Vehicle obstacle avoidance control method and apparatus

Abstract

The application discloses a vehicle obstacle avoidance control method and device, and belongs to the technical field of vehicle control. The method comprises the following steps: performing filtering processing on the first steering wheel rotating speed of a vehicle to obtain a second steering wheel rotating speed; determining the obstacle avoidance intention, the steering intention and the steering duration of a driver according to the second steering wheel rotating speed; determining the threat state of an obstacle according to the obstacle avoidance intention, the steering duration and the steering wheel rotating angle of the vehicle; and judging whether to activate an emergency obstacle avoidance function according to the obstacle avoidance intention, the steering intention and the threat state. The above scheme can combine the obstacle avoidance intention, the steering intention and the threat state of the obstacle to judge whether to activate the emergency obstacle avoidance function of the vehicle, thereby reducing the probability of false triggering of the emergency obstacle avoidance function, improving the user experience and reducing the safety hazards of the vehicle.

Description

Technical Field

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

[0002] With the rapid development of the automotive industry and the continuous progress of intelligent transportation systems, vehicle emergency obstacle avoidance function has become a key component of modern automotive safety technology.

[0003] In related technologies, vehicles typically determine whether the driver intends to avoid obstacles and trigger the emergency obstacle avoidance function when such an intention is present. However, during vehicle operation, there may be obstacles that pose no threat, but the emergency obstacle avoidance function is triggered due to the driver's intention to avoid them—this is known as the accidental triggering of the emergency obstacle avoidance function. This not only affects the user experience but may also increase safety hazards. Summary of the Invention

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

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

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

[0007] The first steering wheel speed of the vehicle is filtered to obtain the second steering wheel speed;

[0008] Based on the rotation speed of the second steering wheel, determine the driver's obstacle avoidance intention, steering intention, and steering duration;

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

[0010] Based on the obstacle avoidance intention, turning intention, and threat status, determine whether to activate the emergency obstacle avoidance function.

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

[0012] Based on the second steering wheel speed, the driver's hand torque, the vehicle's first yaw rate, and the vehicle's steering wheel angle, determine whether the driver intends to avoid obstacles;

[0013] A fast Fourier transform is performed on the second steering wheel rotation speed to determine whether the driver intends to turn.

[0014] The steering duration is determined based on the speed range of the second steering wheel rotation.

[0015] In some embodiments, determining whether the driver intends to avoid an obstacle based on the second steering wheel rotation speed, the driver's hand torque, the vehicle's first yaw rate, and the vehicle's steering wheel angle includes:

[0016] If the second steering wheel rotation speed is greater than the first threshold, the hand torque is greater than the second threshold, the first yaw rate is greater than the third threshold, and the steering wheel angle is greater than the fourth threshold, then the obstacle avoidance request is activated.

[0017] If the duration of the obstacle avoidance request activation reaches the first duration, it is determined that the driver has the intention to avoid obstacles.

[0018] If the second steering wheel rotation speed is less than the fifth threshold, or the hand torque is less than the sixth threshold, the obstacle avoidance request is determined to be turned off, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold;

[0019] If the duration for which the obstacle avoidance request is turned off reaches the second duration, it is determined that the driver does not have the intention to avoid obstacles.

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

[0021] If the driver intends to avoid an obstacle and the second steering wheel rotation speed is less than the seventh threshold, the driver's active obstacle avoidance is determined to have ended. The seventh threshold is less than the fifth threshold.

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

[0023] The second steering wheel rotation speed is captured using a sliding window to obtain the captured data;

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

[0025] Determine the frequency axis corresponding to the single-sided amplitude spectrum;

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

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

[0028] Determine the vehicle's second yaw rate based on the vehicle's steering wheel angle and vehicle speed;

[0029] The heading angle of the vehicle is determined based on the second yaw rate and the duration of the turn.

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

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

[0032] When the driver's active obstacle avoidance ends and the relative lateral displacement is less than the ninth threshold, the obstacle's threat status is determined to be "threatened".

[0033] In some embodiments, determining whether to activate the emergency obstacle avoidance function based on obstacle avoidance intention, turning intention, and threat status includes:

[0034] The emergency obstacle avoidance function is activated when the driver intends to avoid an obstacle, the driver intends to steer, and the threat status is "threatened".

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

[0036] The first steering wheel speed of the vehicle is processed by Kalman filtering to obtain the second steering wheel speed.

[0037] According to a second aspect of the embodiments of this application, a vehicle is provided, including a processor and a memory, the memory storing computer program instructions executable by the processor, wherein when the processor executes the computer program instructions, it implements the steps of the method as described in any of the first aspects above.

[0038] According to a third aspect of the embodiments of this application, a computer-readable storage medium is provided, which stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any of the first aspects above.

[0039] In this application, a second steering wheel speed is obtained by filtering the first steering wheel speed of the vehicle; based on the second steering wheel speed, the driver's obstacle avoidance intention, steering intention, and steering duration are determined; based on the obstacle avoidance intention, steering duration, and vehicle steering wheel angle, the threat state of the obstacle is determined; and based on the obstacle avoidance intention, steering intention, and threat state, it is determined whether to activate the emergency obstacle avoidance function. By combining multiple factors—obstacle avoidance intention, steering intention, and the threat state of the obstacle—to determine whether to activate the emergency obstacle avoidance function, the probability of the emergency obstacle avoidance function being falsely triggered is reduced, user experience is improved, and safety hazards are reduced.

[0040] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0041] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0042] Figure 1 A schematic flowchart of a vehicle obstacle avoidance control method according to some embodiments of this application is shown;

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

[0044] Figure 3 A schematic diagram of the structure of a vehicle according to some embodiments of this application is shown. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this 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 can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0048] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0049] It should also be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such uses of these terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.

[0050] Figure 1 A schematic flowchart of a vehicle obstacle avoidance control method according to some embodiments of this application is shown. 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, the first steering wheel speed of the vehicle is filtered to obtain the second steering wheel speed.

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

[0053] In the implementation process, various filtering algorithms can be used to filter the first steering wheel speed. In some embodiments, the first steering wheel speed of the vehicle can be processed by Kalman filtering to obtain the second steering wheel speed.

[0054] The state variables for the Kalman filter can be designed as follows:

[0055]

[0056] In the formula, Ag is the steering wheel angle, in rad. The first steering wheel rotation speed is expressed in rad / s. This represents the steering wheel angular acceleration, measured in rad / s.

[0057] The predictive state equation for Kalman filtering can be designed as follows:

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

[0059] In the formula, X k|k-1 The predicted estimate of state k is the state transition matrix. T represents the code execution cycle, X k-1 X0 is the predicted estimate of the state of k-1, with an initial value of X0 = [0 0 0].

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

[0061] yk =C k X k ;

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

[0063] The initial value of the covariance matrix in Kalman filtering can be designed as follows: Based on the Kalman filter prediction and update recursion, 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 based on the second steering wheel rotation speed.

[0066] Obstacle avoidance intention includes whether the driver intends to avoid obstacles or not. If the driver intends to avoid obstacles, the intention can be further divided into whether the driver's active obstacle avoidance has ended or not. Steering intention includes whether the driver intends to turn or not.

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

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

[0069] In the implementation process, an obstacle avoidance request can 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 rate 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 the first duration, it is determined that the driver has an obstacle avoidance intention, and the state value of the driver's obstacle avoidance intention can be set to 1.

[0070] If the steering wheel speed is less than the fifth threshold or the hand torque is less than the sixth threshold, the obstacle avoidance request is determined to be off, where the fifth threshold is less than the first threshold and the sixth threshold is less than the second threshold; if the duration of the obstacle avoidance request being off reaches the second duration, it is determined that the driver does not have an obstacle avoidance intention, and the state value of the driver's obstacle avoidance intention can be set to 0.

[0071] The first to sixth thresholds, the first duration, and the second duration can be designed according to actual conditions, and this application embodiment does not impose any limitations on them. In some embodiments, the first duration can be set to 0.05s, and the second duration can be set to 0.1s.

[0072] If the driver intends to avoid an obstacle and the second steering wheel rotation speed is less than the seventh threshold, the driver's active obstacle avoidance is considered to have ended. The seventh threshold is less than the fifth threshold. If the driver's active obstacle avoidance has ended, the status value of the driver's active obstacle avoidance has been set to 1; otherwise, the status value of the driver's active obstacle avoidance has been set to 0.

[0073] In some embodiments, a fast Fourier transform can be performed on the second steering wheel rotation speed to determine whether the driver intends to steer.

[0074] Understandably, the Fast Fourier Transform (FFT) is an efficient algorithm for calculating the Discrete Fourier Transform (DFT) and its inverse. It leverages the symmetry, periodicity, and redundancy of the DFT to significantly reduce its computational complexity, resulting in extremely high computational efficiency.

[0075] By performing a fast Fourier transform on the second steering wheel rotation speed, a single-sided amplitude spectrum can be obtained. Then, the frequency axis corresponding to the single-sided amplitude spectrum is determined, and it is checked whether there is a frequency exceeding the eighth threshold. If there is, it is determined that the driver has a steering intention, and the driver steering state value is set to 1; if not, it is determined that the driver does not have a steering intention, and the driver steering state value is set to 0.

[0076] In the implementation process, a sliding window can be used to capture the rotational speed of the second steering wheel to obtain the captured data; a fast Fourier transform is performed on the captured data to obtain the single-sided amplitude spectrum.

[0077] For example, the second steering wheel rotation speed within the last 6 seconds can be collected and stored in array V1. Array V1 collects the latest second steering wheel rotation speed every moment and deletes the oldest second steering wheel rotation speed. Then, a fast Fourier transform is performed on the second steering wheel rotation speed in the sliding window to obtain the single-sided amplitude spectrum.

[0078] The single-sided amplitude spectrum depicts the energy distribution of a signal at various positive frequency points. It directly reflects which frequencies the main energy of the signal is concentrated at, and the corresponding frequency axis can be determined through the single-sided amplitude spectrum.

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

[0080] In some embodiments, the steering duration can be determined based on the speed range to which the second steering wheel rotation speed belongs.

[0081] In the implementation process, different steering wheel speeds can be pre-divided into speed ranges, and the correspondence between different speed ranges and different steering durations can be set. Then, based on the speed range to which the second steering wheel speed belongs and the corresponding relationship, the steering duration corresponding to the second steering wheel speed can be determined.

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

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

[0084] Understandably, the threat status of an obstacle is used to characterize whether an obstacle poses a threat to the vehicle.

[0085] In some embodiments, a second yaw rate of the vehicle can be determined based on the steering wheel angle and the vehicle speed; a heading angle of the vehicle can be determined based on the second yaw rate 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 between the obstacle and the vehicle can be determined based on the coordinates and relative displacement of the obstacle relative to the starting position; and if the driver's active obstacle avoidance ends and the relative lateral displacement is less than a ninth threshold, the threat status of the obstacle can be determined as a threat.

[0086] The second yaw rate differs from the first yaw rate. The second yaw rate is calculated based on the steering wheel angle and speed, and its calculation formula can be found in the following formula:

[0087]

[0088] In the formula, ω is the second yaw rate, and A g Here, L is the steering wheel angle, Ratio is the vehicle's steering ratio, L is the vehicle's wheelbase, v is the vehicle's speed, and K is the steering wheel angle. v This is the understeer coefficient of the vehicle.

[0089] Assuming a single-step prediction cycle of 0.02s, the prediction step size n can be calculated based on the turning duration and the following formula:

[0090] n = t / 0.02;

[0091] In the formula, t is the turning duration.

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

[0093]

[0094] In the formula, θ1 is the initial heading angle of the vehicle.

[0095] Based on the heading angle, velocity, and the following formulas, the relative displacements dx and dy of the vehicle from its initial position to its current position can be calculated:

[0096] dx = v × cos(θ²)

[0097] dy = v × sin(θ2);

[0098] By transforming the coordinates of the obstacle relative to its starting position and its relative displacement, the relative coordinates of the obstacle and the vehicle at each step can be calculated, thereby determining the relative lateral displacement between the obstacle and the vehicle.

[0099] In some embodiments, the threat status of an obstacle can be determined as threatening if the driver's active obstacle avoidance ends and the relative lateral displacement is less than a ninth threshold.

[0100] In the implementation process, if the driver's active obstacle avoidance ends with a state value of 1 and the relative lateral displacement is less than the ninth threshold, the threat status of the obstacle is determined to be threatening, and the state value of the obstacle's threat status is set to 1. If the relative lateral displacement is greater than or equal to the ninth threshold, the threat status of the obstacle is determined to be non-threatening, and the state value of the obstacle's threat status is set to 0.

[0101] By assessing the threat status after the driver's active obstacle avoidance has ended, the accuracy of obstacle threat status assessment has been improved, further reducing the probability of false triggering of the emergency obstacle avoidance function.

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

[0103] During implementation, the emergency obstacle avoidance function can be activated when the driver intends to avoid obstacles, the driver intends to turn, and the threat status is "threatened". Otherwise, the emergency obstacle avoidance function will not be activated.

[0104] This embodiment of the application filters the first steering wheel rotation speed of the vehicle to obtain a second steering wheel rotation speed; based on the second steering wheel rotation speed, it determines the driver's obstacle avoidance intention, steering intention, and steering duration; based on the obstacle avoidance intention, steering duration, and vehicle steering wheel angle, it determines the threat state of the obstacle; and based on the obstacle avoidance intention, steering intention, and threat state, it determines whether to activate the emergency obstacle avoidance function. By combining multiple factors—obstacle avoidance intention, steering intention, and the threat state of the obstacle—to determine whether to activate the vehicle's emergency obstacle avoidance function, the probability of the emergency obstacle avoidance function being falsely triggered is reduced, improving the user experience and reducing vehicle safety hazards.

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

[0106] Figure 2 A block diagram of a vehicle obstacle avoidance control device according to some embodiments of this application is shown. Figure 2 As shown, the vehicle obstacle avoidance control device of this application embodiment may include: a speed processing module 201, an intent judgment module 202, a threat state judgment module 203, and a function activation module 204. The speed processing module 201 filters the first steering wheel speed of the vehicle to obtain a second steering wheel speed. The intent judgment module 202 determines the driver's obstacle avoidance intent, steering intent, and steering duration based on the second steering wheel speed. The threat state judgment module 203 determines the threat state of the obstacle based on the obstacle avoidance intent, steering duration, and the vehicle's steering wheel angle. The function activation module 204 determines whether to activate the emergency obstacle avoidance function based on the obstacle avoidance intent, steering intent, and threat state.

[0107] In some embodiments, the intent determination module 202 can also be used to determine whether the driver has an obstacle avoidance intention based on the second steering wheel rotation speed, the driver's hand torque, the vehicle's first yaw rate and the vehicle's steering wheel angle; perform a fast Fourier transform on the second steering wheel rotation speed to determine whether the driver has a steering intention; and determine the steering duration based on the rotation speed range to which the second steering wheel rotation speed belongs.

[0108] In some embodiments, the intent determination module 202 can also be used to determine that an obstacle avoidance request is activated when the second steering wheel rotation speed is greater than a first threshold, the hand torque is greater than a second threshold, the first yaw rate is greater than a third threshold, and the steering wheel angle is greater than a fourth threshold; determine that the driver has an obstacle avoidance intent when the duration of the obstacle avoidance request activation reaches a first duration; determine that the obstacle avoidance request is deactivated when the second steering wheel rotation 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; and determine that the driver does not have an obstacle avoidance intent when the duration of the obstacle avoidance request deactivated reaches a second duration.

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

[0110] In some embodiments, the intent determination module 202 can also be used to extract the second steering wheel rotation speed using a sliding window to obtain extracted data; perform a fast Fourier transform on the extracted data to obtain a single-sided amplitude spectrum; determine the frequency axis corresponding to the single-sided 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 intent.

[0111] In some embodiments, the threat status determination module 203 can also be used to determine the second yaw rate of the vehicle based on the steering wheel angle and the vehicle speed; determine the heading angle of the vehicle based on the second yaw rate 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 between the obstacle and the vehicle based on the coordinates and relative displacement of the obstacle relative to the starting position; and determine the threat status of the obstacle as a threat if the driver's active obstacle avoidance ends and the relative lateral displacement is less than the ninth threshold.

[0112] In some embodiments, the function activation module 204 can 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 status is a threat.

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

[0114] Based on the same inventive concept, this application also provides a vehicle, see reference. Figure 3The diagram shows a structural schematic of a vehicle according to an embodiment of this application. The vehicle includes one or more memories 304, one or more processors 302, and at least one computer program (computer program instructions) stored in the memory 304 and executable on the processor 302. When the processor 302 executes the computer program, it implements the method described above.

[0115] Among them, Figure 3 In this document, a bus architecture (represented by bus 300) is used. Bus 300 may include any number of interconnected buses and bridges, linking 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 peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further 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, i.e., 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 can be used to store data used by processor 302 during operation.

[0116] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the method described above.

[0117] Based on the same inventive concept, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, causes the processor to perform the steps of the method 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 or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this 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, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single 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. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0120] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0121] If the integrated unit is implemented as 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 this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0122] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle obstacle avoidance control method, characterized in that, include: The first steering wheel speed of the vehicle is filtered to obtain the second steering wheel speed; Based on the rotation speed of the second steering wheel, determine the driver's obstacle avoidance intention, steering intention, and steering duration; The threat status of the obstacle is determined based on the obstacle avoidance intention, the steering duration, and the steering wheel angle of the vehicle; Based on the obstacle avoidance intention, the steering intention, and the threat status, determine whether to activate the emergency obstacle avoidance function; wherein, determining the driver's obstacle avoidance intention, steering intention, and steering duration based on the second steering wheel rotation speed includes: Based on the second steering wheel rotation speed, the driver's hand torque, the vehicle's first yaw rate, and the vehicle's steering wheel angle, determine whether the driver has an intention to avoid obstacles; A fast Fourier transform is performed on the second steering wheel rotation speed to determine whether the driver intends to steer. The steering duration is determined based on the speed range to which the second steering wheel rotation speed belongs; The step of performing a fast Fourier transform on the second steering wheel rotation speed to determine whether the driver intends to turn includes: The second steering wheel rotation speed is captured using a sliding window to obtain the captured data; Perform a Fast Fourier Transform on the extracted data to obtain a one-sided amplitude spectrum; Determine the frequency axis corresponding to the single-sided 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.

2. The vehicle obstacle avoidance control method according to claim 1, characterized in that, The step of determining whether the driver intends to avoid an obstacle based on the second steering wheel rotation speed, the driver's hand torque, the vehicle's first yaw rate, and the vehicle's steering wheel angle includes: If the second steering wheel rotation speed is greater than the first threshold, the hand torque is greater than the second threshold, the first yaw rate is greater than the third threshold, and the steering wheel angle is greater than the fourth threshold, then the obstacle avoidance request is activated. If the duration of the obstacle avoidance request activation reaches a first duration, it is determined that the driver has an obstacle avoidance intention; If the second steering wheel rotation 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 turned off, wherein the fifth threshold is less than the first threshold, and the sixth threshold is less than the second threshold; If the duration for which the obstacle avoidance request is turned off reaches a second duration, it is determined that the driver does not have an intention to avoid obstacles.

3. The vehicle obstacle avoidance control method according to claim 2, characterized in that, Also includes: If the driver intends to avoid an obstacle and the second steering wheel rotation speed is less than the seventh threshold, the driver's active obstacle avoidance is determined to have ended, wherein the seventh threshold is less than the fifth threshold.

4. The vehicle obstacle avoidance control method according to claim 1, characterized in that, Determining the threat status of an obstacle based on the obstacle avoidance intention, the steering duration, and the vehicle's steering wheel angle includes: The second yaw rate of the vehicle is determined based on the steering wheel angle and the vehicle speed. The heading angle of the vehicle is determined based on the second yaw rate and the steering duration; Based on the heading angle and the speed, determine the relative displacement of the vehicle from the starting position to the current position; The relative lateral displacement between the obstacle and the vehicle is determined 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 the ninth threshold, the threat status of the obstacle is determined to be threatening.

5. The vehicle obstacle avoidance control method according to any one of claims 1 to 4, characterized in that, The step of determining whether to activate the emergency obstacle avoidance function based on the obstacle avoidance intention, the turning intention, and the threat status includes: The emergency obstacle avoidance function is activated when the driver intends to avoid an obstacle, the driver intends to steer, and the threat status is deemed to be a threat.

6. The vehicle obstacle avoidance control method according to any one of claims 1 to 4, characterized in that, The process of filtering the first steering wheel speed of the vehicle to obtain the second steering wheel speed includes: The first steering wheel speed of the vehicle is processed by Kalman filtering to obtain the second steering wheel speed.

7. 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, it implements the steps of the method as described in any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any one of claims 1 to 6.

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