Vehicle emergency steering method, device, equipment and storage medium

Abstract

The application discloses a vehicle emergency steering method and device, electronic equipment and storage medium. The technical scheme of the application determines the driving state of the first vehicle through the lateral speed and the lateral acceleration of the first vehicle, controls the target vehicle to enter a pre-steering state if it is determined that the first vehicle is about to cut out, and reduces the possible obstacle avoidance lateral distance. When it is determined that the target vehicle meets the emergency cut-out condition, the target trajectory of the target vehicle is planned, and the target vehicle is controlled to travel according to the target trajectory for obstacle avoidance processing. The safety hidden trouble problem caused by the too short distance from the front vehicle to the obstacle when the front vehicle is about to cut out is solved, and the method for the target vehicle to perform emergency steering in the front vehicle emergency cut-out scene is realized.

Description

Technical Field

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

[0002] With advancements in technology, Automatic Emergency Steering (AES) is an emerging advanced driver assistance system designed to monitor the driving environment in front of, to the sides of, and to the rear of the vehicle in real time. When a potential collision hazard is detected, it can automatically steer the vehicle to avoid a collision or mitigate its consequences. AES serves as a backup emergency avoidance maneuver; it is only activated when the vehicle determines that the distance is insufficient to bring it to a complete stop, maximizing the safety of all road users. Simultaneously, it can help mitigate the negative effects of distracted driving and reduce the likelihood or severity of various types of collisions, including minor overlap collisions at higher speeds.

[0003] The current emergency steering solution involves a perception system that detects obstacles ahead and to the sides in real time, obtains primary target information through a target filtering module, plans an escape path using the primary target information and lane information, and finally achieves obstacle avoidance through trajectory tracking. However, in cases where a vehicle cuts out suddenly, the detection of obstacles ahead of the preceding vehicle is delayed due to obstruction, compressing the vehicle's emergency steering planning time and space, posing a safety hazard. Summary of the Invention

[0004] This invention provides a method, apparatus, device, and storage medium for emergency vehicle steering, which solves the safety hazard caused by the short distance to obstacles when a vehicle ahead makes an emergency exit, and realizes a method for emergency steering of the target vehicle in the scenario of an emergency exit by a vehicle ahead.

[0005] In a first aspect, embodiments of the present invention provide a vehicle emergency steering method, the method comprising:

[0006] Identify the target vehicle, and determine the lateral velocity and 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 is the vehicle closest to the front of the target vehicle.

[0007] Based on the lateral velocity and lateral acceleration of the first vehicle, the target vehicle is controlled to enter a pre-steering state; the pre-steering state means that the target vehicle deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side and to ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during the driving process.

[0008] If the target vehicle is determined to meet the emergency lane change conditions, then the target trajectory of the target vehicle is determined; the emergency lane change conditions refer to the conditions used to cause the target vehicle to make 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 means that the target vehicle is controlled to drive along the target trajectory.

[0010] Secondly, embodiments of the present invention also provide a vehicle emergency steering device, the device comprising:

[0011] The lateral information determination module is used to determine the target vehicle, as well as the lateral velocity and 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 is the vehicle closest to the front of the target vehicle.

[0012] The pre-steering control module is used to control the target vehicle to enter a pre-steering state based on the lateral velocity and lateral acceleration of the first vehicle; the pre-steering state means that the target vehicle deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side and to ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during the driving process.

[0013] The target trajectory determination module is used to determine the target trajectory of the target vehicle if it is determined that the target vehicle meets the emergency cut-out conditions; the emergency cut-out conditions refer to the conditions used to cause the target vehicle to make 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, wherein the emergency steering state means controlling the target vehicle to drive along the target trajectory.

[0015] Thirdly, embodiments of the present invention also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle emergency steering method as described in any of the embodiments of the present invention.

[0016] Fourthly, embodiments of the present invention also provide a storage medium for storing computer-executable instructions, which, when executed by a computer processor, are used to perform the vehicle emergency steering method as described in any of the embodiments of the present invention.

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

[0018] 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

[0019] 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.

[0020] Figure 1 This is a flowchart of a vehicle emergency steering method provided in Embodiment 1 of the present invention;

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

[0022] Figure 2 b is a schematic diagram of the target vehicle making an emergency turn from normal driving state, as provided in Embodiment 1 of the present invention;

[0023] Figure 2 c is a schematic diagram of the target vehicle performing an emergency turn from a pre-steering state, as provided in Embodiment 1 of the present invention;

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

[0025] Figure 3 b is a schematic diagram of the target trajectory of the target vehicle provided in Embodiment 1 of the present invention;

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

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

[0028] Figure 6 This is a flowchart of a vehicle emergency steering method provided in Embodiment 2 of the present invention;

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

[0030] Figure 8 This is a schematic diagram of the structure of an electronic device that implements the vehicle emergency steering method according to an embodiment of the present invention. Detailed Implementation

[0031] 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.

[0032] 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.

[0033] Example 1

[0034] Figure 1 This is a flowchart of a vehicle emergency steering method provided in Embodiment 1 of the present invention. This embodiment is applicable to vehicle emergency steering situations. The method can be executed by a vehicle emergency steering device, which can be implemented in hardware and / or software. This 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 the target vehicle, and determine the lateral velocity and lateral acceleration of the first vehicle.

[0036] In this embodiment, the target vehicle refers to a vehicle that automatically performs an emergency turn based on the scenario. The target vehicle can be an intelligent connected vehicle equipped with an autonomous driving system. The first vehicle is the vehicle ahead of the target vehicle traveling in the same lane and direction and is the closest to the front of the target vehicle.

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

[0038] In practical applications, vehicles are equipped with millimeter-wave radar. This radar emits millimeter-wave signals around the vehicle and then receives the reflected waves. By analyzing the reflected waves, the radar can obtain the relative position information between the vehicle in front and the vehicle itself, and continuously measure this position information to calculate the lateral displacement of the vehicle in front. Therefore, the lateral velocity and lateral acceleration of the vehicle in front can be determined directly based on the sensors on the vehicle, i.e., the lateral velocity and lateral acceleration of the first vehicle.

[0039] Additionally, the lateral velocity and lateral acceleration of the vehicle in front can be determined using onboard cameras, which capture images of the area in front of the vehicle. Through image processing and analysis techniques, such as 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 vehicle's position (lateral direction) in the image, thus yielding the lateral velocity. Some advanced vision processing systems can achieve pixel-level accuracy, combining camera parameters (such as focal length and shooting angle) with known distance information to accurately calculate the lateral movement of the vehicle in front.

[0040] It should be noted that the lateral velocity and lateral acceleration of the first vehicle can also be indirectly estimated by using information such as the target vehicle's steering angle, speed, and relative distance and angle with the first vehicle. This embodiment does not impose specific limitations on determining the lateral velocity and lateral acceleration of the first vehicle.

[0041] Existing vehicle emergency steering solutions use a perception system to detect obstacles in front and to the sides in real time to plan emergency steering. However, in real-world scenarios, if the first vehicle makes an emergency exit, the detection of obstacles in front of the first vehicle will be delayed due to the first vehicle's obstruction, which will compress the target vehicle's trajectory planning time and space.

[0042] In order to address the safety hazard caused by the first vehicle cutting out too quickly from an obstacle, this embodiment determines whether the first vehicle is cutting out urgently by measuring its lateral velocity and lateral acceleration. This allows the target vehicle to react in time and avoid the safety hazard caused by the first vehicle cutting out too quickly from an obstacle.

[0043] S120. Based on the lateral velocity and lateral acceleration of the first vehicle, control the target vehicle to enter the pre-steering state.

[0044] In this embodiment, the pre-steering state means that the target vehicle deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side, and to ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during the driving process.

[0045] See Figure 2 Figure a illustrates an application scenario of emergency vehicle steering, where the vehicle is traveling on the road as follows: Figure 2 As shown in diagram a, the target vehicle SV follows the first vehicle FV 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 traveling at high speed, if the first vehicle FV detects that the second vehicle TV has braked suddenly and come to a stop, the first vehicle will make an emergency exit 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 makes its emergency exit.

[0046] See Figure 2 Figure b illustrates a target vehicle making an emergency turn from normal driving. As the first vehicle gradually cuts out, the target vehicle begins to detect and track the second vehicle. When a dangerous road condition is identified, the target vehicle performs an emergency obstacle avoidance maneuver. Because the detection and tracking of the second vehicle is relatively late, especially in high-speed driving conditions, it presents a dangerous scenario for the target vehicle. It may be unable to safely avoid the obstacle due to insufficient lateral and longitudinal space, potentially leading to a safety accident.

[0047] Therefore, this embodiment determines whether the first vehicle is making an emergency cut-out based on the lateral velocity and lateral acceleration of the first vehicle, and then controls the target vehicle to enter the pre-steering state according to the driving status of the first vehicle.

[0048] See Figure 2 Figure c shows a schematic diagram of the target vehicle making an emergency turn from a pre-turn state. The target vehicle enters a pre-turn state and deviates from the cut-out direction, which reduces the lateral distance between the target vehicle and the lane line on the current cut-out direction side. During the movement of the target vehicle, the outer extension does not exceed the lane line on the current cut-out direction side.

[0049] As an optional but not limited implementation, the target vehicle is controlled to enter a pre-steering state based on the lateral velocity and lateral acceleration of the first vehicle, including steps A1-A2:

[0050] Step A1: If the lateral speed of the first vehicle is greater than the speed threshold and the lateral acceleration is greater than the acceleration threshold, then the first vehicle is determined to be in an emergency cut-out scenario, where the emergency cut-out scenario means 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, then control the target vehicle to enter the pre-steering state.

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

[0053] The emergency cut-out scenario is when 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 practical applications, if the first vehicle is in an emergency lane change scenario, the first vehicle may be accelerating to change lanes while driving normally or accelerating to change lanes to avoid obstacles in front.

[0055] Therefore, in this embodiment, when the first vehicle is determined to be in an emergency cut-out scenario, the target vehicle does not directly follow the first vehicle in an emergency cut-out, but instead enters a pre-steering state. The target vehicle deviates from a cut-out direction, reducing the lateral distance between the target vehicle and the lane line on the current cut-out direction, and the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction during its movement. 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 decreases, so that the target vehicle has a safe lateral obstacle avoidance space.

[0056] As an optional but not limited implementation, controlling the target vehicle to enter a pre-steering state includes steps B1-B3:

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

[0058] Step B2: Determine the pre-steering trajectory of the target vehicle based on the target vehicle's position and the lateral distance.

[0059] Step B3: Control the target vehicle to travel along 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 an emergency cut-out scenario.

[0061] The pre-steering trajectory is the trajectory of the target vehicle from its position to the outer edge of the lane line of the current cutting direction, according to the cutting direction.

[0062] Specifically, based on the target vehicle's position and its lateral distance from the lane line, a relatively gentle pre-steering trajectory is planned along the direction the target vehicle cuts out, ensuring both the target vehicle's comfort and stability.

[0063] like Figure 2 Figures b and 2c show the position of the target vehicle from its current location to the position where its outer edge does not exceed the lane line on the current cutting direction during its movement. At this time, the lateral distance between the target vehicle and the lane line on the cutting direction is reduced, ensuring the target vehicle has sufficient lateral and longitudinal space to avoid obstacles in case of an emergency.

[0064] See Figure 3 Figure a shows a schematic diagram of the pre-steering trajectory of the target vehicle. The endpoint of the pre-steering trajectory is inside the lane line on the side of the cut-out direction, and the outer extension of the target vehicle does not exceed the lane line.

[0065] Understandably, the pre-steering trajectory is the trajectory of the target vehicle that deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side, and to ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during its driving process.

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

[0067] In this embodiment, the emergency lane-changing condition refers to the condition used to cause the target vehicle to make an emergency turn and change lanes. In practical applications, the emergency lane-changing condition may be that after the vehicle in front makes an emergency lane-changing maneuver, there are slow-moving or stationary vehicles, pedestrians, or obstacles in the same lane as the target vehicle, which may cause the target vehicle to collide with the vehicle, pedestrian, or obstacle after emergency braking.

[0068] In this embodiment, since the first vehicle is making an emergency exit turn, its lateral velocity and lateral acceleration are greater than those of the target vehicle. After the first vehicle gradually exits, the target vehicle can fully perceive the obstacle ahead.

[0069] Specifically, after the first vehicle makes an emergency exit, the target vehicle can use its sensors to detect obstacles ahead and determine whether the emergency exit conditions are met. If there are slow-moving or stationary vehicles, pedestrians, or obstacles in the immediate vicinity ahead of the target vehicle, then the target vehicle is determined to meet the emergency exit conditions, and its target trajectory is planned.

[0070] The target trajectory is the lane-changing trajectory from the position of the target vehicle, which does not extend beyond the current lane line on the cutting direction side, to the position of the center line of the adjacent lane on the cutting direction side. The target trajectory is used to enable the target vehicle to avoid slow-moving or stationary vehicles, pedestrians, and obstacles in the road conditions ahead.

[0071] See Figure 3 Figure b shows a schematic diagram of the target trajectory of the target vehicle. The starting position of the target trajectory is the ending position of the pre-turn trajectory, that is, the inner side of the lane line on the side where the target vehicle is cutting out and the outer extension of the target vehicle does not exceed the lane line. The ending position of the target trajectory is the position of the center line of the adjacent lane on the side where the target vehicle is cutting out.

[0072] In this embodiment, the target trajectory planning process for the target vehicle can be as follows: based on the target vehicle SV, the target vehicle position, the target vehicle state, and the position of the obstacle, the expected collision point between the target vehicle SV and the obstacle is obtained. Based on the expected collision point, the horizontal and vertical spacing is set, and 5 points are collected along the horizontal and vertical directions respectively, which can obtain 25 feasible endpoint positions of the target vehicle in a 5×5 grid.

[0073] Furthermore, the target vehicle's location serves as the starting point of the target trajectory. By connecting the starting and ending points, 25 candidate target trajectories can be obtained.

[0074] See Figure 4 The diagram shows the target trajectory planning route. The triangles in the diagram indicate the possible endpoint locations. The black dashed lines represent 25 candidate target trajectories, the blue solid lines represent the actual driving trajectory of the first vehicle, and the red solid lines represent the expected driving route of the first vehicle.

[0075] Furthermore, the optimal trajectory can be selected from 25 candidate trajectories as the final planned target trajectory for the target vehicle. A target trajectory evaluation function is established during the target trajectory selection process, which can be expressed by the following formula:

[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] The cost function for 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 points of the target vehicle and the trajectory points of the first vehicle, performing an integral calculation, and finally multiplying it by the weight of the first vehicle trajectory.

[0081] The weights of the cost function for the first vehicle trajectory can be determined by the overlap between the predicted and actual driving trajectories; the closer the blue actual driving trajectory is to the red predicted driving trajectory, the larger the weight value. Next, the first vehicle trajectory function is determined based on the weight values, and then the target trajectory evaluation function is determined based on the cost function of the first vehicle trajectory to identify the target trajectory from the candidate trajectories.

[0082] As an optional but not limited implementation, if it is determined that the target vehicle meets the emergency cut-out conditions, then determining the target vehicle's target trajectory also includes:

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

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

[0085] This embodiment also includes, after determining that the first vehicle has made an emergency exit, if the road conditions ahead of the target vehicle are a safe driving environment, that is, there are no obstacles within the controllable range, then it is determined that the target vehicle does not meet the emergency exit conditions and is not in an emergency situation. In this case, the target vehicle is controlled to slowly return to the center of the current lane and drive at a constant speed according to the current vehicle speed.

[0086] S140, Control the target vehicle from the pre-steering state to the emergency steering state.

[0087] In this embodiment, the emergency steering state indicates that the target vehicle is controlled to drive along the target trajectory, and the target vehicle changes lanes from the current lane to the adjacent lane on the cutting direction side.

[0088] After determining that the target vehicle meets the emergency lane-cutting conditions, the target vehicle's trajectory is further determined. Then, the target vehicle is controlled to enter the emergency lane-cutting 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 lane-cutting direction, thereby safely and effectively avoiding obstacles ahead and preventing accidents.

[0089] See Figure 5The flowchart illustrates the emergency steering process of the target vehicle. After the target vehicle starts, its state machine enters lane-keeping mode. If the target vehicle system and actuators are functioning normally, it enters the tracking mode for the first vehicle in the same lane. The target vehicle continuously monitors the driving status of the first vehicle, determining whether it is making an emergency exit based on the first vehicle's lateral velocity, lateral acceleration, and trajectory. If the first vehicle is making an emergency exit, the target vehicle system enters a pre-steering state; otherwise, it remains unchanged. After the first vehicle exits, the target vehicle can sense obstacles ahead and determine if an emergency exit condition is met. If the current conditions meet the emergency exit conditions, a target trajectory is generated, and the target vehicle system enters an emergency steering state to follow the target trajectory. If the emergency exit conditions are not met, the target vehicle system enters lane-keeping mode and slowly returns to the center of the current lane.

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

[0091] Example 2

[0092] Figure 6 This is a flowchart of a vehicle emergency steering method provided in Embodiment 2 of the present invention. The embodiments of the present invention are further specified based on the above embodiments. For example... Figure 6 As shown, the method includes:

[0093] S210. Determine the target vehicle, and determine the lateral velocity and 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 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 embodiments, and will not be repeated in this embodiment.

[0095] S220. Based on the lateral velocity and lateral acceleration of the first vehicle, control the target vehicle to enter a pre-steering state; the pre-steering state means that the target vehicle deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side and ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during the driving process.

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

[0097] S230. If it is determined that the target vehicle meets the emergency exit conditions, then the first escape trajectory and the second escape trajectory of the first vehicle are determined.

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

[0099] In practical applications, many vehicles are equipped with millimeter-wave radar. This radar continuously emits millimeter-wave signals towards the target vehicle and receives 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. Over time, a series of position data points of the first vehicle are collected. Connecting these points allows for the depiction of the first vehicle's initial escape trajectory. For example, if the radar acquires the first vehicle's position information every 0.1 seconds, over a period of time, such as 10 seconds, 100 position points can be obtained. By using software algorithms to connect these points in chronological order, the first vehicle's initial escape trajectory can be visually represented.

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

[0101] By determining the first and second escape trajectories of the first vehicle, it can be further determined whether the first vehicle's trajectory after emergency exit is a safe escape route.

[0102] As an optional but not limited implementation, determining the second escape trajectory of the first vehicle includes steps C1-C3:

[0103] Step C1: Determine the initial lane change information of the first vehicle.

[0104] Step C2: Based on the initial lane change information, determine the predicted escape longitudinal distance and predicted escape lateral distance of the first vehicle.

[0105] Step C3: Determine the second escape trajectory of the first vehicle based on the predicted escape longitudinal distance and the predicted escape lateral distance.

[0106] In this embodiment, the initial lane change information includes the starting position of the lane change of the first vehicle, the lateral velocity of the lane change, and the lateral acceleration of the lane change. The starting position of the lane change is the position where the first vehicle makes an emergency exit, the ending position of the lane change is the position of the first vehicle on the adjacent lane line after exiting the lane, the lateral velocity of the lane change is the lateral velocity of the first vehicle when its wheels hit the lane line during the emergency exit, and the lateral acceleration of the lane change is the lateral acceleration of the first vehicle when its wheels hit the lane line during the emergency exit.

[0107] It should be noted that predicting the second escape trajectory based on the lateral speed and acceleration of the first vehicle during lane change can improve accuracy.

[0108] Specifically, the planned endpoint position of the first vehicle is first determined based on its lane change starting position, lane change lateral speed, and lane change lateral acceleration. In a real-world scenario, the planned endpoint position of the first vehicle can be understood as the most likely next location the first vehicle will reach, based on its current driving state (including position, speed, acceleration, lane information, traffic environment, etc.). This location could be the lane centerline position after the lane change, the stop line at the next intersection, or the access point of a highway exit ramp, etc. In this embodiment, the lane centerline position after the lane change can be used as the planned endpoint position of the first vehicle.

[0109] Based on the initial lane change information, planned endpoint position, and lane line equation of the first vehicle, the predicted escape longitudinal distance and predicted escape lateral distance are determined. The fitting equation of the second escape trajectory of the first vehicle is obtained by fitting the equation through polynomial.

[0110] Taking a 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 calculated based on the six parameters (P0, H0, C0) of the lane change starting position x0 and the planned ending position x1 (P1, H1, C1). X0 represents the longitudinal distance from the starting position of the first vehicle's lane change, P0 represents the distance between the first vehicle and the lane line, H0 represents the angle between the first vehicle and the lane line, and C0 represents the radius of curvature of the first vehicle. It should be noted that in practical applications, these parameters can be obtained through vehicle sensors.

[0113] x1 is the longitudinal distance to the planned endpoint of the second predicted trajectory for the first vehicle, determined based on the longitudinal speed of the first vehicle. P1 is the lateral distance of the first vehicle at the planned endpoint x1, determined based on the size of the obstacle and the obstacle avoidance space. H1 is the angle of the first vehicle at the endpoint x1, where the first vehicle is aligned with the lane line, calculated from the lane line. C1 is the curvature of the first vehicle at the planned endpoint x1, consistent with the radius of curvature of the lane line, calculated from the lane line equation.

[0114] S240. Determine the target trajectory of the target vehicle based on the first escape trajectory and the second escape trajectory of the first vehicle.

[0115] In this embodiment, it should be noted that, since the first vehicle will have a certain blind spot in perceiving obstacles ahead of the target vehicle during the first escape trajectory, if the first vehicle's first escape trajectory is safe, then 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 the target vehicle's target trajectory planning.

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

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

[0118] The system sets the weight for tracking the preceding vehicle's trajectory based on how well the escape path matches the expected trajectory. For vehicle speed planning, the system primarily considers the distance to the preceding vehicle and lateral acceleration limitations, prioritizing constant speed driving. Finally, the system filters and updates the trajectory based on the path and speed planning.

[0119] As an optional but not limited implementation, the target trajectory of the target vehicle is determined based on the first escape trajectory and the second escape trajectory of the first vehicle, including 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: Determine the target trajectory of the target vehicle based on the trajectory overlap.

[0122] In this embodiment, the trajectory overlap represents the degree of 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. The methods for determining the overlap between the two trajectories include distance-based methods and trajectory shape similarity-based methods.

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

[0125] Furthermore, for each pair of corresponding sampling points (which can be sequentially matched one-to-one, or the optimal correspondence can be found 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, according to the Euclidean distance formula... Determine the distance between each pair of sampling 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. It can be m, n, or a smaller value of both.

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

[0128] By analyzing the trajectory overlap, the relationship between the target vehicle's target trajectory and the first and second escape trajectories can be better determined.

[0129] As an optional but not limited implementation, the target trajectory of the target vehicle is determined based on the trajectory overlap, including steps E1-E2:

[0130] Step E1: If the trajectory overlap is greater than the overlap threshold, then 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, then 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 vehicle's trajectory and the first or second escape trajectory. The overlap threshold can be preset according to different road scenarios.

[0133] If the overlap of the trajectories is greater than the overlap threshold, it indicates a high degree of overlap between the first escape trajectory and the second escape trajectory. Since the first escape trajectory is the actual escape trajectory of the first vehicle, and the second escape trajectory is a predicted safe escape trajectory based on vehicle driving data and collision point distance data, a high degree of overlap between the first and second escape trajectories indicates that the first escape trajectory is also a safe escape route. Therefore, both the first and second escape trajectories can be used as references for the target vehicle's escape trajectory. However, the first escape trajectory is a safe route verified during the actual driving process of the first vehicle. Under safe conditions, the target trajectory should be planned primarily along the first escape trajectory of the first vehicle. By associating the target trajectory with the route of the first escape trajectory, the route of the first escape trajectory can be used as the target trajectory.

[0134] If the overlap of the trajectories is less than the overlap threshold, it indicates that the overlap between the first escape trajectory and the second escape trajectory is low, and the first escape trajectory of the first vehicle may not be a safe escape route. Therefore, the first escape trajectory of the first vehicle cannot be used as a reference for the target trajectory. Under the premise of ensuring safety, the target trajectory should be planned first along the second escape trajectory. By associating the target trajectory with the route of the second escape trajectory, the route of the second escape trajectory can be used as the target trajectory.

[0135] S250. Control the target vehicle from the pre-steering state to the emergency steering state, wherein the emergency steering state means controlling the target vehicle to drive according to the target trajectory.

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

[0137] The technical solution of this invention, by using the lateral velocity and lateral acceleration of the first vehicle, if it is determined that the first vehicle is about to make an emergency cut-out, controls the target vehicle to enter a pre-steering state to reduce the possible lateral distance for obstacle avoidance. When it is determined that the target vehicle meets the emergency cut-out conditions, the target trajectory is planned using the first escape trajectory and the second escape trajectory of the first vehicle, and the target vehicle is controlled to drive according to the target trajectory to perform obstacle avoidance. This solves the safety hazard problem caused by the short distance to the obstacle when the vehicle ahead makes an emergency cut-out. By planning the target trajectory using the actual escape trajectory and the predicted escape trajectory of the first vehicle, the road driving safety of the target vehicle during emergency turning is ensured, realizing a method for emergency turning of the target vehicle in the scenario of the vehicle ahead making an emergency cut-out.

[0138] Example 3

[0139] Figure 7 This is a schematic diagram of a vehicle emergency steering device according to Embodiment 3 of the present invention. This embodiment is applicable to emergency vehicle steering situations. The method can be executed by the vehicle emergency steering device, which can be implemented in 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 includes:

[0140] The lateral information determination module 310 is used to determine the target vehicle and the lateral velocity 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 in the same direction and is the vehicle closest to the front of the target vehicle.

[0141] The pre-steering control module 320 is used to control the target vehicle to enter a pre-steering state based on the lateral velocity and lateral acceleration of the first vehicle; the pre-steering state means that the target vehicle deviates from a cut-out direction to reduce the lateral distance between the target vehicle and the lane line on the current cut-out direction side and to ensure that the outer extension of the target vehicle does not exceed the lane line on the current cut-out direction side during the driving process.

[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 conditions; the emergency cut-out conditions refer to the conditions used to cause the target vehicle to make an emergency turn and change lanes.

[0143] The emergency steering control module 340 is used to control the target vehicle to enter the emergency steering state from the pre-steering state, wherein the emergency steering state means controlling the target vehicle to drive according to the target trajectory.

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

[0145] An emergency lane-cutting scenario determination unit is used to determine that the first vehicle is in an emergency lane-cutting scenario if the lateral speed of the first vehicle is greater than a speed threshold and the lateral acceleration is greater than an acceleration threshold. The emergency lane-cutting scenario indicates that the first vehicle is urgently cutting 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] The position determination unit is used to determine the position of the target vehicle and the lateral distance between the target vehicle and the lane line;

[0149] The pre-steering trajectory determination unit is used to determine the pre-steering trajectory of the target vehicle based on the target vehicle position and the lateral distance; the pre-steering trajectory is the driving trajectory of the target vehicle from its position along the cutting direction to the point where the outer edge of the target vehicle does not exceed the lane line on the side of the current cutting direction.

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

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

[0152] The first vehicle escape trajectory determination unit is used to determine the first escape trajectory and the second escape trajectory of the first vehicle; 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 during the process of the first vehicle changing lanes from the current position of the current driving lane to the center line of the adjacent lane.

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

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

[0155] The lane change information determination unit is used to determine the initial lane change information of the first vehicle, wherein the initial lane change information includes the lane change starting position, lane change lateral velocity, and lane change lateral acceleration information of the first vehicle.

[0156] The escape distance determination unit is used to determine the predicted escape longitudinal distance and the predicted escape lateral distance of the first vehicle based on the initial lane change information.

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

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

[0159] The trajectory overlap determination unit is used to determine the trajectory overlap between the first escape trajectory and the second escape trajectory of the first vehicle.

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

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

[0162] The first escape trajectory association determination unit is used to associate the target trajectory of the target vehicle with the first escape trajectory if the trajectory overlap is greater than the overlap threshold.

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

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

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

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

[0167] The vehicle emergency steering device provided in the embodiments 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 method execution.

[0168] Example 4

[0169] Figure 8A schematic diagram of an electronic device 10 that can be used to implement embodiments 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 processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

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

[0171] Multiple components in electronic device 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 electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0172] 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 emergency steering methods.

[0173] In some embodiments, the vehicle emergency steering 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 electronic device 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 emergency steering method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle emergency steering method by any other suitable means (e.g., by means of firmware).

[0174] 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.

[0175] 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.

[0176] 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.

[0177] To provide interaction with a user, the systems and techniques described herein can 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 pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. 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).

[0178] 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.

[0179] 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.

[0180] 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.

[0181] 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 vehicle emergency turning method, characterized by, The method comprises: determining a target vehicle, and determining a lateral speed and a lateral acceleration of a first vehicle; the first vehicle is a front vehicle of the target vehicle in the same lane and in the same direction, and is closest to the target vehicle; controlling the target vehicle to enter a pre-turning state according to the lateral speed and the lateral acceleration of the first vehicle; the pre-turning state indicates that the target vehicle deviates from a current cut-out direction to reduce a lateral distance between the target vehicle and a lane line on a side of the current cut-out direction, and ensures that an 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 an emergency cut-out condition, determining a target trajectory of the target vehicle; the emergency cut-out condition indicates a condition for making the target vehicle perform emergency turning and lane changing driving; controlling the target vehicle to enter an emergency turning state from the pre-turning state, the emergency turning state indicating that the target vehicle is controlled to drive according to the target trajectory.

2. The method of claim 1, wherein, controlling the target vehicle to enter the pre-turning state according to the lateral speed and the lateral acceleration of the first vehicle, comprising: if the lateral speed of the first vehicle is greater than a speed threshold and the lateral acceleration is greater than an acceleration threshold, determining that the first vehicle is in an emergency cut-out scenario, the emergency cut-out scenario indicating that the first vehicle is in an emergency cut-out current driving lane; if it is determined that the first vehicle is in the emergency cut-out scenario, controlling the target vehicle to enter the pre-turning state.

3. The method of claim 2, wherein, controlling the target vehicle to enter the pre-turning state, comprising: determining a target vehicle position and a lateral distance of the target vehicle from a lane line; determining a pre-turning trajectory of the target vehicle according to the target vehicle position and the lateral distance; the pre-turning trajectory is a driving trajectory of the target vehicle from the target vehicle position according to a cut-out direction to an extension of the target vehicle not exceeding a lane line on a side of a current cut-out direction; controlling the target vehicle to drive according to the pre-turning trajectory.

4. The method of claim 2, wherein, determining a target trajectory of the target vehicle, comprising: determining 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 from a current position of a current driving lane to a center line of an adjacent lane during lane changing, and the second escape trajectory is a predicted driving trajectory of the target vehicle for the first vehicle from the current position of the current driving lane to the center line of the adjacent lane during lane changing; determining the target trajectory of the target vehicle according to the first escape trajectory and the second escape trajectory of the first vehicle.

5. The method of claim 4, wherein, determining the second escape trajectory of the first vehicle, comprising: determining initial lane changing information of the first vehicle, the initial lane changing information comprising a lane changing start position, a lane changing lateral speed and lane changing 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 changing information; determining the second escape trajectory of the first vehicle according to the predicted escape longitudinal distance and the predicted escape lateral distance.

6. The method of claim 4, wherein, determining the target trajectory of the target vehicle according to the first escape trajectory and the second escape trajectory of the first vehicle, comprising: determining a trajectory coincidence degree of the first escape trajectory and the second escape trajectory of the first vehicle; determining the target trajectory of the target vehicle according to the trajectory coincidence degree.

7. The method of claim 6, wherein, According to the trajectory coincidence degree, determining a target trajectory of the target vehicle, comprising: if the trajectory coincidence degree is greater than a coincidence degree threshold, the target trajectory of the target vehicle is associated with the first escape trajectory; if the trajectory coincidence degree is less than the coincidence degree threshold, the target trajectory of the target vehicle is associated with the second escape trajectory.

8. The method of claim 1, wherein, if it is determined that the target vehicle satisfies an emergency cut-out condition, determining the target trajectory of the target vehicle further comprises: if it is determined that the target vehicle does not satisfy the emergency cut-out condition, controlling the target vehicle to enter a lane keeping state from the pre-turning state, the lane keeping state indicating that the target vehicle returns to the current lane center line to travel at a constant speed.

9. A vehicle emergency steering device characterized by comprising: comprising: a lateral information determination module, configured to determine the target vehicle, and determine a lateral speed and a lateral acceleration of a first vehicle; the first vehicle is a front vehicle of the target vehicle traveling in the same lane and in the same direction, and is closest to the target vehicle; a pre-turning control module, configured to control the target vehicle to enter a pre-turning state according to the lateral speed and the lateral acceleration of the first vehicle; the pre-turning state indicates that the target vehicle deviates from a current cut-out direction to reduce a lateral distance between the target vehicle and a lane line on a side of the current cut-out direction, and ensures that an extension of the target vehicle does not exceed the lane line on the side of the current cut-out direction during travel of the target vehicle; a target trajectory determination module, configured to determine the target trajectory of the target vehicle if it is determined that the target vehicle satisfies an emergency cut-out condition; the emergency cut-out condition indicates a condition for making the target vehicle travel by emergency turning; an emergency turning control module, configured to control the target vehicle to enter an emergency turning state from the pre-turning state, the emergency turning state indicating that the target vehicle travels according to the target trajectory.

10. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the vehicle emergency turning method of any one of claims 1-8 when executing the program.

11. A storage medium storing computer-executable instructions, wherein: The computer executable instructions are used to execute the vehicle emergency turning method of any one of claims 1-8 when executed by the computer processor.

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