Method, system and device for vehicle emergency obstacle avoidance and vehicle

Abstract

The invention relates to the technical field of automatic driving, and discloses a method, system and device for vehicle emergency obstacle avoidance and an automobile. The method comprises the steps that coordinates of obstacles around a vehicle and coordinates of an obstacle avoidance terminal point are obtained; generating an initial obstacle avoidance track according to the initial position of the vehicle, the obstacle coordinates and the obstacle avoidance terminal point coordinates; according to a constraint condition corresponding to the vehicle, adjusting the initial obstacle avoidance trajectory to obtain a target obstacle avoidance trajectory; and controlling the vehicle to run according to the target obstacle avoidance track so as to perform emergency obstacle avoidance. When the initial obstacle avoidance trajectory is determined, all factors influencing the obstacle avoidance trajectory in the current environment are comprehensively considered, and the reasonable initial obstacle avoidance trajectory can be more efficiently planned. And then the constraint condition corresponding to the vehicle is introduced, so that the target obstacle avoidance track obtained through adjustment is smoother, the vehicle is controlled to run according to the target obstacle avoidance track, the state of the vehicle is not greatly changed, and the comfort of passengers in the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving technology, for example, to a method, system, device, and vehicle for emergency obstacle avoidance of a vehicle. Background Art

[0002] As people's living standards continue to improve, the number of cars in China has increased year by year, and at the same time, traffic accidents have also increased. Especially on highways, accidents are often more serious due to the high speed of vehicles. Data shows that one of the main causes of highway traffic accidents is that high-speed vehicles fail to avoid various obstacles in time. In order to cope with this problem, unmanned driving emergency obstacle avoidance technology has become a research hotspot for major companies, universities and research institutions in recent years, and has achieved remarkable results. Emergency obstacle avoidance is one of the key functions in unmanned driving systems. It can quickly perceive and respond to potential obstacles in emergencies to ensure that the vehicle safely leaves the dangerous area. Compared with traditional human drivers, unmanned driving systems have longer perception distances and faster reaction times, so they can better cope with various emergencies.

[0003] Related technology discloses a motion path planning method for an unmanned vehicle when encountering an obstacle. The method detects the traffic conditions of the current lane and the adjacent lanes on both sides of the vehicle in real time. When an obstacle is detected in front of the current lane, the type of obstacle is determined in combination with the traffic conditions of the adjacent lanes on both sides. Then, according to the type of obstacle, the corresponding motion path planning strategy is determined and executed to achieve obstacle avoidance by changing lanes, decelerating and braking, or bypassing obstacles.

[0004] In the process of implementing the embodiments of the present disclosure, it is found that there are at least the following problems in the related art:

[0005] The motion path planning strategy for the vehicle in the related art only considers how to avoid obstacles, but does not give enough consideration to the comfort performance during emergency obstacle avoidance. When the vehicle is performing emergency obstacle avoidance, the comfort of the passengers in the vehicle is low.

[0006] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present application, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Summary of the invention

[0007] In order to provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not an extensive review, nor is it intended to identify key / critical components or delineate the scope of protection of these embodiments, but rather serves as a prelude to the detailed description that follows.

[0008] The embodiments of the present disclosure provide a method, system, device, and vehicle for emergency obstacle avoidance of a vehicle, so as to improve the comfort of passengers in the vehicle when the vehicle is performing emergency obstacle avoidance.

[0009] In some embodiments, a method for vehicle emergency obstacle avoidance includes: obtaining the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint; generating an initial obstacle avoidance trajectory based on the vehicle's initial position, the obstacle coordinates, and the obstacle avoidance endpoint coordinates; adjusting the initial obstacle avoidance trajectory based on the constraints corresponding to the vehicle to obtain a target obstacle avoidance trajectory; and controlling the vehicle's travel according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance.

[0010] Optionally, obtaining the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint includes: analyzing the environmental information around the vehicle to determine the positions of obstacles around the vehicle and the position of the obstacle avoidance endpoint; converting the positions of obstacles around the vehicle and the position of the obstacle avoidance endpoint to the vehicle coordinate system to determine the coordinates of obstacles and the coordinates of the obstacle avoidance endpoint.

[0011] Optionally, an initial obstacle avoidance trajectory is generated according to the vehicle's initial position, obstacle coordinates and obstacle avoidance endpoint coordinates, including: determining the midpoint of a line connecting the vehicle's initial position and the obstacle avoidance endpoint coordinates; using the midpoint as a control point of a Bezier curve, and generating a Bezier curve from the vehicle's initial position to the obstacle avoidance endpoint coordinates according to the obstacle coordinates; and adjusting the Bezier curve to obtain an initial obstacle avoidance trajectory.

[0012] Optionally, adjusting the Bezier curve includes: determining a target point on the Bezier curve; calculating a vehicle steering angle corresponding to the target point according to an error between the target point and a current vehicle position; and adjusting the Bezier curve according to the vehicle steering angle.

[0013] Optionally, the initial obstacle avoidance trajectory is adjusted according to the constraints corresponding to the vehicle, including: discretizing the initial obstacle avoidance trajectory to generate discrete path points; determining the constraints of the vehicle based on a vehicle kinematic model; wherein the vehicle kinematic model is established based on the geometric characteristics of the vehicle; and adjusting the discrete path points according to the constraints.

[0014] Optionally, the vehicle constraints include one or more of the following: a speed constraint and an acceleration constraint of the vehicle determined according to the vehicle's own performance; a minimum turning radius constraint of the vehicle determined according to the vehicle's own steering wheel angle and vehicle geometric characteristics; a minimum distance constraint between the vehicle and the lane boundary determined according to environmental information around the vehicle; and a shortest time constraint.

[0015] Optionally, controlling the vehicle travel according to the target obstacle avoidance trajectory includes: converting the target obstacle avoidance trajectory into a vehicle control signal; and controlling the vehicle travel based on the vehicle control signal.

[0016] In some embodiments, a system for vehicle emergency obstacle avoidance includes: an environmental perception module, configured to obtain the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint; an obstacle avoidance decision module, configured to generate an initial obstacle avoidance trajectory based on the vehicle's initial position, obstacle coordinates and obstacle avoidance endpoint coordinates; a decision adjustment module, configured to adjust the initial obstacle avoidance trajectory according to the constraints corresponding to the vehicle to obtain a target obstacle avoidance trajectory; and a vehicle control module, configured to control the vehicle's driving according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance.

[0017] In some embodiments, the device for vehicle emergency obstacle avoidance includes a processor and a memory storing program instructions, and the processor is configured to execute the method for vehicle emergency obstacle avoidance as described above when running the program instructions.

[0018] In some embodiments, a car includes: a car body; a system for emergency obstacle avoidance of a vehicle as described above, or a device for emergency obstacle avoidance of a vehicle as described above, installed on the car body.

[0019] The method, system, device, and vehicle for emergency obstacle avoidance provided by the embodiments of the present disclosure can achieve the following technical effects:

[0020] In the disclosed embodiment, when the vehicle encounters an obstacle and needs to perform emergency obstacle avoidance, the coordinates of the obstacles around the vehicle and the obstacle avoidance endpoint can be obtained based on real-time environmental perception data, and the initial obstacle avoidance trajectory can be determined in combination with the initial position of the vehicle. Then, according to the constraints corresponding to the vehicle, the initial obstacle avoidance trajectory is adjusted to obtain the target obstacle avoidance trajectory, and finally the vehicle is controlled to travel according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance. When determining the initial obstacle avoidance trajectory, all factors that affect the obstacle avoidance trajectory in the current environment are comprehensively considered, and a reasonable initial obstacle avoidance trajectory can be planned more efficiently. Then, the constraints corresponding to the vehicle are introduced, which can make the adjusted target obstacle avoidance trajectory smoother. When controlling the vehicle to travel according to the target obstacle avoidance trajectory, the vehicle will not experience a large change in state, thereby improving the comfort of passengers in the vehicle.

[0021] The above general description and the following description are exemplary and explanatory only and are not intended to limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] One or more embodiments are exemplarily described by corresponding drawings, which do not limit the embodiments. Elements with the same reference numerals in the drawings are shown as similar elements, and the drawings do not constitute a scale limitation, and wherein:

[0023] Figure 1 is a schematic diagram of a method for emergency obstacle avoidance of a vehicle provided by an embodiment of the present disclosure;

[0024] Figure 2 is a schematic diagram of a vehicle performing emergency obstacle avoidance provided by an embodiment of the present disclosure;

[0025] Figure 3 is a schematic diagram of geometric characteristics of a vehicle provided by an embodiment of the present disclosure;

[0026] Figure 4 is a schematic diagram of a motion model of a vehicle provided by an embodiment of the present disclosure;

[0027] Figure 5 is a schematic diagram of a system for emergency obstacle avoidance of a vehicle provided by an embodiment of the present disclosure;

[0028] Figure 6 It is a schematic diagram of a device for emergency obstacle avoidance of a vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0029] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0030] In order to be able to understand the features and technical contents of the embodiments of the present disclosure in more detail, the implementation of the embodiments of the present disclosure is described in detail below in conjunction with the accompanying drawings. The attached drawings are for reference only and are not used to limit the embodiments of the present disclosure. In the following technical description, for the convenience of explanation, a full understanding of the disclosed embodiments is provided through multiple details. However, one or more embodiments can still be implemented without these details. In other cases, to simplify the drawings, well-known structures and devices can be simplified for display.

[0031] The terms "first", "second", etc. in the technical solutions described in 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 the data used in this way can be interchanged where appropriate, so as to describe the embodiments of the disclosed embodiments described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0032] Unless otherwise stated, the term "plurality" means two or more.

[0033] In the embodiment of the present disclosure, the character " / " indicates that the preceding and following objects are in an "or" relationship. For example, A / B indicates: A or B.

[0034] The term "and / or" is a description of the association relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or, A and B.

[0035] The term "correspondence" may refer to an association relationship or a binding relationship. The correspondence between A and B means that there is an association relationship or a binding relationship between A and B.

[0036] Combination Figure 1 As shown, the embodiment of the present disclosure provides a method for emergency obstacle avoidance of a vehicle, the execution subject of the method may be a processor, and the method includes:

[0037] S101, the processor obtains the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint.

[0038] S102, the processor generates an initial obstacle avoidance trajectory according to the initial position of the vehicle, the obstacle coordinates and the obstacle avoidance end point coordinates.

[0039] S103: The processor adjusts the initial obstacle avoidance trajectory according to the constraints corresponding to the vehicle to obtain a target obstacle avoidance trajectory.

[0040] S104: The processor controls the vehicle to travel according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance.

[0041] Combination Figure 2 As shown, in the embodiment of the present disclosure, when the vehicle encounters an obstacle and needs to perform emergency obstacle avoidance, the coordinates of the obstacles around the vehicle and the obstacle avoidance endpoint can be obtained based on real-time environmental perception data, and the initial obstacle avoidance trajectory can be determined in combination with the initial position of the vehicle. Then, according to the constraints corresponding to the vehicle, the initial obstacle avoidance trajectory is adjusted to obtain the target obstacle avoidance trajectory, and finally the vehicle is controlled to travel according to the target obstacle avoidance trajectory for emergency obstacle avoidance. When determining the initial obstacle avoidance trajectory, all factors that affect the obstacle avoidance trajectory in the current environment are comprehensively considered, and a reasonable initial obstacle avoidance trajectory can be planned more efficiently. Then, by introducing the constraints corresponding to the vehicle, the adjusted target obstacle avoidance trajectory can be made smoother. When controlling the vehicle to travel according to the target obstacle avoidance trajectory, the vehicle will not experience a large change in state, thereby improving the comfort of passengers in the vehicle.

[0042] Optionally, obtaining the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint includes: analyzing the environmental information around the vehicle to determine the positions of obstacles around the vehicle and the position of the obstacle avoidance endpoint; converting the positions of obstacles around the vehicle and the position of the obstacle avoidance endpoint to the vehicle coordinate system to determine the coordinates of obstacles and the coordinates of the obstacle avoidance endpoint.

[0043] In this embodiment, obstacle information in the vehicle's surrounding environment, including position, speed, etc., can be obtained in real time through the sensors carried, such as cameras, laser radars, etc. After processing and analyzing these perception data, the position of obstacles around the vehicle and the position of the obstacle avoidance end point can be determined. The coordinates of the obstacle and the obstacle avoidance end point relative to the vehicle are calculated to achieve the coordinate system transformation of the obstacle position and the obstacle avoidance end point, and then converted to the vehicle coordinate system, so that the obstacle coordinates and the obstacle avoidance end point coordinates can be determined in the vehicle coordinate system. The vehicle coordinate system can use the initial position of the vehicle as the origin. In this way, the data of the obstacle and the obstacle avoidance end point can be relative to the position and direction of the vehicle, which facilitates subsequent path planning and obstacle avoidance decisions. In addition, since the environment is dynamically changing, the position information of the obstacle and the obstacle avoidance end point needs to be continuously updated and processed in real time.

[0044] Optionally, an initial obstacle avoidance trajectory is generated according to the vehicle's initial position, obstacle coordinates and obstacle avoidance endpoint coordinates, including: determining the midpoint of a line connecting the vehicle's initial position and the obstacle avoidance endpoint coordinates; using the midpoint as a control point of a Bezier curve, and generating a Bezier curve from the vehicle's initial position to the obstacle avoidance endpoint coordinates according to the obstacle coordinates; and adjusting the Bezier curve to obtain an initial obstacle avoidance trajectory.

[0045] In this embodiment, the initial obstacle avoidance trajectory is determined by using a Bezier curve. The Bezier curve can generate a very smooth curved path. For the trajectory planning of an autonomous driving vehicle, a smooth path can reduce sharp turns and accelerations of the vehicle and improve ride comfort. The shape of the Bezier curve is mainly determined by the control points. Changing any control point will only affect a certain part of the curve, which makes the adjustment and optimization of the curve more flexible and accurate. According to the coordinates of the obstacle, the control points of the Bezier curve are determined while avoiding the obstacle, thereby generating a Bezier curve from the initial position of the vehicle to the coordinates of the obstacle avoidance end point. Finally, the Bezier curve is adjusted to obtain a smoother initial obstacle avoidance trajectory.

[0046] Optionally, determining the middle point of the line connecting the initial position of the vehicle and the obstacle avoidance end point coordinates includes: determining the x-coordinate and the y-coordinate of the middle point in the vehicle coordinate system.

[0047] Optionally, the x-coordinate of the midpoint is determined according to the following formula:

[0048]

[0049] p ix =Δx×i

[0050] Among them, dis x is the distance deviation between the initial position of the vehicle and the coordinates of the obstacle avoidance endpoint in the x direction, num is the number of intermediate points, i is the i-th intermediate point, and the value range of i is [1, num], pix is the x-coordinate of the i-th midpoint.

[0051] Optionally, the y coordinate of the midpoint is determined according to the following formula:

[0052]

[0053] p iy =Δy×i

[0054] Among them, dis y is the distance deviation between the vehicle's initial position and the obstacle avoidance endpoint coordinates in the y direction, p iy is the y coordinate of the i-th midpoint.

[0055] Therefore, the i-th intermediate point P i The coordinates of (p ix , p iy ). Set the middle point P i As the control point of the Bezier curve, taking the n-order Bezier curve as an example, the Bezier curve B(x) is generated according to the following formula:

[0056]

[0057] Optionally, adjusting the Bezier curve includes: determining a target point on the Bezier curve; calculating a vehicle steering angle corresponding to the target point according to an error between the target point and a current vehicle position; and adjusting the Bezier curve according to the vehicle steering angle.

[0058] In this embodiment, a pure tracking method is used to adjust the Bezier curve to obtain an initial obstacle avoidance trajectory. The adjustment goal is to keep the line between the current position of the vehicle and the target point on the initial obstacle avoidance trajectory consistent with the vehicle's driving direction while allowing the vehicle to travel along the initial obstacle avoidance trajectory. After determining the first target point, a pure tracking method is used to adjust the Bezier curve between the current vehicle position and the first target point. Then, using the first target point as the current vehicle position, the next target point is determined on the Bezier curve, and the pure tracking method is repeatedly used to adjust the Bezier curve between the current vehicle position and the next target point until the entire Bezier curve is adjusted.

[0059] Optionally, determining the target point on the Bezier curve includes: selecting a target point P on the current trajectory p(s) that is at a distance M from the current vehicle position x t Among them, P t =p(s t ).

[0060] Optionally, the error e between the target point and the current vehicle position is calculated according to the following formula: path :

[0061] e path =P t -x

[0062] Optionally, the vehicle steering angle δ corresponding to the target point is calculated according to the following formula:

[0063]

[0064] Among them, θ is the angle between the current direction of the vehicle and the target point, and d is the distance from the vehicle to the target point.

[0065] Optionally, the Bezier curve is adjusted according to the vehicle steering angle, and the adjustment target is to minimize the error between the path point and the actual tracking path. The formula for adjusting the target is as follows:

[0066]

[0067] Among them, p j is a point on the path.

[0068] Optionally, the initial obstacle avoidance trajectory is adjusted according to the constraints corresponding to the vehicle, including: discretizing the initial obstacle avoidance trajectory to generate discrete path points; determining the constraints of the vehicle based on a vehicle kinematic model; wherein the vehicle kinematic model is established based on the geometric characteristics of the vehicle; and adjusting the discrete path points according to the constraints.

[0069] In this embodiment, the initial obstacle avoidance trajectory is converted into discrete path points, and then the discrete path points are adjusted according to the corresponding constraints of the vehicle, so that the adjusted path points will not exceed the physical limitations of the vehicle, such as speed, acceleration, and turning radius. By optimizing the path points, unnecessary speed changes and steering can be reduced, as well as sudden braking and sharp turns, providing a smoother ride experience. The adjusted trajectory ensures that the vehicle can follow the trajectory during actual driving, reducing emergency stops or detours caused by infeasible paths. In addition, using discrete path points for adjustment can make the adjustment results more accurate, which helps to improve the response speed and control accuracy of the vehicle.

[0070] Optionally, the initial obstacle avoidance trajectory is discretized to generate discrete path points, including: constructing a TEB (Timed Elastic Band) trajectory model to modify the global path; in the TEB trajectory model, constructing the initial obstacle avoidance trajectory into discrete path points with posture information.

[0071] In this embodiment, the TEB trajectory model is a trajectory optimization method that can represent the trajectory as a series of discrete points with posture information, which are connected to form an elastic and retractable "belt". The TEB trajectory model allows the trajectory to be dynamically adjusted locally to adapt to environmental changes while maintaining global consistency. The continuous initial obstacle avoidance trajectory is discretized to generate a series of discrete path points, which contain not only position information but also direction information. For each discrete path point in the TEB trajectory model, in addition to the position coordinates, it is also necessary to determine its posture information, that is, the direction of the vehicle at each point. This can be achieved by calculating the derivative of the trajectory at this point, and the direction of the derivative is the direction of the vehicle. In the TEB trajectory model, each discrete path point is also associated with a timestamp, indicating the expected time for the vehicle to arrive at that point. These timestamps can be calculated based on the vehicle's velocity model and path length to ensure the temporal feasibility of the trajectory.

[0072] Optionally, the initial obstacle avoidance trajectory is constructed into discrete path points with posture information, including: defining the posture state of the discrete path points; determining the posture sequence and time series of the discrete path points according to the posture state; and merging the posture sequence and time series.

[0073] Optionally, the posture state S is defined as follows: i :

[0074] S i =(x i ,y i , β i ) T

[0075] Among them, x i is the x coordinate of the ith path point, y i is the y coordinate of the i-th path point, β i is the direction angle of the i-th path point.

[0076] Optionally, the pose sequence Q is determined according to the following formula:

[0077] Q={S i}, i = 0, 1, ..., n

[0078] Optionally, the time series Δτ of n posture intervals is determined according to the following formula:

[0079] ΔT={ΔT i}, i = 0, 1, ..., n-1

[0080] Optionally, the pose sequence and time series are merged according to the following formula:

[0081] B=(Q,Δτ)

[0082] Optionally, the vehicle kinematic model is established according to the following formula:

[0083]

[0084] Among them, combined Figure 3 As shown, is the speed in the x-axis direction, is the velocity in the y-axis direction, is the angular velocity, v(t) is the vehicle's speed, β(t) is the angle between the vehicle's direction of travel and the horizontal direction, φ(t) is the vehicle's steering angle, and L is the vehicle's axial length.

[0085] Optionally, the speed constraint of the vehicle is determined based on the vehicle's own performance, including: determining the linear velocity and angular velocity of each point in the vehicle; and determining the speed constraint based on the linear velocity and angular velocity.

[0086] Optionally, the linear velocity v of the kth point is determined according to the following formula: k :

[0087]

[0088] Among them, combined Figure 4 As shown, ρ k is the radius of curvature of the kth point, Δβ k is the direction change angle between the kth point and the k+1th point, ΔT k is the time interval between the kth point and the k+1th point, γ(s k ,s k+1 ) is the adjustment factor, s k is the position state of the kth point, s k+1 is the posture state of the k+1th point.

[0089] Optionally, in Δβ k When it is much less than 1, the linear velocity V is expressed as follows k :

[0090]

[0091] Among them, combined Figure 4 As shown, d k is the vector between the kth point and the k+1th point, ‖‖d k || 2 is the vector d k The Euclidean norm of is the straight-line distance between the kth point and the k+1th point.

[0092] Optionally, the angular velocity ω of the kth point is determined according to the following formula: k :

[0093]

[0094] Optionally, the speed constraint ν is determined according to the following formula: k :

[0095] v k (s k+1 ,s k , ΔT k )=[v max -|v k |,ω max -|ω k |] T

[0096] Among them, v max is the maximum speed of the vehicle, ω max is the maximum angular velocity of the vehicle.

[0097] Optionally, the acceleration constraint of the vehicle determined according to the vehicle's own performance includes: determining the acceleration of the vehicle according to the linear speed; and determining the acceleration constraint according to the acceleration.

[0098] Optionally, the acceleration a of the kth point is determined according to the following formula: k :

[0099]

[0100] Among them, v k+1 is the linear velocity of the k+1th point, ΔT k+1 is the time interval between the k+1th point and the k+2th point.

[0101] Optionally, the acceleration constraint α is determined according to the following formula: k :

[0102] α k (s k+2 ,s k+1 ,s k , ΔT k+1 , ΔT k )=a max -|a k |

[0103] Among them, s k+2 is the position state of the k+2th point, a max is the maximum acceleration of the vehicle.

[0104] Optionally, in order to ensure the smoothness of acceleration, the jerk constraint is determined according to the following formula:

[0105]

[0106]

[0107] Among them, a k+1 is the acceleration of the k+1th point, ΔT k+2 is the time interval between the k+2th point and the k+3th point, s k+3 is the posture state of the k+3th point.

[0108] Optionally, determining the minimum turning radius constraint of the vehicle includes: determining the turning radius of the vehicle based on the vehicle's own steering wheel angle and vehicle geometric characteristics; and determining the minimum turning radius constraint based on the vehicle's turning radius.

[0109] Optionally, the turning radius ρ of the vehicle is determined according to the following formula: k :

[0110]

[0111] Optionally, in Δβ k When it is much less than 1, the turning radius of the vehicle is expressed as follows: k :

[0112]

[0113] Optionally, the minimum turning radius constraint ρ of the vehicle is determined according to the following formula: min :

[0114] ρ k ≥ρ min

[0115] Optionally, the minimum distance constraint between the vehicle and the lane boundary determined based on the environmental information around the vehicle includes: determining the pose point s in the TEB trajectory model k The minimum distance δ(s k , O); Determine the minimum distance constraint between the vehicle and the lane boundary according to the minimum distance.

[0116] Optionally, the minimum distance constraint between the vehicle and the lane boundary is determined according to the following formula: k :

[0117] o k (s k )=[δ(s k , O 1 ),δ(s k , O 2 ), ..., δ(s k , O R )] T -[δ min , δ min, ..., δ min ] T

[0118] Optionally, the shortest time constraint f(k) is determined according to the following formula:

[0119] f(k)=(ΔT k ) 2

[0120] Optionally, discrete path points are adjusted according to the constraints, including: determining the weights of the constraints according to the time state and the posture state; and performing weighted multi-objective adjustment on the discrete path points according to the weights of the constraints.

[0121] Optionally, the multi-objective adjustment function is determined according to the following formula:

[0122]

[0123] Among them, a, b, c, d, e, and f are the weights corresponding to the speed constraint, acceleration constraint, jerk constraint, minimum turning radius constraint, minimum distance constraint, and shortest time constraint, respectively.

[0124] Optionally, a graph optimization tool is used to optimize the multi-objective adjustment function to obtain an optimized target obstacle avoidance trajectory. The graph optimization tool includes g2o.

[0125] Optionally, controlling the vehicle travel according to the target obstacle avoidance trajectory includes: converting the target obstacle avoidance trajectory into a vehicle control signal; and controlling the vehicle travel based on the vehicle control signal.

[0126] In this embodiment, a series of discrete path points can be sampled in the target obstacle avoidance trajectory, and these points contain the position and direction information that the vehicle should reach. The kinematic or dynamic model of the vehicle is applied to generate control signals according to the difference between the current position of the vehicle and the path points, including a steering signal indicating the direction and angle that the vehicle needs to turn; a throttle signal to control the acceleration or speed of the vehicle; and a brake signal to control the deceleration of the vehicle. The generated control signal is sent to the vehicle's actuators, such as the steering system, power system, and brake system, to control the vehicle to perform emergency obstacle avoidance.

[0127] Combination Figure 5 As shown, an embodiment of the present disclosure provides a system for emergency obstacle avoidance of a vehicle, including: an environment perception module 200, an obstacle avoidance decision module 300, a decision adjustment module 400 and a vehicle control module 500.

[0128] The environment perception module 200 is configured to obtain the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint. The obstacle avoidance decision module 300 is configured to generate an initial obstacle avoidance trajectory based on the initial position of the vehicle, the obstacle coordinates and the obstacle avoidance endpoint coordinates. The decision adjustment module 400 is configured to adjust the initial obstacle avoidance trajectory according to the constraints corresponding to the vehicle to obtain the target obstacle avoidance trajectory. The vehicle control module 500 is configured to control the vehicle to travel according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance.

[0129] In the disclosed embodiment, the environmental perception module 200 can obtain information about surrounding obstacles in real time through the sensors carried by it, including position, speed, etc. After being processed and analyzed, these perception data can be provided to the subsequent obstacle avoidance decision module 300 for use. The obstacle avoidance decision module 300 evaluates the relationship between the vehicle and the obstacle based on the data provided by the environmental perception module and determines the initial obstacle avoidance trajectory. The decision adjustment module 400 can comprehensively consider factors such as the vehicle's dynamic constraints, the position and speed of the obstacle, and adjust the initial obstacle avoidance trajectory to determine a safe and effective target obstacle avoidance trajectory. The vehicle control module 500 converts the target obstacle avoidance trajectory provided by the decision adjustment module into corresponding control instructions, and controls the vehicle's steering, acceleration and other parameters to achieve the goal of avoiding obstacles.

[0130] Combination Figure 6 As shown, the embodiment of the present disclosure provides a device 600 for emergency obstacle avoidance of a vehicle, including a processor 700 and a memory 701, and may also include a communication interface 702 and a bus 703. Among them, the processor 700, the communication interface 702, and the memory 701 can communicate with each other through the bus 703. The communication interface 702 can be used for information transmission. The processor 700 can call the logic instructions in the memory 701 to execute the method for emergency obstacle avoidance of the vehicle in the above embodiment.

[0131] In addition, the logic instructions in the memory 701 described above may be implemented in the form of software functional units and when sold or used as independent products, may be stored in a computer-readable storage medium.

[0132] The memory 701 is a computer-readable storage medium that can be used to store software programs and computer executable programs, such as program instructions / modules corresponding to the method in the embodiment of the present disclosure. The processor 700 executes the function application and data processing by running the program instructions / modules stored in the memory 701, that is, the method for emergency obstacle avoidance of the vehicle in the above method embodiment is implemented.

[0133] The memory 701 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required for at least one function; the data storage area may store data created according to the use of the terminal device, etc. In addition, the memory 701 may include a high-speed random access memory and may also include a non-volatile memory.

[0134] The embodiments of the present disclosure provide a car, comprising: a car body; a system for emergency obstacle avoidance of a vehicle as described above, or a device for emergency obstacle avoidance of a vehicle as described above, installed on the car body. The installation relationship described here is not limited to placement inside the car, but also includes installation connections with other components of the car, including but not limited to physical connections, electrical connections, or signal transmission connections, etc. Those skilled in the art can understand that the system for emergency obstacle avoidance of a vehicle, or the device for emergency obstacle avoidance of a vehicle can be adapted to a feasible car body, thereby realizing other feasible embodiments.

[0135] An embodiment of the present disclosure provides a computer-readable storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured to execute the above-mentioned method for emergency obstacle avoidance of a vehicle.

[0136] An embodiment of the present disclosure provides a computer program product, which includes a computer program stored on a computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer executes the above-mentioned method for emergency obstacle avoidance of a vehicle.

[0137] The computer-readable storage medium mentioned above may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0138] The technical solution of the embodiment of the present disclosure can be embodied in the form of a software product, which is stored in a storage medium and includes one or more instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in the embodiment of the present disclosure. The aforementioned storage medium may be a non-transient storage medium, including: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes, or a transient storage medium.

[0139] The above description and the accompanying drawings fully illustrate the embodiments of the present disclosure so that those skilled in the art can practice them. Other embodiments may include structural, logical, electrical, process and other changes. The embodiments represent only possible changes. Unless explicitly required, individual components and functions are optional, and the order of operation may vary. The parts and features of some embodiments may be included in or replace the parts and features of other embodiments. The scope of the embodiments of the present disclosure includes the entire scope of the claims, and all available equivalents of the claims. When used in this application, although the terms "first", "second", etc. may be used in this application to describe each element, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without changing the meaning of the description, the first element can be called the second element, and similarly, the second element can be called the first element, as long as all occurrences of the "first element" are renamed consistently and all occurrences of the "second element" are renamed consistently. The first element and the second element are both elements, but may not be the same element. Moreover, the words used in this application are only used to describe the embodiments and are not used to limit the claims. As used in the description of the embodiments and claims, unless the context clearly indicates, the singular forms "a", "an" and "the" are intended to include the plural forms as well. Similarly, the term "and / or" as used in this application refers to any and all possible combinations of one or more associated listings. In addition, when used in this application, the term "comprise" and its variants "comprises" and / or comprising refer to the presence of stated features, wholes, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or groups of these. In the absence of further restrictions, the elements defined by the sentence "including one..." do not exclude the presence of other identical elements in the process, method or device including the elements. In this article, each embodiment may focus on the differences from other embodiments, and the same and similar parts between the embodiments may refer to each other. For the methods, products, etc. disclosed in the embodiments, if they correspond to the method part disclosed in the embodiments, then the relevant parts can refer to the description of the method part.

[0140] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software may depend on the specific application and design constraints of the technical solution. The technicians may use different methods for each specific application to implement the described functions, but such implementations should not be considered to exceed the scope of the embodiments of the present disclosure. The technicians may clearly understand that, for the convenience and simplicity of description, the specific working processes of the systems, devices and units described above may refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here.

[0141] In the embodiments disclosed herein, the disclosed methods and products (including but not limited to devices, equipment, etc.) can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units can be only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between each other shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms. The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to implement this embodiment. In addition, each functional unit in the embodiment of the present disclosure may be integrated in a processing unit, or each unit may exist physically alone, or two or more units may be integrated in one unit.

[0142] The flowchart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to the embodiment of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which can depend on the functions involved. In the description corresponding to the flowchart and the block diagram in the accompanying drawings, the operations or steps corresponding to different boxes can also occur in a different order from the order disclosed in the description, and sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which can depend on the functions involved. Each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs the specified functions or actions, or may be implemented by a combination of dedicated hardware and computer instructions.

Claims

1. A method for emergency obstacle avoidance of a vehicle, characterized in that: include: Obtain the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint; Generate the initial obstacle avoidance trajectory based on the vehicle's initial position, obstacle coordinates, and obstacle avoidance endpoint coordinates; According to the corresponding constraints of the vehicle, adjust the initial obstacle avoidance trajectory to obtain the target obstacle avoidance trajectory; The vehicle is controlled according to the target obstacle avoidance trajectory to perform emergency obstacle avoidance.

2. The method according to claim 1, characterized in that Obtain the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint, including: Analyze the environmental information around the vehicle to determine the location of obstacles around the vehicle and the end point of obstacle avoidance; The obstacle positions around the vehicle and the obstacle avoidance endpoint positions are converted to the vehicle coordinate system to determine the obstacle coordinates and obstacle avoidance endpoint coordinates.

3. The method according to claim 1, characterized in that According to the initial position of the vehicle, the coordinates of the obstacle and the coordinates of the obstacle avoidance endpoint, the initial obstacle avoidance trajectory is generated, including: Determine the middle point of the line connecting the vehicle's initial position and the obstacle avoidance endpoint coordinates; The middle point is used as the control point of the Bezier curve, and a Bezier curve from the initial position of the vehicle to the coordinates of the obstacle avoidance end point is generated according to the coordinates of the obstacle; Adjust the Bezier curve to obtain the initial obstacle avoidance trajectory.

4. The method according to claim 3, characterized in that Adjust Bezier curves, including: Determine the target point on the Bezier curve; According to the error between the target point and the current vehicle position, the vehicle steering angle corresponding to the target point is calculated; Adjust the Bezier curve according to the vehicle's steering angle.

5. The method according to claim 1, characterized in that Adjust the initial obstacle avoidance trajectory according to the corresponding constraints of the vehicle, including: Discretize the initial obstacle avoidance trajectory to generate discrete path points; Determine the constraints of the vehicle based on the vehicle kinematics model; wherein the vehicle kinematics model is established based on the geometric characteristics of the vehicle; Adjust the discrete path points according to the constraints.

6. The method according to claim 5, characterized in that Vehicle constraints include one or more of the following: The speed constraint and acceleration constraint of the vehicle determined according to the vehicle's own performance; The minimum turning radius constraint of the vehicle is determined based on the vehicle's own steering wheel angle and vehicle geometric characteristics; A minimum distance constraint between the vehicle and the lane boundary determined based on the environmental information surrounding the vehicle; Minimum time constraint.

7. The method according to any one of claims 1 to 6, characterized in that: Control the vehicle according to the target obstacle avoidance trajectory, including: Convert the target obstacle avoidance trajectory into vehicle control signals; The vehicle travel is controlled based on the vehicle control signal.

8. A system for emergency obstacle avoidance of a vehicle, characterized in that: include: An environment perception module is configured to obtain the coordinates of obstacles around the vehicle and the coordinates of the obstacle avoidance endpoint; The obstacle avoidance decision module is configured to generate an initial obstacle avoidance trajectory according to the vehicle initial position, the obstacle coordinates and the obstacle avoidance end point coordinates; A decision adjustment module is configured to adjust the initial obstacle avoidance trajectory according to the constraint conditions corresponding to the vehicle to obtain a target obstacle avoidance trajectory; The vehicle control module is configured to control the vehicle's travel according to a target obstacle avoidance trajectory to perform emergency obstacle avoidance.

9. A device for emergency obstacle avoidance of a vehicle, comprising a processor and a memory storing program instructions, characterized in that: The processor is configured to execute the method for vehicle emergency obstacle avoidance as described in any one of claims 1 to 7 when running the program instructions.

10. An automobile, characterized in that: include: Car body; The system for emergency obstacle avoidance of a vehicle as claimed in claim 8, or the device for emergency obstacle avoidance of a vehicle as claimed in claim 9, is installed on the vehicle body.

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