Vehicle obstacle avoidance control method and device

Abstract

The invention discloses a vehicle obstacle avoidance control method and device, and belongs to the technical field of vehicle control, and the method comprises the steps: carrying out the filtering processing of a first steering wheel rotating speed of a vehicle, and obtaining a second steering wheel rotating speed; according to the rotating speed of the second steering wheel, determining an obstacle avoidance intention, a steering intention and steering duration of the driver; determining a threat state of an obstacle according to the obstacle avoidance intention, the steering duration and a steering wheel angle of the vehicle; and judging whether to activate an emergency obstacle avoidance function or not according to the obstacle avoidance intention, the steering intention and the threat state. According to the scheme, whether the emergency obstacle avoidance function of the vehicle is activated or not can be judged in combination with various factors such as the obstacle avoidance intention, the steering intention and the threat state of the obstacle, the probability that the emergency obstacle avoidance function is mistakenly triggered is reduced, user experience is improved, and potential safety hazards of the vehicle are reduced.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular, relates to a vehicle obstacle avoidance control method and device. Background Art

[0002] With the rapid development of the automobile industry and the continuous advancement of intelligent transportation systems, vehicle emergency obstacle avoidance functions have become a key component of modern automobile safety technology.

[0003] In related technologies, vehicles usually judge whether the driver has the intention to avoid obstacles, and trigger the emergency obstacle avoidance function when the driver has the intention to avoid obstacles. During the driving process of the vehicle, there may be obstacles that do not pose a threat, but the emergency obstacle avoidance function is triggered because the driver has the intention to avoid obstacles, that is, the emergency obstacle avoidance function is triggered by mistake, which not only affects the user experience, but may also increase safety hazards. Summary of the invention

[0004] The embodiments of the present application provide a vehicle obstacle avoidance control method and device, which can reduce the probability of the emergency obstacle avoidance function being falsely triggered, improve user experience, and reduce safety hazards, at least to a certain extent.

[0005] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by the practice of the present application.

[0006] According to a first aspect of an embodiment of the present application, a vehicle obstacle avoidance control method is provided, comprising:

[0007] Filtering a first steering wheel speed of the vehicle to obtain a second steering wheel speed;

[0008] determining the driver's obstacle avoidance intention, steering intention, and steering duration according to the second steering wheel speed;

[0009] Determine the threat status of obstacles based on the obstacle avoidance intention, steering duration, and the vehicle's steering wheel angle;

[0010] Determine whether to activate the emergency obstacle avoidance function based on the obstacle avoidance intention, steering intention and threat status.

[0011] In some embodiments, determining the driver's obstacle avoidance intention, steering intention, and steering duration according to the second steering wheel speed includes:

[0012] determining whether the driver has an obstacle avoidance intention according to the second steering wheel speed, the driver's hand torque, the first yaw angular velocity of the vehicle, and the steering wheel angle of the vehicle;

[0013] Performing a fast Fourier transform on the second steering wheel speed to determine whether the driver has a steering intention;

[0014] The steering duration is determined according to a speed range to which the second steering wheel speed belongs.

[0015] In some embodiments, judging whether the driver has an obstacle avoidance intention according to the second steering wheel speed, the driver's hand torque, the first yaw angular velocity of the vehicle, and the steering wheel angle of the vehicle includes:

[0016] determining that the obstacle avoidance request is activated when the second steering wheel speed is greater than the first threshold, the hand torque is greater than the second threshold, the first yaw angular velocity is greater than the third threshold, and the steering wheel angle is greater than the fourth threshold;

[0017] When the duration of the obstacle avoidance request activation reaches a first duration, determining that the driver has an obstacle avoidance intention;

[0018] When the second steering wheel speed is less than a fifth threshold, or the hand torque is less than a sixth threshold, determining that the obstacle avoidance request is closed, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold;

[0019] When the obstacle avoidance request OFF time reaches the second time, it is determined that the driver has no obstacle avoidance intention.

[0020] In some embodiments, the vehicle obstacle avoidance control method further includes:

[0021] When the driver has an intention to avoid obstacles and the second steering wheel speed is less than a seventh threshold, it is determined that the driver's active obstacle avoidance has ended, wherein the seventh threshold is less than the fifth threshold.

[0022] In some embodiments, performing a fast Fourier transform on the second steering wheel speed to determine whether the driver has a steering intention includes:

[0023] Using a sliding window to intercept the second steering wheel speed to obtain intercepted data;

[0024] Perform fast Fourier transform on the intercepted data to obtain a single-sided amplitude spectrum;

[0025] Determine the frequency axis corresponding to the unilateral amplitude spectrum;

[0026] If there is a frequency exceeding the eighth threshold value in the frequency axis, it is determined that the driver has a steering intention.

[0027] In some embodiments, determining the threat state of an obstacle based on the obstacle avoidance intention, the steering duration, and the steering wheel angle of the vehicle includes:

[0028] determining a second yaw rate of the vehicle according to a steering wheel angle of the vehicle and a speed of the vehicle;

[0029] determining a heading angle of the vehicle based on the second yaw rate and the steering duration;

[0030] Determine the relative displacement of the vehicle from the starting position to the current position based on the heading angle and speed;

[0031] Determine the relative lateral displacement between the obstacle and the vehicle based on the coordinates and relative displacement of the obstacle relative to the starting position;

[0032] When the driver's active obstacle avoidance ends and the relative lateral displacement is less than a ninth threshold, the threat state of the obstacle is determined to be a threat exists.

[0033] In some embodiments, judging whether to activate the emergency obstacle avoidance function according to the obstacle avoidance intention, the steering intention and the threat status includes:

[0034] When the driver has the intention to avoid obstacles, the driver has the intention to turn, and the threat status is that there is a threat, the emergency obstacle avoidance function is activated.

[0035] In some embodiments, filtering a first steering wheel speed of a vehicle to obtain a second steering wheel speed includes:

[0036] Kalman filtering is performed on the first steering wheel speed of the vehicle to obtain a second steering wheel speed.

[0037] According to a second aspect of an embodiment of the present application, a vehicle is provided, comprising a processor and a memory, wherein the memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, the steps of any method of the first aspect described above are implemented.

[0038] According to a third aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which computer program instructions are stored. When the computer program instructions are executed by a processor, the processor is prompted to implement the steps of any method of the first aspect described above.

[0039] In the present application, the second steering wheel speed is obtained by filtering the first steering wheel speed of the vehicle; the driver's obstacle avoidance intention, steering intention and steering duration are determined according to the second steering wheel speed; the threat state of the obstacle is determined according to the obstacle avoidance intention, steering duration and the steering wheel angle of the vehicle; and whether to activate the emergency obstacle avoidance function is determined according to the obstacle avoidance intention, steering intention and threat state. Since the emergency obstacle avoidance function is determined based on multiple factors such as obstacle avoidance intention, steering intention and obstacle threat state, the probability of the emergency obstacle avoidance function being triggered by mistake is reduced, the user experience is improved, and safety hazards are reduced.

[0040] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0042] Figure 1 A schematic diagram of a process flow of a vehicle obstacle avoidance control method according to some embodiments of the present application is shown;

[0043] Figure 2 A block diagram of a vehicle obstacle avoidance control device according to some embodiments of the present application is shown;

[0044] Figure 3 A schematic structural diagram of a vehicle according to some embodiments of the present application is shown. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the present application.

[0047] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0048] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0049] It should also be noted that the terms "first", "second", etc. in the specification and claims of the present application 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 objects used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those shown or described.

[0050] Figure 1 FIG. 1 is a flow chart of a vehicle obstacle avoidance control method according to some embodiments of the present application. Figure 1 As shown, a vehicle obstacle avoidance control method is provided, which may include the following steps 101 to 104.

[0051] In step 101, a first steering wheel speed of the vehicle is filtered to obtain a second steering wheel speed.

[0052] Among them, the first steering wheel speed is the actual steering wheel speed collected by the vehicle, and the second steering wheel speed is the steering wheel speed after filtering.

[0053] In the implementation process, a plurality of filtering algorithms may be used to filter the first steering wheel speed. In some embodiments, a Kalman filter may be performed on the first steering wheel speed of the vehicle to obtain a second steering wheel speed.

[0054] Among them, the Kalman filter state variable can be designed as:

[0055]

[0056] Where Ag is the steering wheel angle in rad, is the first steering wheel speed, in rad / s, is the steering wheel angular acceleration, in rad / s.

[0057] The prediction state equation of Kalman filter can be designed as:

[0058] X k|k-1 =A T X k-1 ;

[0059] In the formula, X k|k-1 is the predicted estimated value of the state k, the state transfer matrix T is the code running cycle, X k-1 is the predicted estimated value of the k-1 state, and its initial value is X0=[0 0 0].

[0060] The Kalman filter observation equation can be designed as:

[0061] yk =C k X k ;

[0062] In the formula, y k =Ag is the observed variable, C k is the measurement matrix, X k is the state variable matrix.

[0063] The initial value of the covariance matrix during Kalman filtering can be designed as According to the recursion of Kalman filter prediction and update, the first steering wheel speed can be filtered to obtain the second steering wheel speed.

[0064] By using Kalman filtering to process the steering wheel speed, the accuracy and real-time performance of the steering wheel speed signal are improved while filtering out noise.

[0065] In step 102, the driver's obstacle avoidance intention, steering intention, and steering duration are determined according to the second steering wheel speed.

[0066] The obstacle avoidance intention includes the driver's intention to avoid obstacles and the driver's intention not to avoid obstacles. In the case of the driver's intention to avoid obstacles, the obstacle avoidance intention can be further divided into the driver's active obstacle avoidance completion and the driver's active obstacle avoidance not completion. The steering intention can include the driver's intention to turn and the driver's intention not to turn.

[0067] In some embodiments, it can be determined whether the driver has the intention to avoid obstacles based on the second steering wheel speed, the driver's hand torque, the first yaw rate of the vehicle and the steering wheel angle of the vehicle.

[0068] The first yaw angular velocity is the yaw angular velocity collected by the vehicle.

[0069] During the implementation process, the obstacle avoidance request can be determined to be activated when the second steering wheel speed is greater than the first threshold, the hand torque is greater than the second threshold, the first yaw angular velocity is greater than the third threshold, and the steering wheel angle is greater than the fourth threshold; when the duration of the obstacle avoidance request activation reaches a first duration, it is determined that the driver has an obstacle avoidance intention, and the status value of the driver's obstacle avoidance intention can be set to 1.

[0070] When the second steering wheel speed is less than the fifth threshold, or the hand torque is less than the sixth threshold, it is determined that the obstacle avoidance request is closed, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold; when the duration of the obstacle avoidance request being closed reaches the second duration, it is determined that the driver has no intention to avoid obstacles, and the status value of the driver's obstacle avoidance intention can be set to 0.

[0071] Among them, the first threshold to the sixth threshold, the first duration and the second duration can be designed according to actual conditions, and the embodiments of the present application are not limited to this. In some embodiments, the first duration can be set to 0.05s, and the second duration can be set to 0.1s.

[0072] When the driver has an obstacle avoidance intention and the second steering wheel speed is less than the seventh threshold, it is determined that the driver's active obstacle avoidance ends, wherein the seventh threshold is less than the fifth threshold. If the driver's active obstacle avoidance ends, the state value of the driver's active obstacle avoidance ends can be set to 1, otherwise the state value of the driver's active obstacle avoidance ends can be set to 0.

[0073] In some embodiments, a fast Fourier transform may be performed on the second steering wheel speed to determine whether the driver has a steering intention.

[0074] It is understandable that the fast Fourier transform is an algorithm for efficiently calculating the discrete Fourier transform and its inverse transform. It utilizes the symmetry, periodicity and redundancy of the discrete Fourier transform, greatly reducing the computational complexity of the discrete Fourier transform and achieving extremely high computational efficiency.

[0075] By performing a fast Fourier transform on the second steering wheel speed, a unilateral amplitude spectrum can be obtained, and then the frequency axis corresponding to the unilateral amplitude spectrum is determined to check whether there is a frequency exceeding the eighth threshold. If so, it is determined that the driver has a steering intention and the driver's steering state value is set to 1; if not, it is determined that the driver has no steering intention and the driver's steering state value is set to 0.

[0076] During the implementation process, the second steering wheel rotation speed may be intercepted by using a sliding window to obtain intercepted data; and the intercepted data may be subjected to a fast Fourier transform to obtain a unilateral amplitude spectrum.

[0077] Exemplarily, the second steering wheel speed within the last 6 seconds can be collected and stored in array V1. Array V1 collects the latest second steering wheel speed at all times, deletes the oldest second steering wheel speed, and then performs a fast Fourier transform on the second steering wheel speed in the sliding window to obtain a unilateral amplitude spectrum.

[0078] The one-sided amplitude spectrum depicts the energy distribution of the signal at each positive frequency point. It directly reflects at which frequencies the main energy of the signal is concentrated. The corresponding frequency axis can be determined through the one-sided amplitude spectrum.

[0079] By using Fourier transform to calculate the driver's steering intention, the accuracy of the driver's obstacle avoidance intention recognition is improved.

[0080] In some embodiments, the steering duration may be determined according to a speed range to which the second steering wheel speed belongs.

[0081] During the implementation process, different steering wheel speeds can be divided into speed ranges in advance, and the correspondence between different speed ranges and different steering durations can be set, and then the steering duration corresponding to the second steering wheel speed can be determined according to the speed range to which the second steering wheel speed belongs and the correspondence.

[0082] Exemplarily, if the second steering wheel speed is greater than or equal to 0deg / s, the steering duration is equal to 0.2s; if the steering wheel speed is less than or equal to -20deg / s, the steering duration is equal to 0s; if the steering wheel speed is between -20deg / s and 0deg / s, the steering duration can be linearly interpolated between 0 and 0.2s based on the second steering wheel speed.

[0083] In step 103, the threat state of the obstacle is determined based on the obstacle avoidance intention, the steering duration, and the steering wheel angle of the vehicle.

[0084] It can be understood that the threat state of an obstacle is used to indicate whether the obstacle poses a threat to the vehicle.

[0085] In some embodiments, the second yaw angular velocity of the vehicle can be determined based on the steering wheel angle of the vehicle and the speed of the vehicle; the heading angle of the vehicle can be determined based on the second yaw angular velocity and the steering duration; the relative displacement of the vehicle from the starting position to the current position can be determined based on the heading angle and the speed; the relative lateral displacement of the obstacle and the vehicle can be determined based on the coordinates and relative displacement of the obstacle relative to the starting position; when the driver's active obstacle avoidance ends and the relative lateral displacement is less than a ninth threshold, the threat state of the obstacle is determined to be a threat exists.

[0086] The second yaw rate is different from the first yaw rate. The second yaw rate is calculated by the vehicle according to the steering wheel angle and speed. The calculation formula can refer to the following formula:

[0087]

[0088] Where ω is the second yaw angular velocity, A g is the steering wheel angle, ratio is the steering ratio of the vehicle, L is the wheelbase of the vehicle, v is the speed of the vehicle, K v is the understeer coefficient of the vehicle.

[0089] Assuming that the single-step prediction period is 0.02s, the prediction step length n can be calculated based on the turn duration and the following formula:

[0090] n = t / 0.02;

[0091] Where t is the turning duration.

[0092] The vehicle's heading angle θ2 can be calculated based on the second yaw rate, the predicted step length, and the following formula:

[0093]

[0094] Where θ1 is the initial heading angle of the vehicle.

[0095] Based on the heading angle, speed and the following formula, the relative displacement dx and dy from the starting position to the current position of the vehicle can be calculated:

[0096] dx=v×cos(θ2)

[0097] dy=v×sin(θ2);

[0098] According to the coordinates and relative displacement of the obstacle relative to the starting position, the coordinates of the obstacle are transformed, and the relative coordinates of the obstacle and the vehicle at each step can be calculated, and then the relative lateral displacement of the obstacle and the vehicle can be determined.

[0099] In some embodiments, the threat state of the obstacle may be determined as a threat existence when the driver completes active obstacle avoidance and the relative lateral displacement is less than a ninth threshold.

[0100] During the implementation process, when the state value of the driver's active obstacle avoidance ends is 1 and the relative lateral displacement is less than the ninth threshold, the threat state of the obstacle is determined to be a threat, and the state value of the threat state of the obstacle is set to 1; and when the relative lateral displacement is greater than or equal to the ninth threshold, the threat state of the obstacle is determined to be a threat-free state, and the state value of the threat state of the obstacle is set to 0.

[0101] By evaluating the threat status based on the end of the driver's active obstacle avoidance, the accuracy of the obstacle threat status assessment is improved, and the probability of false triggering of the emergency obstacle avoidance function is further reduced.

[0102] In step 104, it is determined whether to activate the emergency obstacle avoidance function according to the obstacle avoidance intention, the steering intention and the threat status.

[0103] During the implementation process, the emergency obstacle avoidance function may be activated when the driver has an intention to avoid obstacles, the driver has an intention to turn, and the threat state is that a threat exists; otherwise, the emergency obstacle avoidance function is not activated.

[0104] The embodiment of the present application obtains a second steering wheel speed by filtering the first steering wheel speed of the vehicle; determines the driver's obstacle avoidance intention, steering intention and steering duration according to the second steering wheel speed; determines the threat state of the obstacle according to the obstacle avoidance intention, steering duration and the steering wheel angle of the vehicle; and determines whether to activate the emergency obstacle avoidance function according to the obstacle avoidance intention, steering intention and threat state. Since the vehicle's emergency obstacle avoidance function is determined based on multiple factors such as obstacle avoidance intention, steering intention and obstacle threat state, the probability of the emergency obstacle avoidance function being triggered by mistake is reduced, the user experience is improved, and the safety hazards of the vehicle are reduced.

[0105] The following describes an apparatus embodiment of the present application, which can be used to execute the vehicle obstacle avoidance control method in the above-mentioned embodiment of the present application. For details not disclosed in the apparatus embodiment of the present application, please refer to the above-mentioned embodiment of the vehicle obstacle avoidance control method of the present application.

[0106] Figure 2 FIG. 1 is a block diagram of a vehicle obstacle avoidance control device according to some embodiments of the present application. Figure 2 As shown, the vehicle obstacle avoidance control device of the embodiment of the present application may include: a speed processing module 201, an intention judgment module 202, a threat status judgment module 203 and a function activation module 204, wherein the speed processing module 201 is used to filter the first steering wheel speed of the vehicle to obtain a second steering wheel speed; the intention judgment module 202 is used to determine the driver's obstacle avoidance intention, steering intention and steering duration according to the second steering wheel speed; the threat status judgment module 203 is used to determine the threat status of the obstacle according to the obstacle avoidance intention, steering duration and the steering wheel angle of the vehicle; the function activation module 204 determines whether to activate the emergency obstacle avoidance function according to the obstacle avoidance intention, steering intention and threat status.

[0107] In some embodiments, the intention judgment module 202 can also be used to judge whether the driver has an intention to avoid obstacles based on the second steering wheel speed, the driver's hand torque, the vehicle's first yaw angular velocity and the vehicle's steering wheel angle; perform a fast Fourier transform on the second steering wheel speed to judge whether the driver has an intention to turn; and determine the steering duration based on the speed range to which the second steering wheel speed belongs.

[0108] In some embodiments, the intention judgment module 202 can also be used to determine that the obstacle avoidance request is activated when the second steering wheel speed is greater than a first threshold, the hand torque is greater than a second threshold, the first yaw angular velocity is greater than a third threshold, and the steering wheel angle is greater than a fourth threshold; determine that the driver has the intention to avoid obstacles when the duration of the obstacle avoidance request activation reaches a first duration; determine that the obstacle avoidance request is closed when the second steering wheel speed is less than a fifth threshold, or the hand torque is less than a sixth threshold, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold; determine that the driver has no intention to avoid obstacles when the duration of the obstacle avoidance request being closed reaches a second duration.

[0109] In some embodiments, the intention judgment module 202 can also be used to determine that the driver's active obstacle avoidance has ended when the driver has the intention to avoid obstacles and the second steering wheel speed is less than a seventh threshold, where the seventh threshold is less than the fifth threshold.

[0110] In some embodiments, the intention judgment module 202 can also be used to intercept the second steering wheel speed using a sliding window to obtain intercepted data; perform a fast Fourier transform on the intercepted data to obtain a unilateral amplitude spectrum; determine the frequency axis corresponding to the unilateral amplitude spectrum; if there is a frequency in the frequency axis that exceeds the eighth threshold, it is determined that the driver has a steering intention.

[0111] In some embodiments, the threat status judgment module 203 can also be used to determine the second yaw angular velocity of the vehicle based on the steering wheel angle of the vehicle and the speed of the vehicle; determine the heading angle of the vehicle based on the second yaw angular velocity and the steering duration; determine the relative displacement of the vehicle from the starting position to the current position based on the heading angle and the speed; determine the relative lateral displacement of the obstacle and the vehicle based on the coordinates and relative displacement of the obstacle relative to the starting position; when the driver's active obstacle avoidance ends and the relative lateral displacement is less than the ninth threshold, determine that the threat status of the obstacle is a threat exists.

[0112] In some embodiments, the function activation module 204 may also be used to activate the emergency obstacle avoidance function when the driver has an obstacle avoidance intention, the driver has a steering intention, and the threat state is that a threat exists.

[0113] In some embodiments, the speed processing module 201 may also be used to perform Kalman filtering on a first steering wheel speed of the vehicle to obtain a second steering wheel speed.

[0114] Based on the same inventive concept, the embodiment of the present application also provides a vehicle, referring to Figure 3, shows a schematic diagram of the structure of a vehicle in an embodiment of the present application, wherein the vehicle includes one or more memories 304, one or more processors 302, and at least one computer program (computer program instruction) stored in the memories 304 and executable on the processors 302, and the processor 302 implements the method described above when executing the computer program.

[0115] Among them, Figure 3 In the embodiment of the present invention, a bus architecture (represented by bus 300) is shown, which may include any number of interconnected buses and bridges, and bus 300 links various circuits including one or more processors represented by processor 302 and memory represented by memory 304. Bus 300 may also link various other circuits such as peripherals, voltage regulators, and power management circuits, which are well known in the art and are therefore not further described herein. Bus interface 305 provides an interface between bus 300 and receiver 301 and transmitter 303. Receiver 301 and transmitter 303 may be the same element, namely a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 302 is responsible for managing bus 300 and general processing, while memory 304 may be used to store data used by processor 302 when performing operations.

[0116] Based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium, in which computer program instructions are stored. When the computer program instructions are executed by a processor, the processor is prompted to implement the steps of the method as described above.

[0117] Based on the same inventive concept, an embodiment of the present application provides a computer program product, including a computer program. When the computer program product is executed by a processor, it prompts the processor to implement the steps of the method as described above.

[0118] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on a computer-readable medium or transmitted via a computer-readable medium. Other examples and implementations are within the scope and spirit of the present application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hard wiring, or a combination of any of these. In addition, each functional unit may be integrated into a processing unit, each unit may exist physically separately, or two or more units may be integrated into one unit.

[0119] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0120] The units described as separate components may or may not be physically separated, and the components of the control device may or may not be physical units, that is, they may be located in one place or distributed in multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0121] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly or all or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, disk or optical disk, etc., which can store computer program instructions.

[0122] The above description is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present application shall be included in the scope of the claims of the present application.

Claims

1. A vehicle obstacle avoidance control method, characterized in that: include: Filtering a first steering wheel speed of the vehicle to obtain a second steering wheel speed; determining the driver's obstacle avoidance intention, steering intention, and steering duration according to the second steering wheel speed; determining a threat state of an obstacle according to the obstacle avoidance intention, the steering duration, and a steering wheel angle of the vehicle; Whether to activate an emergency obstacle avoidance function is determined according to the obstacle avoidance intention, the steering intention, and the threat status.

2. The vehicle obstacle avoidance control method according to claim 1, characterized in that: The determining, according to the second steering wheel speed, the driver's obstacle avoidance intention, steering intention, and steering duration time includes: determining whether the driver has an obstacle avoidance intention according to the second steering wheel speed, the driver's hand torque, the first yaw angular velocity of the vehicle, and the steering wheel angle of the vehicle; performing a fast Fourier transform on the second steering wheel speed to determine whether the driver has a steering intention; The steering duration is determined according to a speed range to which the second steering wheel speed belongs.

3. The vehicle obstacle avoidance control method according to claim 2, characterized in that: The determining, according to the second steering wheel speed, the hand torque of the driver, the first yaw angular velocity of the vehicle, and the steering wheel angle of the vehicle, whether the driver has an obstacle avoidance intention includes: determining that the obstacle avoidance request is activated when the second steering wheel speed is greater than a first threshold, the hand torque is greater than a second threshold, the first yaw angular velocity is greater than a third threshold, and the steering wheel angle is greater than a fourth threshold; When the duration of activation of the obstacle avoidance request reaches a first duration, determining that the driver has an obstacle avoidance intention; When the second steering wheel speed is less than a fifth threshold, or the hand torque is less than a sixth threshold, determining that the obstacle avoidance request is closed, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold; When the obstacle avoidance request closing time reaches a second time, it is determined that the driver has no obstacle avoidance intention.

4. The vehicle obstacle avoidance control method according to claim 3, characterized in that: Also includes: When the driver has an intention to avoid obstacles and the second steering wheel speed is less than a seventh threshold, it is determined that the driver's active obstacle avoidance ends, wherein the seventh threshold is less than the fifth threshold.

5. The vehicle obstacle avoidance control method according to claim 2, characterized in that: The performing a fast Fourier transform on the second steering wheel speed to determine whether the driver has a steering intention includes: intercepting the second steering wheel speed by using a sliding window to obtain intercepted data; Performing a fast Fourier transform on the intercepted data to obtain a single-sided amplitude spectrum; Determine the frequency axis corresponding to the unilateral amplitude spectrum; If there is a frequency exceeding an eighth threshold value in the frequency axis, it is determined that the driver has a steering intention.

6. The vehicle obstacle avoidance control method according to claim 2, characterized in that: The determining the threat state of the obstacle according to the obstacle avoidance intention, the steering duration, and the steering wheel angle of the vehicle includes: determining a second yaw rate of the vehicle according to a steering wheel angle of the vehicle and a speed of the vehicle; determining a heading angle of the vehicle according to the second yaw rate and the steering duration; Determining a relative displacement of the vehicle from a starting position to a current position according to the heading angle and the speed; Determining a relative lateral displacement between the obstacle and the vehicle based on the coordinates of the obstacle relative to the starting position and the relative displacement; When the driver's active obstacle avoidance ends and the relative lateral displacement is less than a ninth threshold, it is determined that the threat state of the obstacle is a threat exists.

7. The vehicle obstacle avoidance control method according to any one of claims 1 to 6, characterized in that: The determining whether to activate the emergency obstacle avoidance function according to the obstacle avoidance intention, the steering intention and the threat state includes: When the driver has an intention to avoid obstacles, the driver has an intention to turn, and the threat state is that there is a threat, the emergency obstacle avoidance function is activated.

8. The vehicle obstacle avoidance control method according to any one of claims 1 to 6, characterized in that: The filtering process on the first steering wheel speed of the vehicle to obtain the second steering wheel speed includes: Kalman filtering is performed on the first steering wheel speed of the vehicle to obtain the second steering wheel speed.

9. A vehicle comprising a processor and a memory, characterized in that: The memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, the steps of the method according to any one of claims 1 to 8 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, which, when executed by a processor, prompt the processor to implement the steps of the method according to any one of claims 1 to 8.

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