speed when the wheels of the first vehicle urgently cut out press against the lane line, and the lane change lateral acceleration is the lateral acceleration when the wheels of the first vehicle urgently cut out press against the lane line.

[0107] It should be noted that the accuracy can be improved by directly predicting the second escape trajectory based on the lane-changing lateral speed and lane-changing lateral acceleration of the first vehicle.

[0108] Specifically, the planned end position of the first vehicle is first determined based on the lane change starting position, lane change lateral speed, and lane change lateral acceleration of the first vehicle. In actual scenarios, the planned end position of the first vehicle can be understood as the next position that the first vehicle is most likely to reach based on the current driving state (including position, speed, acceleration, lane information, traffic environment, etc.), which may be the centerline position of the lane after the lane change, the stop line of the next intersection, or the access point of the highway exit ramp, etc. In this embodiment, the centerline position of the lane after the lane change can be used as the planned end position of the first vehicle.

[0109] The predicted longitudinal escape distance and the predicted lateral escape distance are determined according to the initial lane change information and the planned end point position of the first vehicle and the lane line equation, and a fitting equation of the second escape trajectory of the first vehicle is obtained by performing fitting prediction through a polynomial.

[0110] Taking the quintic polynomial as an example, the second escape trajectory of the first vehicle is a quintic equation containing 6 coefficients, which can be expressed by the following equation:

[0111] y=a+bt+ct 2 +dt 3 +et 4 +ft 5 ;

[0112] Furthermore, the six coefficients of the second escape trajectory equation can be obtained based on the six parameters of the lane change starting position x0 (P0, H0, C0) and the planned end position x1 (P1, H1, C1). X0 is the longitudinal distance of the lane change starting position of the first vehicle, the lateral position P0 is the distance between the first vehicle and the lane line, the heading angle H0 of the first vehicle is the angle between the first vehicle and the lane line, and the curvature C0 is the curvature radius of the first vehicle. It should be noted that in actual applications, the above parameters can be obtained through vehicle sensors.

[0113] x1 is the longitudinal distance of the planned end position of the second predicted trajectory planned for the first vehicle, which is determined according to the longitudinal speed of the first vehicle. P1 is the lateral distance of the first vehicle at the planned end position x1, which is determined according to the size of the obstacle and the reserved space for obstacle avoidance. H1 is the angle of the first vehicle at the end position x1. At the planned end position, the first vehicle is flush with the lane line, which is calculated by the lane line. C1 is the curvature of the first vehicle at the planned end position x1, which is consistent with the curvature radius of the lane line and is calculated by the lane line equation.

[0114] S240: Determine a target trajectory of a target vehicle according to the first escape trajectory and the second escape trajectory of the first vehicle.

[0115] In the present embodiment, it should be noted that, since the first vehicle has a certain blind spot in sensing obstacles ahead of the target vehicle while traveling along the first escape trajectory, if the first vehicle's traveling along the first escape trajectory is safe, the first escape trajectory of the first vehicle is also a relatively safe trajectory channel for the target vehicle, and the first escape trajectory can be used as a reference for planning the target trajectory of the target vehicle.

[0116] If the first escape trajectory of the first vehicle has a safety hazard, the second escape trajectory of the first vehicle can be used as a reference for planning the target trajectory of the target vehicle. It should be noted that the first escape trajectory of the first vehicle can be prioritized for planning while ensuring a safe distance.

[0117] This embodiment can determine the target trajectory of the target vehicle by comparing the first escape trajectory with the second escape trajectory.

[0118] The weight of the self-vehicle trajectory tracking the front vehicle trajectory is set according to the degree of conformity between the escape path and the expected one. For the self-vehicle speed planning, the distance from the front vehicle and the lateral acceleration limit are mainly considered, and the speed planning gives priority to constant speed driving. Finally, the system screens and updates the trajectory according to the path and speed planning.

[0119] As an optional but non-limiting implementation, determining a target trajectory of the target vehicle according to the first escape trajectory and the second escape trajectory of the first vehicle includes steps D1-D2:

[0120] Step D1: Determine the overlap between the first escape trajectory and the second escape trajectory of the first vehicle.

[0121] Step D2: determining the target trajectory of the target vehicle according to the trajectory overlap.

[0122] In this embodiment, the trajectory overlap indicates the spatial similarity between the first escape trajectory and the second escape trajectory, and is used to compare whether the first escape trajectory and the second escape trajectory have similar paths, directions, and motion patterns.

[0123] Specifically, the overlap between the first escape trajectory and the second escape trajectory is compared. Specifically, a method for determining the overlap between the two trajectories includes a distance-based method and a trajectory shape similarity-based method.

[0124] In this embodiment, the overlap between the first escape trajectory and the second escape trajectory of the first vehicle can be determined based on the average distance method. Specifically, the first escape trajectory and the second escape trajectory are sampled, and a series of points are selected on the two trajectories at a certain interval (equal time interval or equal distance interval). The sampling points of the first escape trajectory A are A1, A2, ..., A n , the sampling points of the second escape trajectory B are B1, B2, ..., B n (Usually n and m can be made relatively close in number through appropriate sampling strategies).

[0125] Furthermore, for each pair of corresponding sampling points (which can be in one-to-one correspondence in order, or find the best correspondence through a matching algorithm), the distance between them is calculated. The coordinates of each sampling point can be determined in a two-dimensional plane. If point A i =(x Ai ,y Ai ), B j =(x Bj ,y Bj ), then we can use the Euclidean distance formula Determine the distance between each pair of sample points.

[0126] Furthermore, the average distance between each pair of sampling points can be calculated N is the total number of point pairs, and its size depends on the matching strategy, which can be m, n, or a smaller value between the two.

[0127] Furthermore, a reference distance D (for example, the maximum possible distance between the two trajectories, such as the lateral distance between two roads or the maximum diameter of the area enclosed by the trajectories) can be determined to calculate the trajectory overlap. The trajectory overlap can be expressed as The trajectory overlap ranges from [0 to 1]. The larger the trajectory overlap value, the more overlap there is between the first escape trajectory and the second escape trajectory.

[0128] Through the trajectory overlap, the relationship between the target trajectory of the target vehicle and the first escape trajectory and the second escape trajectory can be better determined.

[0129] As an optional but non-limiting implementation, determining the target trajectory of the target vehicle according to the trajectory overlap includes steps E1-E2:

[0130] Step E1: If the trajectory overlap is greater than the overlap threshold, the target trajectory of the target vehicle is associated with the first escape trajectory.

[0131] Step E2: If the trajectory overlap is less than the overlap threshold, the target trajectory of the target vehicle is associated with the second escape trajectory.

[0132] In this embodiment, the overlap threshold is used to determine the association between the target trajectory of the target vehicle and the first escape trajectory or the second escape trajectory. The overlap threshold can be preset according to different road scenes.

[0133] If the trajectory overlap is greater than the overlap threshold, it indicates that the overlap between the first escape trajectory and the second escape trajectory is relatively high. Since the first escape trajectory is the actual escape trajectory of the first vehicle, and the second escape trajectory is a safe escape trajectory predicted based on the vehicle driving data and the collision point distance data, if the first escape trajectory and the second escape trajectory have a high overlap, indicating that the first escape trajectory is also a safe escape trajectory channel, then both the first escape trajectory and the second escape trajectory can be used as references for the target trajectory of the target vehicle's escape. However, the first escape trajectory is a safe channel verified during the actual driving process of the first vehicle. While ensuring safety, the target trajectory is planned preferentially along the first escape trajectory of the first vehicle, and the target trajectory is associated with the route of the first escape trajectory, so that the route of the first escape trajectory can be used as the target trajectory.

[0134] If the trajectory overlap is less than the overlap threshold, it indicates that the overlap between the first escape trajectory and the second escape trajectory is low, and it is possible that the first escape trajectory of the first vehicle is not a safe escape trajectory channel. Then the first escape trajectory of the first vehicle cannot be used as a reference for the target trajectory. While ensuring safety, the target trajectory is planned along the second escape trajectory first, and the target trajectory is associated with the route of the second escape trajectory. The route of the second escape trajectory can be used as the target trajectory.

[0135] S250, controlling the target vehicle to enter an emergency steering state from a pre-steering state, wherein the emergency steering state indicates that the target vehicle is controlled to travel according to a target trajectory.

[0136] It should be noted that this step has been explained in the above embodiment and will not be repeated in this embodiment.

[0137] The technical solution of the present invention uses the lateral speed and lateral acceleration of the first vehicle, and if it is determined that the first vehicle has an emergency cut-out, controls the target vehicle to enter a pre-steering state to reduce the possible lateral obstacle avoidance distance, and when it is determined that the target vehicle meets the emergency cut-out conditions, plans the target trajectory through the first escape trajectory and the second escape trajectory of the first vehicle, and controls the target vehicle to travel along the target trajectory to avoid obstacles, thereby solving the safety hazard problem caused by the short distance to the obstacle when the front vehicle urgently cuts out. The target trajectory is planned through the actual escape trajectory and the predicted escape trajectory of the first vehicle, ensuring the road driving safety of the target vehicle when making an emergency turn, and realizing a method for emergency turning of the target vehicle in the emergency cut-out scenario of the front vehicle.

[0138] Embodiment 3

[0139] Figure 7 This is a schematic diagram of the structure of a vehicle emergency steering device provided in the third embodiment of the present invention. This embodiment is applicable to vehicle emergency steering situations. The method can be executed by a vehicle emergency steering device. The vehicle emergency steering device can be implemented in the form of hardware and / or software. The vehicle emergency steering device can be configured in any electronic device with network communication and computing capabilities. Figure 7 As shown, the device comprises:

[0140] The lateral information determination module 310 is used to determine the target vehicle, and determine the lateral speed and lateral acceleration of the first vehicle; the first vehicle is the vehicle in front of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle;

[0141] A pre-steering control module 320 is used to control the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle; the pre-steering state indicates that the target vehicle is offset by a cut-out direction so that the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction is reduced and the extension of the target vehicle during driving does not exceed the lane line on the side of the current cut-out direction;

[0142] The target trajectory determination module 330 is used to determine the target trajectory of the target vehicle if it is determined that the target vehicle meets the emergency cut-out condition; the emergency cut-out condition represents a condition for causing the target vehicle to perform an emergency turn and change lanes;

[0143] The emergency steering control module 340 is used to control the target vehicle to enter an emergency steering state from a pre-steering state, where the emergency steering state means controlling the target vehicle to travel along a target trajectory.

[0144] Optionally, the pre-steering control module 320 includes:

[0145] an emergency cut-out scene determination unit, configured to determine that the first vehicle is in an emergency cut-out scene if the lateral speed of the first vehicle is greater than a speed threshold and the lateral acceleration is greater than an acceleration threshold, wherein the emergency cut-out scene indicates that the first vehicle urgently cuts out of the current driving lane;

[0146] The pre-steering control unit is used to control the target vehicle to enter a pre-steering state if it is determined that the first vehicle is in an emergency cut-out scenario.

[0147] Optionally, the pre-steering control module 320 includes:

[0148] A position determination unit, used to determine the position of the target vehicle and the lateral distance of the target vehicle from the lane line;

[0149] A pre-steering trajectory determination unit is used to determine a pre-steering trajectory of the target vehicle according to the target vehicle position and the lateral distance; the pre-steering trajectory is a driving trajectory of the target vehicle from the target vehicle position according to the cut-out direction to the target vehicle whose extension does not exceed the lane line on the side of the current cut-out direction;

[0150] Pre-steering control unit. Used to control the target vehicle to travel along the pre-steering trajectory.

[0151] Optionally, the target trajectory determination module 330 includes:

[0152] A first vehicle escape trajectory determination unit, configured to determine a first escape trajectory and a second escape trajectory of the first vehicle; the first escape trajectory is an actual driving trajectory of the first vehicle during a lane change from a current position of a current driving lane to a center line of an adjacent lane, and the second escape trajectory is a predicted driving trajectory of the target vehicle for the first vehicle during a lane change from a current position of a current driving lane to a center line of an adjacent lane;

[0153] The target trajectory determination unit is used to determine a target trajectory of a target vehicle according to a first escape trajectory and a second escape trajectory of the first vehicle.

[0154] Optionally, the target trajectory determination module 330 includes:

[0155] a lane change information determination unit, configured to determine initial lane change information of the first vehicle, the initial lane change information including a lane change starting position, a lane change lateral speed, and a lane change lateral acceleration information of the first vehicle;

[0156] an escape distance determination unit, configured to determine a predicted escape longitudinal distance and a predicted escape lateral distance of the first vehicle according to the initial lane change information;

[0157] The second escape trajectory determination unit is used to determine a second escape trajectory of the first vehicle according to the predicted escape longitudinal distance and the predicted escape lateral distance.

[0158] Optionally, the target trajectory determination module 330 includes:

[0159] a trajectory coincidence determination unit, configured to determine a trajectory coincidence between a first escape trajectory and a second escape trajectory of the first vehicle;

[0160] The target trajectory determination unit is used to determine the target trajectory of the target vehicle according to the trajectory overlap.

[0161] Optionally, the target trajectory determination module 330 includes:

[0162] a first escape trajectory association determination unit, configured to associate a target trajectory of the target vehicle with the first escape trajectory if the trajectory overlap is greater than an overlap threshold;

[0163] The second escape trajectory association determination unit is configured to associate the target trajectory of the target vehicle with the second escape trajectory if the trajectory overlap is less than an overlap threshold.

[0164] Optionally, the target trajectory determination module 330 further includes:

[0165] The lane keeping control unit is used to control the target vehicle from the pre-steering state to the lane keeping state if it is determined that the target vehicle does not meet the emergency cut-out conditions. The lane keeping state indicates that the target vehicle returns to the center line of the current lane and travels at a constant speed.

[0166] The technical solution of the present invention uses the lateral speed and lateral acceleration information of the first vehicle. If it is determined that the first vehicle has an emergency cut-out, the target vehicle enters a pre-steering state to reduce the possible lateral obstacle avoidance distance. When it is determined that the target vehicle meets the emergency cut-out conditions, the target vehicle is controlled to travel along the target trajectory to avoid obstacles. This solves the safety hazard problem caused by the short distance to the obstacle when the front vehicle makes an emergency cut-out, and realizes a method for emergency steering of the target vehicle in the emergency cut-out scenario of the front vehicle.

[0167] The vehicle emergency steering device provided in the embodiment of the present invention can execute the vehicle emergency steering method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0168] Embodiment 4

[0169] Figure 8A schematic diagram of the structure of an electronic device 10 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0170] like Figure 8 As shown, the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0171] A number of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0172] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The processor 11 performs the various methods and processes described above, such as a vehicle emergency steering method.

[0173] In some embodiments, the vehicle emergency steering method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle emergency steering method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the vehicle emergency steering method in any other appropriate manner (e.g., by means of firmware).

[0174] Various implementations 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 chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0175] Computer programs for implementing 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, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0176] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0177] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device 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 a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0178] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0179] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0180] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0181] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle emergency steering method, characterized in that: include: determining a target vehicle, and determining a lateral velocity and a lateral acceleration of the first vehicle; The first vehicle is the vehicle ahead of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle; controlling the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle; The pre-steering state indicates that the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving; If it is determined that the target vehicle meets the emergency cut-out condition, then the target trajectory of the target vehicle is determined; the emergency cut-out condition represents a condition for causing the target vehicle to perform an emergency turn and change lanes; The target vehicle is controlled to enter an emergency steering state from a pre-steering state, and the emergency steering state indicates that the target vehicle is controlled to travel according to a target trajectory.

2. The method according to claim 1, characterized in that Controlling the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle includes: If the lateral speed of the first vehicle is greater than a speed threshold and the lateral acceleration is greater than an acceleration threshold, it is determined that the first vehicle is in an emergency cut-out scenario, and the emergency cut-out scenario indicates that the first vehicle urgently cuts out of the current driving lane; If it is determined that the first vehicle is in an emergency cut-out scenario, the target vehicle is controlled to enter a pre-steering state.

3. The method according to claim 2, characterized in that Control the target vehicle to enter a pre-steering state, including: Determine the target vehicle position and the lateral distance of the target vehicle from the lane line; Determine a pre-steering trajectory of the target vehicle according to the target vehicle position and the lateral distance; the pre-steering trajectory is a driving trajectory of the target vehicle from the target vehicle position according to the cut-out direction to a lane line on the side of the target vehicle whose extension does not exceed the current cut-out direction; Control the target vehicle to travel according to the pre-steering trajectory.

4. The method according to claim 2, characterized in that: Determine the target trajectory of the target vehicle, including: Determine a first escape trajectory and a second escape trajectory of the first vehicle; the first escape trajectory is an actual driving trajectory of the first vehicle during a lane change from a current position of a current driving lane to a center line of an adjacent lane, and the second escape trajectory is a predicted driving trajectory of the target vehicle for the first vehicle during a lane change from a current position of a current driving lane to a center line of an adjacent lane; A target trajectory of a target vehicle is determined according to the first escape trajectory and the second escape trajectory of the first vehicle.

5. The method according to claim 4, characterized in that Determining a second escape trajectory of the first vehicle includes: Determining initial lane change information of the first vehicle, the initial lane change information including lane change starting position, lane change lateral speed, and lane change lateral acceleration information of the first vehicle; determining a predicted escape longitudinal distance and a predicted escape lateral distance of the first vehicle according to the initial lane change information; A second escape trajectory of the first vehicle is determined according to the predicted escape longitudinal distance and the predicted escape lateral distance.

6. The method according to claim 4, characterized in that Determining a target trajectory of a target vehicle according to a first escape trajectory and a second escape trajectory of the first vehicle includes: Determining a trajectory overlap between a first escape trajectory and a second escape trajectory of the first vehicle; The target trajectory of the target vehicle is determined according to the trajectory overlap.

7. The method according to claim 6, characterized in that Determining a target trajectory of the target vehicle according to the trajectory overlap degree includes: If the trajectory overlap is greater than the overlap threshold, the target trajectory of the target vehicle is associated with the first escape trajectory; If the trajectory overlap is less than the overlap threshold, the target trajectory of the target vehicle is associated with the second escape trajectory.

8. The method according to claim 1, characterized in that If it is determined that the target vehicle meets the emergency cut-out condition, then determining the target trajectory of the target vehicle also includes: If it is determined that the target vehicle does not meet the emergency cut-out condition, the target vehicle is controlled to enter a lane keeping state from a pre-steering state, wherein the lane keeping state indicates that the target vehicle returns to the center line of the current lane and travels at a constant speed.

9. A vehicle emergency steering device, characterized in that: include: a lateral information determination module, for determining a target vehicle, and determining a lateral speed and a lateral acceleration of the first vehicle; The first vehicle is the vehicle ahead of the target vehicle traveling in the same lane and direction and the vehicle closest to the front of the target vehicle; a pre-steering control module, configured to control the target vehicle to enter a pre-steering state according to the lateral speed and lateral acceleration of the first vehicle; The pre-steering state indicates that the target vehicle is offset in a cut-out direction so as to reduce the lateral distance between the target vehicle and the lane line on the side of the current cut-out direction and ensure that the extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during driving; A target trajectory determination module, used to determine the target trajectory of the target vehicle if it is determined that the target vehicle meets the emergency cut-out condition; the emergency cut-out condition represents a condition for causing the target vehicle to perform an emergency turn and change lanes; The emergency steering control module is used to control the target vehicle to enter the emergency steering state from the pre-steering state, and the emergency steering state means controlling the target vehicle to travel according to the target trajectory.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the vehicle emergency steering method as described in any one of claims 1-8 is implemented.

11. A storage medium storing computer executable instructions, characterized in that: The computer executable instructions are used to execute the vehicle emergency steering method as described in any one of claims 1-8 when executed by a computer processor.

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