Driving turning anti-collision control method and device, vehicle and medium

Abstract

The method is mainly applied to the technical field of automobile engineering. The invention discloses a driving turning anti-collision control method and device, a vehicle and a medium, and the method comprises the steps: responding to a steering instruction of the vehicle, and generating a local coordinate system taking the current position of the vehicle as an original point; determining predicted position coordinates of the vehicle in the local coordinate system based on the steering angle and the driving speed of the vehicle; when the obstacle is detected, determining the obstacle coordinate of the obstacle in the local coordinate system; determining a collision risk value of the vehicle and the obstacle based on the predicted position coordinate and the obstacle coordinate; and when the collision risk value is larger than a preset safety threshold value, a braking instruction is sent to the vehicle so as to control the vehicle to brake. According to the method, the static or low-speed moving obstacle can be effectively identified in a complex turning scene, and a braking measure is taken in time, so that the active safety of the vehicle in the turning process is improved, and the collision risk is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile engineering, and in particular to a method, device, vehicle and medium for controlling vehicle turning anti-collision. Background Art

[0002] In recent years, as active safety regulations worldwide have increasingly demanded coverage of diverse collision scenarios, collision regulations, such as CNCAP2024 and ENCAP2023, have gradually incorporated cornering collision scenarios into their technical specifications, pushing forward front collision safety standards to world-leading levels. However, the existing regulatory framework still suffers from a mismatch between scenario coverage and system functional requirements. Specifically, a systematic evaluation system for scenarios where the vehicle's cornering trajectory coexists with static obstacles has yet to be established. Driven by regulations for the continuous expansion of new crash test scenarios, existing forward collision warning (FCW) / automatic emergency braking (AEB) systems face technical bottlenecks in achieving both scenario adaptability and functional reliability. Specifically, systems must meet positive triggering requirements for newly added regulatory scenarios while maintaining functional inhibition capabilities in complex scenarios not covered by the standards, such as cornering encounters with static objects. This poses a dual challenge to the scenario generalization capabilities of perception-decision systems. Summary of the Invention

[0003] The present invention provides a method, device, vehicle and medium for collision avoidance control during vehicle turning, which can effectively identify stationary or slow-moving obstacles in complex turning scenarios and take braking measures in a timely manner, thereby improving the active safety of the vehicle during turning and reducing the risk of collision.

[0004] The present invention provides a method for controlling vehicle turning collision avoidance, the method comprising: In response to a steering command of the vehicle, generating a local coordinate system with a current position of the vehicle as an origin; Determining a predicted position coordinate of the vehicle in the local coordinate system based on a steering angle and a driving speed of the vehicle; When an obstacle is detected, determining the obstacle coordinates of the obstacle in the local coordinate system; determining a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates; When the collision risk value is greater than a preset safety threshold, a braking instruction is sent to the vehicle to control the vehicle to stop.

[0005] Optionally, generating a local coordinate system with the current position of the vehicle as the origin in response to a steering instruction of the vehicle includes: When the steering angle of the vehicle is greater than a preset threshold, generating a plurality of coordinate systems; Updating the number of the coordinate system according to the real-time steering angle of the vehicle during the steering process; A target coordinate system is determined from the updated multiple coordinate systems according to the real-time position of the vehicle during the steering process and is used as the local coordinate system.

[0006] Optionally, when an obstacle is detected, determining the obstacle coordinates of the obstacle in the local coordinate system includes: generating a vehicle coordinate system of the vehicle at a position corresponding to the predicted position coordinates; Obtaining the obstacle coordinates of the obstacle in the vehicle coordinate system; The obstacle coordinates in the vehicle coordinate system are converted into obstacle coordinates in the local coordinate system based on a rotation angle between the vehicle coordinate system and the local coordinate system.

[0007] Optionally, the converting the obstacle coordinates in the ego-vehicle coordinate system into the obstacle coordinates in the local coordinate system based on the rotation angle between the ego-vehicle coordinate system and the local coordinate system includes: Determining a coordinate axis rotation relationship between the vehicle coordinate system and the local coordinate system according to a complementary angle direction of the rotation angle; Based on the coordinate axis rotation relationship, performing trigonometric function adjustment on the lateral component and the longitudinal component of the center point of the obstacle in the vehicle coordinate system; According to the current position coordinates of the vehicle in the local coordinate system, the adjusted lateral component and the longitudinal component are translated and superimposed to obtain the projection position of the center point of the obstacle in the local coordinate system and the corresponding obstacle coordinates.

[0008] Optionally, determining a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates includes: When the vehicle is in a clockwise turning state, generating a driving trajectory reference line of the vehicle according to the current rotation angle of the vehicle and the predicted position coordinates; Determining a vertical distance between the obstacle and the driving trajectory reference line based on the obstacle coordinates; When the vertical distance is outside the range of a preset safety radius, the collision risk value is zero.

[0009] Optionally, determining a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates includes: When the vehicle is in a counterclockwise turning state, determining a rotation time based on an angular change and an angular velocity required for the vehicle to move from the position of the predicted position coordinates to a target tangent direction; determining a travel distance for the vehicle to reach a collision risk area based on a coordinate difference between the vehicle and the obstacle in the local coordinate system and a preset safety radius; determining an estimated time for the vehicle to reach the collision risk area based on the travel distance and the current speed of the vehicle; When the rotation time is less than the expected time, the collision risk value is zero.

[0010] Optionally, the step of determining the safety radius includes: Determining an average length value between a diagonal length of a circumscribed rectangle of the obstacle and a diagonal length of a circumscribed rectangle of the vehicle; The safety radius is determined based on the average length value.

[0011] The present invention also provides a vehicle turning anti-collision control device, the device comprising: a coordinate system management module, configured to generate a local coordinate system with a current position of the vehicle as an origin in response to a steering instruction of the vehicle; A prediction module, configured to determine a predicted position coordinate of the vehicle in the local coordinate system based on a steering angle and a driving speed of the vehicle; a detection module, configured to determine the coordinates of the obstacle in the local coordinate system when an obstacle is detected; a judgment module, configured to determine a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates; The control module is configured to send a braking instruction to the vehicle to control the vehicle to stop when the collision risk value is greater than a preset safety threshold.

[0012] The present invention also provides a vehicle, including a vehicle control device, the vehicle control device including a memory, a processor and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements any one of the above-mentioned methods for avoiding collision control during vehicle turning.

[0013] The present invention also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for controlling vehicle turning collision avoidance as described in any one of the above items is implemented.

[0014] The present invention has at least the following beneficial effects: In response to a vehicle steering command, a local coordinate system is generated with the vehicle's current position as its origin. This design enables the vehicle to establish a dynamic reference frame during cornering, providing a basis for subsequent position and collision risk calculations. The system determines the predicted position of the vehicle in the local coordinate system based on the vehicle's steering angle and speed. This allows the system to predict the vehicle's trajectory in advance, providing future position information for collision risk assessment. When an obstacle is detected, its coordinates in the local coordinate system are determined. This step enables the system to accurately determine the obstacle's position relative to the vehicle, regardless of whether the obstacle is stationary or moving at low speed. Based on the vehicle's predicted position and the obstacle's coordinates, the system calculates the collision risk between the vehicle and the obstacle. This system assesses the potential collision risk between the vehicle and the obstacle in real time, providing a basis for subsequent braking decisions. When the collision risk exceeds a preset safety threshold, the system issues a braking command to the vehicle, bringing it to a stop. This approach enables timely braking measures when the collision risk is high, avoiding or mitigating collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the technical solution of the present invention and do not constitute a limitation to the technical solution of the present invention.

[0016] Figure 1 The invention is a flowchart of steps of a vehicle turning anti-collision control method; Figure 2 This is a flowchart of step S101 in the vehicle turning anti-collision control method; Figure 3 This is a flowchart of step S103 in the vehicle turning anti-collision control method; Figure 4 This is a flowchart of step S104 in the vehicle turning anti-collision control method; Figure 5 is another step flow chart of step S104 in the vehicle turning anti-collision control method; Figure 6 It is a program logic diagram for realizing a vehicle turning anti-collision control method; Figure 7 It is a reference map used to calculate collision risk in the vehicle turning collision avoidance control method; Figure 8 The present invention is a structural diagram of a vehicle turning anti-collision control device. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0018] Please refer to Figure 1 , Figure 1 The invention discloses a flowchart of steps of a vehicle turning anti-collision control method.

[0019] This embodiment provides a method for controlling vehicle turning collision avoidance, including: S101 . In response to a steering instruction of a vehicle, generate a local coordinate system with a current position of the vehicle as an origin.

[0020] S102: Determine the predicted position coordinates of the vehicle in the local coordinate system based on the steering angle and driving speed of the vehicle.

[0021] S103: When an obstacle is detected, determine the obstacle coordinates in the local coordinate system.

[0022] S104: Determine a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates.

[0023] S105: When the collision risk value is greater than a preset safety threshold, a braking command is sent to the vehicle to control the vehicle to stop.

[0024] As you can understand, in response to a vehicle steering command, a local coordinate system is generated with the vehicle's current position as its origin. This design enables the vehicle to establish a dynamic reference frame during cornering, providing a basis for subsequent position and collision risk calculations. The predicted vehicle position in the local coordinate system is determined based on the vehicle's steering angle and speed. This allows the system to predict the vehicle's trajectory in advance, providing future position information for collision risk assessment. When an obstacle is detected, its coordinates in the local coordinate system are determined. This step enables the system to accurately determine the obstacle's position relative to the vehicle, regardless of whether the obstacle is stationary or moving at low speed. Based on the vehicle's predicted position and the obstacle's coordinates, the collision risk between the vehicle and the obstacle is calculated. This allows the system to assess the potential collision risk between the vehicle and the obstacle in real time, providing a basis for subsequent braking decisions. When the collision risk exceeds a preset safety threshold, the system issues a braking command to the vehicle, bringing it to a stop. This approach enables timely braking measures when the collision risk is high, avoiding or mitigating collision accidents.

[0025] Please refer to Figure 2 , Figure 2 The present invention is a flowchart of step S101 in the vehicle turning anti-collision control method.

[0026] In some embodiments, step S101 includes: S201: When the steering angle of the vehicle is greater than a preset threshold, generate multiple coordinate systems.

[0027] S202: Update the number of coordinate systems according to the real-time steering angle of the vehicle during the steering process.

[0028] S203 : Determine a target coordinate system from the updated multiple coordinate systems according to the real-time position of the vehicle during the steering process and use it as the local coordinate system.

[0029] In some embodiments, after a vehicle stops (after a cool-down period t, typically 20 seconds) and then continues turning, or when the vehicle begins turning from a straight path, local coordinate system calculations are initiated. The origin of the local coordinate system is the vehicle's position at the moment of activation. Because obstacle attributes such as distance and speed are all in the ego-vehicle coordinate system, the vehicle's position is first projected into the local coordinate system, along with the obstacle information.

[0030] Taking N as 4 as an example, a maximum of 4 local coordinate systems can be established during a turn. Under normal circumstances, the vehicle's turning angle is less than 360°, but in some extreme cases, such as cylindrical parking lots, the vehicle's turning angle will continue to increase. In order to cope with such extreme situations, the number of coordinate systems is dynamically updated according to the vehicle's real-time steering angle during the turning process. Specifically, when the vehicle's steering angle exceeds a preset threshold (such as 90°) for the first time, multiple local coordinate systems (such as 4) are generated. Subsequently, the number of coordinate systems is updated in real time based on the vehicle's real-time steering angle during the turning process, and one local coordinate system can be added or subtracted in one calculation. At the same time, based on the vehicle's real-time position during the turning process, a target coordinate system is determined from the updated multiple coordinate systems as the current local coordinate system for subsequent obstacle position calculation and collision risk assessment.

[0031] Optionally, when the real-time steering angle of the vehicle is greater than 90 degrees, a new coordinate system is added.

[0032] It is understandable that by introducing the technical means of dynamically generating and updating multiple local coordinate systems, this solution can more accurately cope with complex turning scenarios. When the vehicle's steering angle is greater than the preset threshold, multiple coordinate systems are generated, providing a richer reference framework for subsequent obstacle detection and collision risk assessment. Dynamically adjusting the number of coordinate systems based on the vehicle's real-time steering angle can flexibly adapt to changes in different turning angles and speeds, ensuring accurate tracking of the position of vehicles and obstacles even in extreme situations (such as cylindrical parking lots). At the same time, determining the target local coordinate system through real-time position further improves the accuracy and reliability of obstacle position calculation. The combination of these technical means significantly improves the active safety of the vehicle in complex turning scenarios, effectively reduces the risk of collision, and enhances the robustness and adaptability of the system.

[0033] Please refer to Figure 3 , Figure 3 The present invention is a flowchart of step S103 in the vehicle turning anti-collision control method.

[0034] In some embodiments, step S103 includes: S301. Generate a vehicle coordinate system at a position corresponding to the predicted position coordinates.

[0035] S302: Obtain the obstacle coordinates in the vehicle coordinate system.

[0036] S303 : Based on the rotation angle between the ego-vehicle coordinate system and the local coordinate system, the obstacle coordinates in the ego-vehicle coordinate system are converted into obstacle coordinates in the local coordinate system.

[0037] Optionally, the obstacle is detected by a sensor of the vehicle and the coordinates of the corner points of the obstacle in the vehicle coordinate system are obtained.

[0038] In some embodiments, step S303 includes: The coordinate axis rotation relationship between the ego-vehicle coordinate system and the local coordinate system is determined based on the complementary angle direction of the rotation angle. Based on the coordinate axis rotation relationship, the lateral and longitudinal components of the obstacle center point in the ego-vehicle coordinate system are adjusted by trigonometric functions. Based on the current position coordinates of the vehicle in the local coordinate system, the adjusted lateral and longitudinal components are translated and superimposed to obtain the projection position of the obstacle center point in the local coordinate system and the corresponding obstacle coordinates.

[0039] It can be understood that, based on the above technical solutions, the further introduction of the generation of the ego-vehicle coordinate system and the conversion of obstacle coordinates significantly improves the vehicle's obstacle recognition accuracy and collision risk assessment capabilities in complex turning scenarios. By generating the ego-vehicle coordinate system at the predicted position and obtaining the coordinates of the obstacle in this coordinate system, the real-time position of the obstacle relative to the vehicle can be more accurately described. Furthermore, based on the rotation angle between the ego-vehicle coordinate system and the local coordinate system, the obstacle coordinates are converted to the local coordinate system, realizing data fusion and unification between different coordinate systems, ensuring the accuracy and consistency of the obstacle position information. The combination of these technical means not only improves the accuracy of obstacle detection, but also enhances the adaptability and robustness of the system in complex environments, further reduces the risk of collision, and improves the active safety of the vehicle.

[0040] Please refer to Figure 4 , Figure 4 The present invention is a flowchart of step S104 in the vehicle turning anti-collision control method.

[0041] In some embodiments, step S104 includes: S401. When the vehicle is in a clockwise turning state, a driving trajectory reference line of the vehicle is generated according to the current rotation angle of the vehicle and the predicted position coordinates.

[0042] S402: Determine a vertical distance between the obstacle and the driving trajectory reference line based on the obstacle coordinates.

[0043] S403: When the vertical distance is outside the range of the preset safety radius, the collision risk value is zero.

[0044] As you can see, by generating a driving trajectory reference line and calculating the vertical distance between the obstacle and this reference line, the system can more intuitively determine whether an obstacle is in a potentially dangerous area. When the vertical distance exceeds the preset safety radius, the collision risk value is directly set to zero, avoiding unnecessary braking intervention and reducing the probability of misjudgment and false triggering. This improvement not only improves system reliability but also enhances the user experience, allowing the vehicle to more accurately identify obstacles that pose a collision risk in complex cornering scenarios, further enhancing active safety while improving system operational efficiency and decision-making accuracy.

[0045] Please refer to Figure 5 , Figure 5 This is another step flow chart of step S104 in the vehicle turning anti-collision control method.

[0046] In some embodiments, step S104 includes: S501. When the vehicle is in a counterclockwise turning state, determine the rotation time based on the angular change and angular velocity required for the vehicle to move from the predicted position coordinate to the target tangent direction.

[0047] S502: Determine the distance traveled by the vehicle to reach the collision risk area based on the coordinate difference between the vehicle and the obstacle in the local coordinate system and a preset safety radius.

[0048] S503: Determine an estimated time for the vehicle to reach the collision risk area based on the travel distance and the current speed of the vehicle.

[0049] S504: When the rotation time is less than the expected time, the collision risk value is zero.

[0050] It can be understood that by determining the rotation time in the counterclockwise steering state based on the vehicle's angular change and angular velocity, and calculating the estimated time to reach the collision risk area based on the coordinate difference between the vehicle and the obstacle and the safety radius, the system can more accurately judge the timeliness of the collision risk. When the rotation time is less than the estimated time, the collision risk value is determined to be zero, avoiding misjudgments and unnecessary braking interventions caused by time differences. This improvement effectively improves the system's decision-making accuracy in complex scenarios, reduces the probability of false triggering, further enhances the vehicle's active safety, and improves the system's operating efficiency and user experience.

[0051] In some embodiments, the step of determining the safety radius includes: An average length value between a diagonal length of a circumscribed rectangle of the obstacle and a diagonal length of a circumscribed rectangle of the vehicle is determined; and a safety radius is determined based on the average length value.

[0052] The present invention also provides a specific embodiment: Please refer to Figure 6 , Figure 6 The invention relates to a program logic diagram for realizing a vehicle turning anti-collision control method.

[0053] according to Figure 6 In the process shown, when a vehicle prepares to turn in a parking lot, the driver activates the turn signal and turns the steering wheel to issue a steering command. In response to this command, the vehicle control system generates a local coordinate system with the vehicle's current position (the initial position of the turn) as the origin. This provides a reference framework for subsequent position and collision risk calculations.

[0054] Based on the vehicle's steering angle (for example, a 30° steering wheel angle) and current speed (assuming 10 km / h), the control system uses the vehicle's kinematic model to calculate the vehicle's predicted position in the local coordinate system. This predicted position reflects the vehicle's future position if it continues driving at the current steering angle and speed.

[0055] The vehicle's sensors (such as ultrasonic sensors or cameras) detect a stationary obstacle (for example, a motorcycle) in the turning path. The control system determines the obstacle's coordinate position in the local coordinate system, clarifying the relative position of the obstacle to the vehicle.

[0056] Based on the vehicle's predicted position and the obstacle's coordinates, the control system calculates the collision risk between the vehicle and the obstacle. This risk score can be calculated using a pre-set algorithm based on factors such as the distance between the two and their relative speed.

[0057] If the calculated collision risk value exceeds the preset safety threshold (for example, the risk value is greater than 0.8), the control system immediately sends a braking command to the vehicle's braking system to control the vehicle to stop and avoid collision with the obstacle.

[0058] Specifically, in one scenario, an autonomous vehicle was traveling straight ahead at 40 km / h on a city road when it suddenly detected a pedestrian crossing the road 10 meters ahead. The system was required to immediately execute an emergency right turn (steering angle of 100°, exceeding 90°) while avoiding a vehicle approaching from the right lane.

[0059] After the vehicle receives the emergency steering command, it establishes a local coordinate system with the current vehicle center as the origin (0,0), the front direction of the vehicle as the positive direction of the Y axis, and the right side as the positive direction of the X axis.

[0060] Based on the steering angle (100°) and vehicle speed (40 km / h), the system uses a dynamic arc model to predict the vehicle's trajectory over the next three seconds. Due to the large steering angle and high speed, the predicted trajectory is a left-turn arc with a radius of 5 meters, and the position coordinates are updated every second (for example, to (-2.1m, 10.5m) in the first second and to (-4.5m, 18.0m) in the second second).

[0061] The millimeter-wave radar detects a vehicle approaching at 30 km / h in the left lane with global coordinates of (-6m, 25m). The system converts this to the local coordinate system and obtains the obstacle coordinates of (-6.2m, 24.8m).

[0062] The vehicle is predicted to arrive at (-4.5m, 18.0m) in the second second, while the obstacle is located at (-6.2m, 24.8m). The longitudinal distance is 6.8m, and the relative speed difference is 10 km / h. Combining the safety margin (3m) and the braking response time, the calculated collision risk value is 0.78 (threshold 0.6).

[0063] The electronic stability system is instructed to slightly adjust the steering angle to 95 degrees, reducing the turning radius. The system also triggers graded braking (not sudden braking), reducing the vehicle speed to 20 km / h within 2 seconds.

[0064] Please refer to Figure 7 , Figure 7 It is a reference map used to calculate collision risk in a vehicle turning collision avoidance control method.

[0065] The detailed process of calculating collision risk is as follows: like Figure 7 As shown in the figure, the vehicle establishes a local coordinate system at point o. In the coordinate system, the vehicle has two variables: the center of mass position point P and the angle θ between the velocity and the longitudinal axis. The angle θ is: (1) In formula (1), t1 is the start time, t2 is the end time, and ω(t) is the yaw rate of the vehicle.

[0066] Center of mass position point P: (2) In Equation 2, v(t) is the velocity of the vehicle.

[0067] (3) The coordinates of the obstacle are based on the coordinates in the vehicle coordinate system. The coordinates of the center point M of the obstacle rectangle in the vehicle coordinate system are known. The vehicle coordinate system is rotated counterclockwise relative to the local coordinate system. , point M is projected onto the local coordinate system as follows: (4) (5) After obtaining the position coordinates of point M in the local coordinate system, collision calculation will be performed later.

[0068] When the vehicle reaches point P, the equation of the straight line in the direction of the vehicle's speed and passing through point P is: (6) (7) The distance MD from point M to the straight line equation is: (8) For point M, design a circle with a radius of r. The selection of r is related to the rectangle of the obstacle and the rectangle of the ego vehicle. In this real-time example, r is equal to (the oblique angle of the obstacle rectangle + the oblique angle of the ego vehicle rectangle) / 2 + the customized safety distance.

[0069] If the vehicle is rotating clockwise, and , then there is no risk of collision with obstacles.

[0070] If the ego vehicle is rotating counterclockwise, the time it takes to rotate to the tangent line at point C is: (9) The vehicle's trajectory is approximately the distance of the PC segment , this period of time is approximately uniform motion, so the estimated driving time of the vehicle is: (10) (11) if There is no risk of collision.

[0071] Please refer to Figure 8 , Figure 8 The present invention is a structural diagram of a vehicle turning anti-collision control device.

[0072] This embodiment also provides a vehicle turning anti-collision control device comprising: The coordinate system management module 601 is used to generate a local coordinate system with the current position of the vehicle as the origin in response to a steering instruction of the vehicle.

[0073] The prediction module 602 is configured to determine the predicted position coordinates of the vehicle in the local coordinate system based on the steering angle and driving speed of the vehicle.

[0074] The detection module 603 is configured to determine the coordinates of the obstacle in the local coordinate system when an obstacle is detected.

[0075] The judgment module 604 is configured to determine a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates.

[0076] The control module 605 is configured to send a braking instruction to the vehicle to control the vehicle to stop when the collision risk value is greater than a preset safety threshold.

[0077] An embodiment of the present invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, the vehicle turning anti-collision control method of the above embodiment is implemented.

[0078] Take the example of a vehicle controller where the processor and memory can be connected via a bus. The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk memory, a flash memory device, or other non-transient solid-state memory device. In some embodiments, the memory may optionally include a memory remotely located relative to the control processor, and these remote memories may be connected to the control device via a network. The non-transient software programs and instructions required to implement the control method of the above embodiment are stored in the memory, and when executed by the processor, the control method of the above embodiment is executed.

[0079] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0080] An embodiment of the present invention further provides a vehicle, comprising the vehicle control device of the above embodiment.

[0081] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle must have an electric motor that can output power or store mechanical energy as a generator. If the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0082] Since the vehicle applies all the technical solutions of the above-mentioned control device or vehicle controller, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here.

[0083] In addition, an embodiment of the present invention further provides a computer-readable storage medium, which stores computer-executable instructions. The computer-executable instructions are used to execute the above-mentioned vehicle turning anti-collision control method.

[0084] It is worth noting that since the computer-readable storage medium of an embodiment of the present invention can execute the driving turning anti-collision control method of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of an embodiment of the present invention can refer to the specific implementation methods and technical effects of the driving turning anti-collision control method of any of the above-mentioned embodiments.

[0085] In addition, an embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions are stored in a computer-readable storage medium, the processor of the computer device reads the computer program or computer instructions from the computer-readable storage medium, and the processor executes the computer program or computer instructions, so that the computer device executes the above-mentioned driving turning anti-collision control method.

[0086] It is worth noting that since the computer program product of the embodiment of the present invention can execute the driving turning anti-collision control method of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer program product of the embodiment of the present invention can refer to the specific implementation methods and technical effects of the driving turning anti-collision control method of any of the above-mentioned embodiments.

[0087] Those skilled in the art will appreciate that all or some of the steps and systems disclosed above can be implemented as software, firmware, hardware, or any suitable combination thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on computer-readable media, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is well known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disks (DVDs) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. Furthermore, as is well known to those skilled in the art, communication media typically includes computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0088] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

Claims

1. A method for controlling vehicle collision avoidance during turning, characterized in that: The method comprises: In response to a steering command of the vehicle, generating a local coordinate system with a current position of the vehicle as an origin; Determining a predicted position coordinate of the vehicle in the local coordinate system based on a steering angle and a driving speed of the vehicle; When an obstacle is detected, determining the obstacle coordinates of the obstacle in the local coordinate system; determining a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates; When the collision risk value is greater than a preset safety threshold, a braking instruction is sent to the vehicle to control the vehicle to stop.

2. The method for controlling vehicle turning collision avoidance according to claim 1, characterized in that: The generating, in response to a steering instruction of the vehicle, a local coordinate system with a current position of the vehicle as an origin, comprises: When the steering angle of the vehicle is greater than a preset threshold, generating a plurality of coordinate systems; Updating the number of the coordinate system according to the real-time steering angle of the vehicle during the steering process; A target coordinate system is determined from the updated multiple coordinate systems according to the real-time position of the vehicle during the steering process and is used as the local coordinate system.

3. The method for controlling vehicle turning collision avoidance according to claim 1, characterized in that: When an obstacle is detected, determining the obstacle coordinates of the obstacle in the local coordinate system includes: generating a vehicle coordinate system of the vehicle at a position corresponding to the predicted position coordinates; Obtaining the obstacle coordinates of the obstacle in the vehicle coordinate system; The obstacle coordinates in the vehicle coordinate system are converted into obstacle coordinates in the local coordinate system based on a rotation angle between the vehicle coordinate system and the local coordinate system.

4. The method for controlling vehicle turning collision avoidance according to claim 3, characterized in that: The converting the obstacle coordinates in the ego-vehicle coordinate system into the obstacle coordinates in the local coordinate system based on the rotation angle between the ego-vehicle coordinate system and the local coordinate system includes: Determining a coordinate axis rotation relationship between the vehicle coordinate system and the local coordinate system according to a complementary angle direction of the rotation angle; Based on the coordinate axis rotation relationship, performing trigonometric function adjustment on the lateral component and the longitudinal component of the center point of the obstacle in the vehicle coordinate system; According to the current position coordinates of the vehicle in the local coordinate system, the adjusted lateral component and the longitudinal component are translated and superimposed to obtain the projection position of the center point of the obstacle in the local coordinate system and the corresponding obstacle coordinates.

5. The method for controlling vehicle turning collision avoidance according to claim 1, characterized in that: The determining, based on the predicted position coordinates and the obstacle coordinates, a collision risk value between the vehicle and the obstacle, includes: When the vehicle is in a clockwise turning state, generating a driving trajectory reference line of the vehicle according to the current rotation angle of the vehicle and the predicted position coordinates; Determining a vertical distance between the obstacle and the driving trajectory reference line based on the obstacle coordinates; When the vertical distance is outside the range of a preset safety radius, the collision risk value is zero.

6. The method for controlling vehicle turning collision avoidance according to claim 1, characterized in that: The determining, based on the predicted position coordinates and the obstacle coordinates, a collision risk value between the vehicle and the obstacle, includes: When the vehicle is in a counterclockwise turning state, determining a rotation time based on an angular change and an angular velocity required for the vehicle to move from the position of the predicted position coordinates to a target tangent direction; determining a travel distance for the vehicle to reach a collision risk area based on a coordinate difference between the vehicle and the obstacle in the local coordinate system and a preset safety radius; determining an estimated time for the vehicle to reach the collision risk area based on the travel distance and the current speed of the vehicle; When the rotation time is less than the expected time, the collision risk value is zero.

7. A vehicle turning anti-collision control method according to claim 5 or 6, characterized in that: The step of determining the safety radius includes: Determining an average length value between a diagonal length of a circumscribed rectangle of the obstacle and a diagonal length of a circumscribed rectangle of the vehicle; The safety radius is determined based on the average length value.

8. A vehicle turning anti-collision control device, characterized in that: The device comprises: a coordinate system management module, configured to generate a local coordinate system with a current position of the vehicle as an origin in response to a steering instruction of the vehicle; A prediction module, configured to determine a predicted position coordinate of the vehicle in the local coordinate system based on a steering angle and a driving speed of the vehicle; a detection module, configured to determine the coordinates of the obstacle in the local coordinate system when an obstacle is detected; a judgment module, configured to determine a collision risk value between the vehicle and the obstacle based on the predicted position coordinates and the obstacle coordinates; The control module is configured to send a braking instruction to the vehicle to control the vehicle to stop when the collision risk value is greater than a preset safety threshold.

9. A vehicle, characterized in that: The vehicle control device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the vehicle turning anti-collision control method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the vehicle turning anti-collision control method according to any one of claims 1 to 7 is implemented.

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