Carrier control method, storage medium, controller, carrier and product

Abstract

The invention relates to a carrier control method, a storage medium, a controller, a carrier and a product. The method comprises the steps of obtaining collision time between a target carrier and an obstacle of an environment where the target carrier is located; and based on the collision time and the time threshold range, controlling the automatic emergency obstacle avoidance function of the target vehicle, so that the accuracy of controlling the automatic emergency obstacle avoidance function can be improved, and the driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, storage medium, controller, vehicle and product. Background Art

[0002] During the driving process, various unexpected situations may occur suddenly, such as an obstacle suddenly appearing in front of the vehicle. In such cases, the automatic emergency obstacle avoidance function of the vehicle can be used to control the vehicle so that the vehicle can avoid the obstacle.

[0003] However, the current automatic emergency obstacle avoidance function has low control accuracy, resulting in low vehicle driving safety. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle control method, which improves the control accuracy and driving safety of the dynamic emergency obstacle avoidance function, so as to at least partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of the present application, a vehicle control method is provided, comprising:

[0006] Obtaining a collision time between a target vehicle and an obstacle in the environment in which the target vehicle is located;

[0007] Based on the above collision time and time threshold range, the automatic emergency obstacle avoidance function of the above target vehicle is controlled.

[0008] Optionally, the above-mentioned automatic emergency obstacle avoidance functions include at least two.

[0009] Optionally, the time threshold range is based on different settings of the above-mentioned automatic emergency obstacle avoidance function.

[0010] Optionally, the above-mentioned automatic emergency obstacle avoidance function includes an automatic emergency steering function and / or an automatic emergency braking function.

[0011] Optionally, the time threshold range includes a first steering time threshold corresponding to the automatic emergency steering function and a first braking time threshold corresponding to the automatic emergency braking function;

[0012] The automatic emergency obstacle avoidance function of controlling the target vehicle based on the collision time and time threshold range includes:

[0013] When the collision time is between the first braking time threshold and the first steering time threshold, the automatic emergency braking function or the automatic emergency steering function is triggered.

[0014] Optionally, the above-mentioned time threshold range also includes a second braking time threshold corresponding to the above-mentioned automatic emergency braking function;

[0015] When the collision time is between the first braking time threshold and the first steering time threshold, triggering the automatic emergency braking function or the automatic emergency steering function includes:

[0016] When the collision time is less than or equal to the first braking time threshold and greater than the second braking time threshold, triggering the automatic emergency braking function of the target vehicle;

[0017] When the collision time is less than or equal to the second braking time threshold and less than or greater than the first turning time threshold, the automatic emergency steering function of the target vehicle is triggered.

[0018] Optionally, this embodiment further includes:

[0019] When the collision time is less than the first turning time threshold, the automatic emergency braking function is triggered.

[0020] Optionally, the time threshold range includes a second steering time threshold corresponding to the automatic emergency steering function and a first braking time threshold corresponding to the automatic emergency braking function;

[0021] The automatic emergency obstacle avoidance function of controlling the target vehicle based on the collision time and time threshold range includes:

[0022] When the collision time is less than or equal to the second turning time threshold and greater than the first braking time threshold, the automatic emergency steering function of the target vehicle is controlled.

[0023] Optionally, the time threshold range further includes a warning time threshold; and when the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, controlling the automatic emergency steering function of the target vehicle includes:

[0024] When the collision time is less than or equal to the second steering time threshold and greater than the warning time threshold, triggering the automatic emergency steering function;

[0025] When the collision time is less than or equal to the warning time threshold and greater than the first braking time threshold, the automatic emergency steering function is not triggered.

[0026] Optionally, triggering the automatic emergency steering function of the target vehicle includes:

[0027] When there is a steerable space in the environment where the target vehicle is located, the automatic emergency steering function of the target vehicle is triggered.

[0028] Optionally, triggering the automatic emergency steering function of the target vehicle includes:

[0029] Get the current state of the state machine in the above target vehicle;

[0030] When the current state is the standby state, the automatic emergency steering function of the target vehicle is triggered.

[0031] Optionally, obtaining the collision time between the target vehicle and an obstacle in the environment in which the target vehicle is located includes:

[0032] Determine the latest turning time of the target vehicle;

[0033] A collision time between the target vehicle and the obstacle is determined based on the latest turning time, the first speed of the target vehicle, and the second speed of the obstacle in the environment of the target vehicle.

[0034] Optionally, the determining of the latest turning time of the target vehicle includes:

[0035] Obtaining the target vehicle's corresponding extreme lateral acceleration and the preset lateral displacement to avoid the above-mentioned obstacles;

[0036] Based on the extreme lateral acceleration and the preset lateral displacement, a latest turning time of the target vehicle is determined.

[0037] Optionally, the target vehicle is a target vehicle, and obtaining the extreme value of lateral acceleration includes:

[0038] Obtaining the road adhesion coefficient corresponding to the target vehicle;

[0039] Based on the road adhesion coefficient, the lateral acceleration extreme value is determined.

[0040] Optionally, determining the collision time between the target vehicle and the obstacle based on the latest turning time, the first speed of the target vehicle, and the second speed of the obstacle in the environment of the target vehicle includes:

[0041] Determining a maximum turning distance of the target vehicle based on the latest turning time, the first speed of the target vehicle, and a second speed of an obstacle in the environment of the target vehicle;

[0042] A collision time between the target vehicle and the obstacle is determined based on the limit turning distance, the first speed, and the second speed.

[0043] Optionally, the automatic emergency obstacle avoidance function includes an automatic emergency steering function, and the method further includes:

[0044] Obtaining obstacle avoidance trajectories when the aforementioned automatic emergency steering function is triggered;

[0045] Based on the above obstacle avoidance trajectory, the above target vehicle is controlled to avoid obstacles.

[0046] Optionally, the process of determining the obstacle avoidance trajectory includes:

[0047] Obtaining the distance between the target vehicle and the obstacle;

[0048] Based on the above distance, the above obstacle avoidance trajectory is determined.

[0049] Optionally, the obstacle avoidance trajectory includes the yaw angle, lateral velocity and lateral acceleration of the target vehicle at multiple moments.

[0050] Optionally, determining the obstacle avoidance trajectory based on the distance includes:

[0051] Obtaining a preset lateral displacement for the above obstacle;

[0052] The obstacle avoidance trajectory is determined based on the preset lateral displacement, the distance, and the current motion state information of the target vehicle.

[0053] Optionally, determining the obstacle avoidance trajectory based on the preset lateral displacement, the distance, and the current motion state information of the target vehicle includes:

[0054] Solving a preset function based on the distance, the preset lateral displacement, and the current motion state information of the target vehicle;

[0055] Based on the solved preset function, the above obstacle avoidance trajectory is determined.

[0056] Optionally, determining the obstacle avoidance trajectory based on the solved preset function includes:

[0057] Substitute the preset longitudinal displacement sampling points into the solved preset function for calculation to obtain the above obstacle avoidance trajectory.

[0058] Optionally, obtaining the obstacle avoidance trajectory includes:

[0059] The obstacle avoidance trajectory is retrieved from the preset mapping table.

[0060] Optionally, the target vehicle is at least one of a vehicle, a ship and an aircraft.

[0061] According to a second aspect of the present application, a vehicle control device is provided, comprising:

[0062] An acquisition module, configured to acquire a collision time between a target vehicle and an obstacle in the environment in which the target vehicle is located;

[0063] A control module is used to control the automatic emergency obstacle avoidance function of the target vehicle based on the collision time and time threshold range.

[0064] According to a third aspect of the present application, a computer-readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the embodiments of the present application are implemented.

[0065] According to a fourth aspect of the present application, a controller is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps in the embodiments of the present application are implemented.

[0066] According to a fifth aspect of the present application, a target vehicle is also provided, comprising the controller in the embodiment of the present application.

[0067] Optionally, the target vehicle is at least one of a vehicle, a ship and an aircraft.

[0068] According to the sixth aspect of the present application, a computer program product is also provided, including a computer program or instructions, which implement the steps in the embodiments of the present application when executed by a processor.

[0069] To sum up, in the embodiment of the present application, by obtaining the collision time between the target vehicle and the obstacle in the environment in which the target vehicle is located, the automatic emergency obstacle avoidance function of the target vehicle is controlled based on the collision time and the time threshold range, thereby realizing the control of the automatic emergency obstacle avoidance function based on the time threshold range, improving the accuracy of controlling the automatic emergency obstacle avoidance function, and thus improving the safety of vehicle driving.

[0070] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0072] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0073] Figure 1 is a flowchart of the steps of a vehicle control method provided in an exemplary embodiment of the present application;

[0074] Figure 2is a schematic diagram of an obstacle avoidance trajectory and a target position provided in an exemplary embodiment of the present application;

[0075] Figure 3 is a schematic diagram of a state machine provided in an exemplary embodiment of the present application;

[0076] Figure 4 is a schematic diagram of an obstacle avoidance trajectory, a target vehicle, and an obstacle provided in an exemplary embodiment of the present application;

[0077] Figure 5 is a schematic diagram of a control system provided in an exemplary embodiment of the present application;

[0078] Figure 6 is another schematic diagram of a vehicle control method provided in an exemplary embodiment of the present application;

[0079] Figure 7 is a schematic diagram of an area between a target vehicle and an obstacle provided in an exemplary embodiment of the present application;

[0080] Figure 8 is a schematic diagram of triggering an automatic emergency steering function provided in an exemplary embodiment of the present application;

[0081] Figure 9 is a schematic diagram of a vehicle control device provided in an exemplary embodiment of the present application; DETAILED DESCRIPTION

[0082] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0083] This application provides a method for controlling a vehicle. In this embodiment, the target vehicle is used as the execution subject for description. Figure 1 The vehicle control method provided in the embodiment of the present application includes steps 100 to 200, which are described in detail below.

[0084] Step 100: Obtain the collision time between the target vehicle and an obstacle in the environment where the target vehicle is located.

[0085] A vehicle refers to a vehicle capable of carrying people. The target vehicle is any of these vehicles. The type of target vehicle can be set based on actual circumstances. For example, the target vehicle can be at least one of a vehicle, a ship, and an aircraft, although this embodiment does not limit this. When the target vehicle is a vehicle, the vehicle can be referred to as the target vehicle.

[0086] The obstacles in the target vehicle's environment may refer to objects that affect the target vehicle's travel. Alternatively, the obstacles may be obstacles in front of the target vehicle. Alternatively, the obstacles may be at least one obstacle or all obstacles in front of the target vehicle.

[0087] The method for identifying obstacles in the environment where the target vehicle is located can be set according to actual conditions. For example, the obstacles in the environment where the target vehicle is located can be identified by sensors on the target vehicle, or the obstacles in the environment where the target vehicle is located can be obtained from a server.

[0088] When an obstacle is identified by the sensor on the target vehicle, the sensor on the target vehicle can be set according to actual conditions. For example, the sensor on the target vehicle can be a radar and / or a camera, etc., which is not limited in this embodiment.

[0089] When an obstacle is identified by a sensor on the target vehicle, the obstacle identification process may include:

[0090] Identify the candidate objects based on the data collected by the sensor;

[0091] Obstacles are determined from the candidate objects based on at least one of the type, speed, and position of the candidate objects.

[0092] The candidate object type can include a valid type. For example, when the candidate object is a pedestrian or a vehicle, the candidate object type is a valid type. The target vehicle can determine the threat level of the candidate objects based on at least one of the candidate object's type, speed, and position, rank the threat levels, and determine the candidate objects corresponding to the first preset number of threat levels as obstacles. The threat level refers to the degree of collision between the obstacle and the target vehicle.

[0093] Time to Collision (TTC) refers to the time required for a target vehicle to collide with an obstacle. The method for calculating the time to collision can be set according to actual conditions and is not limited in this embodiment.

[0094] For example, obtaining the collision time between the target vehicle and the obstacles in the target vehicle's environment includes:

[0095] Determine the latest turning time of the target vehicle;

[0096] A collision time between the target vehicle and the obstacle is determined based on the latest turning time, a first speed of the target vehicle, and a second speed of an obstacle in an environment where the target vehicle is located.

[0097] The latest turning time refers to the extreme moment when the target vehicle can avoid the obstacle by turning within a safe distance. The first speed refers to the current speed of the target vehicle. The second speed refers to the current speed of the obstacle.

[0098] In this embodiment, the latest turning time of the target vehicle is determined, and the collision time between the target vehicle and the obstacle is determined based on the latest turning time, the first speed of the target vehicle and the second speed of the obstacle in the environment in which the target vehicle is located, thereby determining the collision time based on the latest turning time and improving the accuracy of the collision time.

[0099] In some embodiments, determining the latest turning time of the target vehicle includes:

[0100] Obtain the target vehicle's corresponding lateral acceleration extreme value and the preset lateral displacement to avoid obstacles;

[0101] The latest turning time of the target vehicle is determined based on the extreme lateral acceleration and the preset lateral displacement.

[0102] Among them, the lateral acceleration extreme value corresponding to the target vehicle refers to the lateral acceleration determined based on the current motion state of the target vehicle, which is used to constrain the lateral acceleration of the target vehicle during the obstacle avoidance process, so that the lateral acceleration of the target vehicle during the obstacle avoidance process is less than or equal to the lateral acceleration extreme value.

[0103] The preset lateral displacement refers to the lateral distance between the target position and the obstacle that can avoid the obstacle. For example, the preset lateral displacement can be Figure 2 shown.

[0104] Optionally, a first parameter value may be determined based on a preset lateral displacement, and a second parameter value may be determined based on an extreme lateral acceleration value. The first parameter value may be divided by the second parameter value to obtain a quotient, and the square root of the quotient may be taken to obtain the latest turning time. Specifically, the extreme lateral acceleration value and the preset lateral displacement may be substituted into the following formula for calculation to obtain the latest turning time:

[0105]

[0106] Among them, t emin Indicates the latest turning time, y e Indicates the preset lateral displacement, Indicates the first parameter value, a ymax Indicates the extreme value of lateral acceleration, 3a ymax Indicates the second parameter value.

[0107] When a target vehicle experiences excessive lateral acceleration during obstacle avoidance, it can move too quickly and turn too sharply, potentially posing a stability risk and threatening driving safety. In this embodiment, the target vehicle's corresponding extreme lateral acceleration value and a preset lateral displacement for obstacle avoidance are obtained. Based on these values, the target vehicle's latest turning time is determined. The collision time is then determined based on this latest turning time. This allows the collision time to be determined based on the extreme lateral acceleration value, taking into account the turning risk when determining whether there is a collision risk based on the collision time, thereby improving driving safety.

[0108] In some embodiments, the target vehicle is a target vehicle, and obtaining the extreme lateral acceleration value corresponding to the target vehicle includes:

[0109] Obtain the road adhesion coefficient corresponding to the target vehicle;

[0110] Based on the road adhesion coefficient, the lateral acceleration extreme value corresponding to the target vehicle is determined.

[0111] The road adhesion coefficient corresponding to the target vehicle refers to the friction coefficient between the target vehicle's tires and the road surface. The lateral acceleration extreme value can be determined based on the road adhesion coefficient and the acceleration due to gravity. To ensure driving safety, the lateral acceleration is usually within the following range:

[0112] 0.67μg≤|a y |≤0.85μg (2)

[0113] Among them, μ represents the road adhesion coefficient, g represents the acceleration of gravity, and a y Therefore, the maximum value of the interval can be determined as the extreme value of the lateral acceleration, that is, 0.85μg can be determined as the extreme value of the lateral acceleration.

[0114] In this embodiment, the road adhesion coefficient corresponding to the target vehicle is obtained, and the lateral acceleration extreme value is determined based on the road adhesion coefficient, thereby improving the accuracy of the lateral acceleration extreme value.

[0115] In some embodiments, determining a collision time between the target vehicle and the obstacle based on the latest turn time, a first speed of the target vehicle, and a second speed of an obstacle in the environment of the target vehicle includes:

[0116] determining a limit turning distance of the target vehicle based on the latest turning time, a first speed of the target vehicle, and a second speed of an obstacle in an environment in which the target vehicle is located;

[0117] A collision time between the target vehicle and the obstacle is determined based on the limit turning distance, the first speed, and the second speed.

[0118] The maximum turning distance can be determined by combining the latest turning time, the first speed, the second speed and the longitudinal redundant safety distance. The longitudinal redundant safety distance refers to the minimum distance between the target vehicle and the obstacle. Even if the obstacle stops moving suddenly, the target vehicle can avoid collision with the obstacle through the longitudinal redundant safety distance. For example, the longitudinal redundant safety distance can be as follows: Figure 2 shown.

[0119] Optionally, to further improve the accuracy of the collision time, the limit turning distance may be determined based on a preset delay, wherein the preset delay is a pre-set time, and the preset delay may include at least one of a calculation delay, a transmission delay, and an execution delay.

[0120] Specifically, the first time can be determined based on the latest turning time and the preset delay, the first distance can be determined based on the speed difference between the first speed and the second speed and the first time, and the limit turning distance can be determined based on the first distance and the longitudinal redundant safety distance. For example, the latest turning time, the preset delay, the first speed, the second speed, and the longitudinal redundant safety distance can be substituted into the following formula for calculation to obtain the limit turning distance:

[0121] D steer =(v r -v f )(t emin +t delay )+D safe (3)

[0122] Among them, D steer Indicates the limit turning distance, v r Indicates the first velocity, v f represents the second speed, t emin Indicates the latest turning time, t delay Indicates preset delay, D safe Indicates the longitudinal redundant safety distance, (t emin +t delay ) indicates the first time, (v r -v f )(t emin +t delay ) represents the first distance.

[0123] After obtaining the limit turning distance, the limit turning distance can be divided by the speed difference between the first speed and the second speed to obtain the collision time. Specifically, the limit turning distance, the first speed and the second speed can be substituted into the following formula to calculate the collision time:

[0124]

[0125] Wherein, TTC represents the time to collision.

[0126] In this embodiment, the limit turning distance of the target vehicle is determined based on the latest turning time, the first speed of the target vehicle and the second speed of the obstacle in the environment in which the target vehicle is located. The collision time between the target vehicle and the obstacle is determined based on the limit turning distance, the first speed and the second speed. The collision time is determined based on the limit turning distance, thereby further improving the accuracy of the collision time.

[0127] Step 200: Control the automatic emergency obstacle avoidance function of the target vehicle based on the collision time and the time threshold range.

[0128] The automatic emergency obstacle avoidance function refers to a function that is automatically triggered on the target vehicle to avoid obstacles when the target vehicle is about to collide and the driver does not take adequate measures. For example, the automatic emergency obstacle avoidance function may include the automatic emergency braking function (Automatic Emergency Braking, AEB) or the automatic emergency steering function (Automatic Emergency Steering, AES). The automatic emergency obstacle avoidance function may include at least one of the following.

[0129] When the automatic emergency obstacle avoidance function includes one, the time threshold range can be set based on the automatic emergency obstacle avoidance function. When the automatic emergency obstacle avoidance function includes at least two, the time threshold range can be set based on different automatic emergency obstacle avoidance functions. When the automatic emergency obstacle avoidance function includes at least one, for example, the automatic emergency obstacle avoidance function may include an automatic emergency steering function and / or an automatic emergency braking function.

[0130] The target vehicle can determine whether there is a collision risk based on the collision time and the time threshold range. If there is a collision risk, the automatic emergency obstacle avoidance function is triggered. When the automatic emergency obstacle avoidance function is triggered, the target vehicle is controlled to avoid obstacles based on the automatic emergency obstacle avoidance function. If there is no collision risk, the automatic emergency obstacle avoidance function is not triggered.

[0131] In this embodiment, the automatic emergency obstacle avoidance function of the target vehicle is controlled based on the collision time and the time threshold range, which can improve the accuracy of controlling the automatic emergency obstacle avoidance function and thus improve driving safety.

[0132] In some embodiments, the automatic emergency obstacle avoidance function includes at least two types, which enable obstacle avoidance driving through different automatic emergency obstacle avoidance functions to further improve driving safety.

[0133] In some embodiments, the time threshold range is set based on different automatic emergency obstacle avoidance functions, and the time threshold range is set by different automatic emergency obstacle avoidance functions. The automatic emergency obstacle avoidance function is controlled based on the time threshold range, so that while improving the accuracy of controlling the automatic emergency obstacle avoidance function, obstacles can be avoided through different automatic emergency obstacle avoidance functions, further improving driving safety.

[0134] In some embodiments, the time threshold range includes at least two preset time thresholds.

[0135] In some embodiments, the time threshold range includes a first steering time threshold corresponding to an automatic emergency steering function and a first braking time threshold corresponding to an automatic emergency braking function. Based on the collision time and the time threshold range, controlling the automatic emergency obstacle avoidance function of the target vehicle includes:

[0136] When the collision time lies between the first braking time threshold and the first steering time threshold, an automatic emergency braking function or an automatic emergency steering function is triggered.

[0137] The first braking time threshold is greater than the first turning time threshold. In this case, the at least two preset time thresholds include the first turning time threshold and the first braking time threshold, the time threshold range may include the first time range, and the first time range includes the first braking time threshold and the first turning time threshold group.

[0138] For example, the first braking time threshold is TTC AEB , the first turning time threshold is TTC AES_P2 The collision time is TTC, and the collision time between the first braking time threshold and the first turning time threshold can be expressed as TTC AES_P2 ≤TTC≤TTC AEB .

[0139] In this embodiment, when the collision time is between the first braking time threshold and the first turning time threshold, it indicates that there is a collision risk between the target vehicle and the obstacle, and therefore, the automatic emergency braking function or the automatic emergency steering function can be triggered.

[0140] In some embodiments, the time threshold range further includes a second braking time threshold corresponding to the automatic emergency braking function. When the collision time is between the first braking time threshold and the first steering time threshold, triggering the automatic emergency braking function or the automatic emergency steering function includes:

[0141] triggering an automatic emergency braking function of the target vehicle when the collision time is less than or equal to a first braking time threshold and greater than a second braking time threshold;

[0142] When the collision time is less than or equal to the second braking time threshold and less than or greater than the first turning time threshold, the automatic emergency steering function of the target vehicle is triggered.

[0143] The second braking time threshold is greater than the first turning time threshold and less than the first braking time threshold. The second braking time threshold may be, for example, 0.7 times the first braking time threshold. In this case, the first time range may include a first sub-time range and a second sub-time range. The first sub-time range includes the first braking time threshold and the second braking time threshold, and the second sub-time range includes the second braking time threshold and the first turning time threshold.

[0144] When the first braking time threshold is TTC AEB , the first turning time threshold is TTC AES_P2 , the collision time is TTC and the second braking time threshold is 0.7TTC AEB When the collision time is less than or equal to the first braking time threshold and greater than the second braking time threshold, it can be expressed as 0.7TTC AEB <TTC≤TTC AEB The collision time is less than or equal to the second braking time threshold and less than or greater than the first turning time threshold and can be expressed as TTC AES_P2 ≤TTC≤0.7TTC AEB .

[0145] In this embodiment, when the collision time is less than or equal to the first braking time threshold and greater than the second braking time threshold, it means that triggering the automatic emergency braking function can avoid the collision risk. Therefore, the automatic emergency braking function is triggered. When the collision time is less than or equal to the second braking time threshold and less than or greater than the first steering time threshold, it means that triggering the automatic emergency braking function cannot avoid the collision risk, and the automatic emergency steering function is triggered. This ensures that when triggering the automatic emergency braking function can avoid the collision risk, the automatic emergency braking function is triggered first, and when triggering the automatic emergency braking function cannot avoid the collision risk, the automatic emergency steering function is triggered. This makes it more in line with the safety risk avoidance principle under actual traffic conditions, further improves the safety during the risk avoidance process, greatly facilitates users to pass through highway tunnels, reduces the takeover frequency, and improves user experience.

[0146] In some embodiments, when the automatic emergency braking function fails, the automatic emergency steering function can be triggered to further ensure safety.

[0147] In some embodiments, this embodiment further includes:

[0148] When the collision time is less than the first turning time threshold, the automatic emergency braking function is triggered.

[0149] At this time, the automatic emergency steering function is suppressed. If the collision time is less than the first steering time threshold, it means that the target vehicle and the obstacle are too close to each other and the automatic emergency steering function cannot avoid the collision risk. Therefore, the automatic emergency braking function is triggered to avoid the collision risk and ensure safety.

[0150] In some embodiments, the time threshold range includes a second steering time threshold corresponding to the automatic emergency steering function and a first braking time threshold corresponding to the automatic emergency braking function. Based on the collision time and the time threshold range, controlling the automatic emergency obstacle avoidance function of the target vehicle includes:

[0151] When the collision time is less than or equal to the second turning time threshold and greater than the first braking time threshold, the automatic emergency steering function of the target vehicle is controlled.

[0152] The second turning time threshold is greater than the first braking time threshold. In this case, the at least two preset time thresholds include the second turning time threshold and the first braking time threshold, the time threshold range includes the second time range, and the second time range includes the second turning time threshold and the first braking time threshold.

[0153] In this embodiment, when the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, the automatic emergency steering function is preferentially controlled so as to avoid the collision risk through the automatic emergency steering function.

[0154] When the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, the automatic emergency steering function of the target vehicle is controlled; when the collision time is between the first braking time threshold and the first steering time threshold, the automatic emergency braking function or the automatic emergency steering function is triggered; when the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, the triggered automatic emergency steering function can be called the first-stage triggered automatic emergency steering function; when the collision time is between the first braking time threshold and the first steering time threshold, the triggered automatic emergency steering function can be called the second-stage triggered automatic emergency steering function, thereby realizing the two-stage triggering of the automatic emergency steering function.

[0155] In some embodiments, the time threshold range further includes a warning time threshold. When the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, controlling the automatic emergency steering function of the target vehicle includes:

[0156] When the collision time is less than or equal to the second steering time threshold and greater than the warning time threshold, the automatic emergency steering function is triggered;

[0157] When the collision time is less than or equal to the warning time threshold and greater than the first braking time threshold, the automatic emergency steering function is not triggered.

[0158] The warning time threshold refers to the time when the forward collision warning system (FCW) of the target vehicle is triggered. AEB , the second turning time threshold is TTC AES_P1 , the warning time threshold is TTC FCW When the collision time is TTC, the collision time is less than or equal to the second turning time threshold and greater than the warning time threshold, which can be expressed as TTC FCW <TTC≤TTC AES_P1 The collision time is less than or equal to the warning time threshold and greater than the first braking time threshold, which can be expressed as TTC AEB <TTC≤TTC FCW At this time, the second time range may include a third sub-time range and a fourth sub-time range, the third sub-time range includes the second turning time threshold and the warning time threshold, and the fourth sub-time range includes the warning time threshold and the first braking time threshold.

[0159] In related art, the target vehicle's forward collision warning system (FCW) issues an alarm before triggering the automatic emergency braking function. In this embodiment, the FCW function is triggered if the collision time is less than or equal to the second steering time threshold and greater than the warning time threshold. If the collision time is less than or equal to the warning time threshold and greater than the first braking time threshold, the FCW function is not triggered. This prioritizes the FCW function before the FCV system issues an alarm, allowing for early collision avoidance.

[0160] In some embodiments, triggering an automatic emergency steering function of a target vehicle includes:

[0161] When there is steerable space in the environment where the target vehicle is located, the automatic emergency steering function of the target vehicle is triggered.

[0162] Among them, whether there is a steerable space can be determined based on the movement state of the obstacle, the movement state of the moving target in the front lateral space of the target vehicle, and the movement state of the moving target in the rear lateral space of the target vehicle.

[0163] In this embodiment, when it is determined that the automatic emergency steering function is needed to avoid the risk of collision, it is determined whether there is a steerable space in the environment where the target vehicle is located. If there is a steerable space in the environment where the target vehicle is located, the automatic emergency steering function of the target vehicle is triggered to ensure safety.

[0164] When it is determined that the automatic emergency steering function is needed to avoid the collision risk, the automatic emergency steering function can be directly triggered. However, the state of the target vehicle may not be suitable for triggering the automatic emergency steering function. Therefore, in some embodiments, triggering the automatic emergency steering function of the target vehicle includes:

[0165] Get the current state of the state machine in the target vehicle;

[0166] When the current state is standby, trigger the automatic emergency steering function of the target vehicle.

[0167] Among them, the state machine of the target vehicle can set the state of the automatic emergency steering function to include six states: OFF, ON, Passive, Standby, Active and Failure, such as Figure 3 As shown, OFF indicates the off state of the automatic emergency steering function, ON indicates the on state of the automatic emergency steering function, which includes three sub-states: Passive / Standby / Active. Passive indicates the inhibition state, which indicates that the automatic emergency steering function is in the on state and there are inhibition triggering conditions. Standby indicates the standby state of the automatic emergency steering function, which indicates that the automatic emergency steering function is in the on state and there are no inhibition triggering conditions, and the automatic emergency steering function can be triggered. Active indicates that the automatic emergency steering function is in the triggered state. Failure indicates a system failure or related communication failure, the signal is invalid, and the automatic emergency steering function is in a fault state.

[0168] The following describes the various state transition conditions for the automatic emergency steering function:

[0169] ① OFF enters Passive, system initialization is completed;

[0170] ②On enters OFF, the function is turned off;

[0171] ③ Passive enters Standby mode when the vehicle or system has no faults, the state quantity does not exceed the corresponding threshold, or the driver input and other conditions meet the requirements;

[0172] ④ From Standby mode to Passive mode, there is a vehicle or system fault, the state quantity exceeds the corresponding threshold, or the driver input and other conditions do not meet the requirements;

[0173] ⑤ The Standby mode switches to Active mode within the preset time threshold and there is room for turning;

[0174] ⑥Active enters Passive mode when the vehicle or system fails, the state quantity exceeds the corresponding threshold, or the driver input and other conditions do not meet the requirements;

[0175] ⑦On enters Failure, the actuator or controller of the automatic emergency steering function is faulty;

[0176] ⑧Failure enters Passive mode, and the fault of the actuator or controller of the automatic emergency steering function is eliminated;

[0177] ⑨OFF enters Failure, the actuator or controller of the automatic emergency steering function fails or initialization is not completed;

[0178] ⑩Failure enters OFF and the switch of the automatic emergency steering function is turned off.

[0179] In this embodiment, the current state of the state machine in the target vehicle is obtained. When the current state is the standby state, it indicates that the target vehicle is currently suitable for triggering the automatic emergency steering function, and the automatic emergency steering function of the target vehicle is triggered. When the target vehicle is currently suitable for triggering the automatic emergency steering function, the automatic emergency steering function of the target vehicle is triggered again, thereby further ensuring safety.

[0180] In some embodiments, the automatic emergency obstacle avoidance function includes an automatic emergency steering function. This embodiment also includes:

[0181] Obtain obstacle avoidance trajectory when the automatic emergency steering function is triggered;

[0182] Based on the obstacle avoidance trajectory, the target vehicle is controlled to avoid obstacles.

[0183] The obstacle avoidance trajectory may be obtained by path planning or other methods. In this embodiment, when the automatic emergency steering function is triggered, the obstacle avoidance trajectory is obtained, and based on the obstacle avoidance trajectory, the target vehicle is controlled to avoid the obstacle so that the target vehicle avoids the obstacle.

[0184] It is understandable that the target vehicle can calculate the obstacle avoidance trajectory in real time after triggering the automatic emergency steering function, or the target vehicle can calculate the obstacle avoidance trajectory and store it before triggering the automatic emergency steering function, and then directly read the obstacle avoidance trajectory after triggering the automatic emergency steering function. This embodiment does not limit this.

[0185] In some embodiments, the process of determining an obstacle avoidance trajectory includes:

[0186] Get the distance between the target vehicle and the obstacle;

[0187] Based on the distance, the obstacle avoidance trajectory is determined.

[0188] The distance between the target vehicle and the obstacle may refer to the longitudinal distance between the target vehicle and the obstacle, that is, the distance between the target vehicle and the obstacle in its traveling direction.

[0189] In this embodiment, the distance between the target vehicle and the obstacle is obtained, and the obstacle avoidance trajectory is determined based on the distance to implement open-loop control of the system. This eliminates the need to obtain the obstacle avoidance trajectory through path planning, reduces the amount of calculation and the requirements for the path planning algorithm, and improves the system response speed.

[0190] In some embodiments, the obstacle avoidance trajectory includes the yaw angle, lateral velocity, and lateral acceleration of the target vehicle at multiple moments, or the obstacle avoidance trajectory includes the yaw angle and lateral acceleration of the target vehicle at multiple moments.

[0191] In some embodiments, determining an obstacle avoidance trajectory based on the distance includes:

[0192] Obtain multiple candidate mapping tables;

[0193] The obstacle avoidance trajectory will be read from the candidate mapping table that matches the distance.

[0194] Since the obstacle avoidance points between the target vehicle and the obstacle vary depending on the distance between them, these points form the obstacle avoidance trajectory. Therefore, a candidate mapping table corresponding to various candidate distances can be pre-set so that after obtaining the distance, the obstacle avoidance trajectory can be directly read from the candidate mapping table corresponding to the distance-matching candidate distance.

[0195] In some embodiments, determining an obstacle avoidance trajectory based on the distance includes:

[0196] Obtaining preset lateral displacement for obstacles;

[0197] Determine the obstacle avoidance trajectory based on the preset lateral displacement, distance, and current motion state information of the target vehicle.

[0198] The current motion state information of the target vehicle may include information such as the current position, speed, and acceleration of the target vehicle. The preset lateral displacement and distance may be used to indicate the target position for avoiding obstacles. Therefore, in this embodiment, obtaining the preset lateral displacement for the obstacle and determining the obstacle avoidance trajectory based on the preset lateral displacement, distance, and the current motion state information of the target vehicle is equivalent to determining the obstacle avoidance trajectory based on the target position and the current motion state information of the target vehicle, thereby determining the obstacle avoidance trajectory based on the current position and target position of the target vehicle, further reducing the amount of calculation required to determine the obstacle avoidance trajectory.

[0199] In some embodiments, determining an obstacle avoidance trajectory based on a preset lateral displacement, distance, and current motion state information of the target vehicle includes:

[0200] Solve the preset function based on the preset lateral displacement, distance and current motion state information of the target vehicle;

[0201] Determine the obstacle avoidance trajectory based on the solved preset function.

[0202] The independent variable of the preset function is the longitudinal displacement, which may include at least one. Specifically, the preset function may include a first preset function, a second preset function, a third preset function, and a fourth preset function, wherein the second preset function is obtained based on the first preset function, the third preset function is obtained based on the first preset function or the second preset function, and the fourth preset function is obtained based on the second preset function.

[0203] For example, the center of the target vehicle is the coordinate far point, the driving direction of the target vehicle is the x-axis direction, and the vertical direction of the driving direction of the target vehicle is the y-axis direction, such as Figure 4 As shown, the first preset function is the relationship between the lateral displacement and the longitudinal displacement, which can be shown as the following formula:

[0204] y(x)=a0+a1x+a2x 2 +a3x 3 +a4x 4 +a5x 5 (5)

[0205] Where y(x) represents the lateral displacement, x represents the longitudinal displacement, and a0, a1, a2, a3, a4, and a5 are the coefficients to be solved.

[0206] The second preset function is the relationship between the lateral velocity and the longitudinal displacement, which can be expressed as the following formula:

[0207]

[0208] Where y(.x) represents the lateral velocity.

[0209] The third preset function is the relationship between the lateral acceleration and the longitudinal displacement, which can be expressed as the following formula:

[0210]

[0211] in, Indicates the lateral acceleration.

[0212] The fourth preset function is the relationship between the yaw angle and the longitudinal displacement, which can be expressed as the following formula:

[0213]

[0214] Here, θ(x) represents the yaw angle.

[0215] The lateral displacement, lateral velocity and lateral acceleration of the target vehicle at the starting position (the starting position is also the current position of the target vehicle) are known, and the longitudinal displacement is 0. Therefore, a0, a1 and a2 can be solved by formula (5), formula (6) and formula (7). The lateral displacement (the lateral displacement of the target position is the preset lateral displacement) and longitudinal displacement (the longitudinal displacement is the distance between the target vehicle and the obstacle) of the target vehicle at the target position are known, and the lateral velocity and lateral acceleration of the target vehicle at the target position are zero. By formula (5), formula (6) and formula (7), a3, a4 and a5 can be solved, thereby obtaining the preset function after solution.

[0216] After obtaining the solved preset function, the lateral velocity, lateral acceleration, and yaw angle of the target vehicle at multiple moments can be obtained based on the solved preset function, thereby obtaining the obstacle avoidance trajectory.

[0217] In this embodiment, a preset function is solved based on the preset lateral displacement, distance, and current motion state information of the target vehicle, and the obstacle avoidance trajectory is determined based on the solved preset function. This realizes the determination of the obstacle avoidance trajectory based on the preset function regarding the longitudinal displacement, further reducing the amount of calculation required to obtain the obstacle avoidance trajectory.

[0218] In some embodiments, determining an obstacle avoidance trajectory based on the solved preset function includes:

[0219] Substitute the preset longitudinal displacement sampling points into the solved preset function for calculation to obtain the obstacle avoidance trajectory.

[0220] The preset longitudinal displacement sampling points are pre-set longitudinal displacement points, which may include multiple points. For example, the preset longitudinal displacement sampling points include 0.1, 0.2, ..., N. After substituting each preset longitudinal displacement sampling point into the solved preset function for calculation, the lateral velocity, lateral acceleration, and yaw angle of the target vehicle at each preset longitudinal displacement sampling point can be obtained, thereby obtaining the obstacle avoidance trajectory.

[0221] In this embodiment, the preset function is a function of longitudinal displacement. The preset longitudinal displacement sampling points are substituted into the solved preset function for calculation to obtain the obstacle avoidance trajectory. The obstacle avoidance trajectory can be obtained based on the preset longitudinal displacement sampling points, further reducing the amount of calculation.

[0222] In some embodiments, when an obstacle avoidance trajectory is determined before triggering the automatic emergency steering function, the obstacle avoidance trajectory may be stored in a preset mapping table. In this case, obtaining the obstacle avoidance trajectory includes:

[0223] Query the obstacle avoidance trajectory from the preset mapping table.

[0224] The preset mapping table may include preset longitudinal displacement sampling points, lateral velocities, lateral accelerations, and yaw angles corresponding to the preset longitudinal displacement sampling points. Optionally, the preset mapping table may also include lateral displacements corresponding to the preset longitudinal displacement sampling points.

[0225] After storing the obstacle avoidance trajectory in the preset mapping table, the target vehicle reads the lateral velocity, lateral acceleration and yaw angle corresponding to each preset longitudinal displacement sampling point from the preset mapping table, and controls the target vehicle to avoid obstacles based on the lateral velocity, lateral acceleration and yaw angle corresponding to each preset longitudinal displacement sampling point.

[0226] In this embodiment, the obstacle avoidance trajectory is first stored in a preset mapping table. After the automatic emergency steering function is triggered, the obstacle avoidance trajectory is queried from the preset mapping table to calculate the obstacle avoidance trajectory in advance, thereby improving the speed of obtaining the obstacle avoidance trajectory after the automatic emergency steering function is triggered, and further improving the speed of controlling the target vehicle to avoid obstacles.

[0227] The following is based on Figure 5 , the control system of the automatic emergency obstacle avoidance function of this application is described.

[0228] The target vehicle's sensors include radars and cameras. The radars include a medium-range millimeter-wave radar and four short-range millimeter-wave radars. The cameras include a forward-looking camera and four surround-view cameras. The target vehicle perceives its environment through radars and cameras.

[0229] The target vehicle's controller determines the collision time between the target vehicle and the obstacle and, based on the collision time and time threshold, controls actuators. These actuators include the Electric Power Steering (EPS) system, which implements automatic emergency steering, and the Integrated Power Brake (IPB) system, which implements automatic emergency obstacle avoidance.

[0230] Optionally, the target vehicle may further include a body control module (BCM), which is configured to receive relevant information about the vehicle body and make decisions.

[0231] Optionally, the target vehicle may further include a human-machine interface (HMI).

[0232] Optionally, the target vehicle may also include an onboard digital video recorder (DVR) for video recording. In addition, the control system may also receive signals sent by a vehicle control unit (VCU) for decision making.

[0233] The following is based on Figure 6 、 Figure 7 as well as Figure 8 , the vehicle control method provided in this application is further explained.

[0234] like Figure 6 As shown, the target vehicle uses the target recognition module to sense objects in its environment, detect obstacles, and send the obstacles to the state machine and decision module. The decision module determines the collision time between the target vehicle and the obstacle, and controls the automatic emergency braking function and the automatic emergency steering function based on the collision time and the preset time range. When the automatic emergency steering function is determined to be triggered, the state of the automatic emergency steering function is obtained from the state machine. If the automatic emergency steering function is in the standby state, the decision module sends a decision instruction to trigger the automatic emergency steering function to the open-loop control module. Based on the decision instruction, the open-loop control module obtains the obstacle avoidance trajectory, generates a control instruction based on the obstacle avoidance trajectory, and sends the control instruction to the actuator. The actuator executes the control instruction to control the target vehicle to avoid obstacles.

[0235] Optionally, the target vehicle may also send a state instruction to the actuator through the state machine. When the actuator obtains the control instruction and the state instruction, it executes the control instruction to control the target vehicle to avoid obstacles.

[0236] Below, refer to Figure 7 and Figure 8 , describes the process of determining the collision time between the target vehicle and the obstacle through the decision module, and implementing the automatic emergency braking function and the automatic emergency steering function based on the collision time and the time threshold range.

[0237] like Figure 7As shown, the area between the target vehicle and the obstacle may include area ①, area ②, area ③ and area ④. When the collision time is less than or equal to the second turning time threshold and greater than the warning time threshold (i.e., the collision time is within the third sub-time range), it indicates that the target vehicle is located in area ① and the automatic emergency steering function is triggered. When the collision time is less than or equal to the warning time threshold and greater than the first braking time threshold (i.e., the collision time is within the fourth sub-time range), it indicates that the target vehicle is located in area ② and the automatic emergency steering function and the automatic emergency braking function are not triggered. When the collision time is between the first braking time threshold and the first turning time threshold (i.e., the collision time is within the first time range), it indicates that the target vehicle is located in area ③. At this time, when the collision time is less than or equal to the first braking time threshold and greater than the second braking time threshold (i.e., the collision time is within the first sub-time range), it indicates that the automatic emergency braking function can avoid the collision risk and the automatic emergency braking function is triggered. When the collision time is less than or equal to the second braking time threshold and less than or greater than the first turning time threshold (i.e., the collision time is within the second sub-time range), it indicates that the automatic emergency braking function cannot avoid the collision risk and the automatic emergency steering function is triggered. When the collision time is less than the first turning time threshold, it means that the target vehicle is located in ④, triggering the automatic emergency braking function.

[0238] Alternatively, as Figure 8 As shown, when the automatic emergency braking function cannot avoid the risk of collision, the target vehicle can determine whether there is a steerable space in the current lane or the adjacent lane based on the obstacle, the motion state of the moving target in the front lateral space of the target vehicle, and the motion state of the moving target in the rear lateral space of the target vehicle. When there is a steerable space, the automatic emergency steering function is triggered. When the automatic emergency steering function is triggered, the obstacle avoidance trajectory is obtained, and the target vehicle is controlled to avoid obstacles based on the obstacle avoidance trajectory.

[0239] As can be seen from the above, in the embodiment of the present application, by obtaining the collision time between the target vehicle and the obstacle in the environment in which the target vehicle is located, the automatic emergency obstacle avoidance function of the target vehicle is controlled based on the collision time and the time threshold range, thereby realizing the control of the automatic emergency obstacle avoidance function based on the time range threshold, improving the accuracy of controlling the automatic emergency obstacle avoidance function, and thus improving the safety of vehicle driving.

[0240] Figure 9 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. Figure 9 The vehicle control device may include an acquisition module 901 and a control module 902.

[0241] The acquisition module 901 is used to acquire the collision time between the target vehicle and the obstacle in the environment where the target vehicle is located.

[0242] The control module 902 is used to control the automatic emergency obstacle avoidance function of the target vehicle based on the collision time and the time threshold range.

[0243] Among them, the acquisition module 901 and the control module 902 can be used to execute all the steps in the embodiments corresponding to the above-mentioned vehicle control method respectively. For the specific implementation methods of these modules and more details, please refer to the corresponding method part, which will not be repeated here.

[0244] An embodiment of the present application further provides a computer-readable storage medium having instructions stored thereon. When the instructions are executed by a processor, the processor is configured to execute the above-mentioned mobile charging scheduling method.

[0245] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0246] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0247] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0248] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0249] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0250] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0251] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology for information storage. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media such as modulated communication signals and carrier waves.

[0252] In some embodiments, the present application also provides a controller on which a computer program is stored, and when the computer program is executed by a processor, the steps in the embodiments of the present application are implemented.

[0253] In some embodiments, the present application further provides a target vehicle, including the controller in the embodiments of the present application. Optionally, the target vehicle may include at least one of a vehicle, a ship, and an aircraft.

[0254] In some embodiments, the present application also provides a computer program product, including a computer program or instructions, which implement the steps in the embodiments of the present application when the computer program or instructions are executed by a processor.

[0255] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0256] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0257] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0258] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle control method, characterized in that: include: Obtaining a collision time between a target vehicle and an obstacle in the environment in which the target vehicle is located; Based on the collision time and the time threshold range, an automatic emergency obstacle avoidance function of the target vehicle is controlled.

2. The method according to claim 1, characterized in that The automatic emergency obstacle avoidance function includes at least two types.

3. The method according to claim 2, characterized in that The time threshold range is based on different settings of the automatic emergency obstacle avoidance function.

4. The method according to claim 1, wherein The automatic emergency obstacle avoidance function includes an automatic emergency steering function and / or an automatic emergency braking function.

5. The method according to claim 4, characterized in that The time threshold range includes a first steering time threshold corresponding to the automatic emergency steering function and a first braking time threshold corresponding to the automatic emergency braking function; The automatic emergency obstacle avoidance function of the target vehicle is controlled based on the collision time and the time threshold range, including: When the collision time is between the first braking time threshold and the first steering time threshold, the automatic emergency braking function or the automatic emergency steering function is triggered.

6. The method according to claim 5, characterized in that The time threshold range also includes a second braking time threshold corresponding to the automatic emergency braking function; The triggering of the automatic emergency braking function or the automatic emergency steering function when the collision time is between the first braking time threshold and the first steering time threshold includes: triggering an automatic emergency braking function of the target vehicle when the collision time is less than or equal to the first braking time threshold and greater than the second braking time threshold; When the collision time is less than or equal to the second braking time threshold and less than or greater than the first turning time threshold, the automatic emergency steering function of the target vehicle is triggered.

7. The method according to claim 6, characterized in that The method further comprises: When the collision time is less than the first turning time threshold, the automatic emergency braking function is triggered.

8. The method according to claim 4, characterized in that The time threshold range includes a second steering time threshold corresponding to the automatic emergency steering function and a first braking time threshold corresponding to the automatic emergency braking function; The automatic emergency obstacle avoidance function of the target vehicle is controlled based on the collision time and the time threshold range, including: When the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, the automatic emergency steering function of the target vehicle is controlled.

9. The method according to claim 8, characterized in that The time threshold range also includes a warning time threshold; When the collision time is less than or equal to the second steering time threshold and greater than the first braking time threshold, controlling the automatic emergency steering function of the target vehicle includes: triggering the automatic emergency steering function when the collision time is less than or equal to the second steering time threshold and greater than the warning time threshold; When the collision time is less than or equal to the warning time threshold and greater than the first braking time threshold, the automatic emergency steering function is not triggered.

10. The method according to claim 5, characterized in that Triggering the automatic emergency steering function of the target vehicle, including: When there is a steerable space in the environment where the target vehicle is located, the automatic emergency steering function of the target vehicle is triggered.

11. The method according to claim 5, characterized in that Triggering the automatic emergency steering function of the target vehicle, including: Obtaining the current state of the state machine in the target vehicle; When the current state is the standby state, the automatic emergency steering function of the target vehicle is triggered.

12. The method according to claim 1, characterized in that The obtaining of the collision time between the target vehicle and an obstacle in the environment in which the target vehicle is located includes: Determine the latest turning time of the target vehicle; A collision time between the target vehicle and the obstacle is determined based on the latest turning time, a first speed of the target vehicle, and a second speed of an obstacle in an environment where the target vehicle is located.

13. The method according to claim 12, characterized in that Determining the latest turning time of the target vehicle includes: Obtaining the extreme lateral acceleration value corresponding to the target vehicle and a preset lateral displacement for avoiding the obstacle; The latest turning time of the target vehicle is determined based on the lateral acceleration extreme value and the preset lateral displacement.

14. The method according to claim 13, characterized in that The target vehicle is a target vehicle, and obtaining a lateral acceleration extreme value corresponding to the target vehicle includes: Obtaining a road adhesion coefficient corresponding to the target vehicle; Based on the road adhesion coefficient, a lateral acceleration extreme value corresponding to the target vehicle is determined.

15. The method according to claim 12, characterized in that The determining of a collision time between the target vehicle and the obstacle based on the latest turning time, the first speed of the target vehicle, and the second speed of an obstacle in an environment where the target vehicle is located includes: determining a limit turning distance of the target vehicle based on the latest turning time, a first speed of the target vehicle, and a second speed of an obstacle in an environment in which the target vehicle is located; A collision time between the target vehicle and the obstacle is determined based on the limit turning distance, the first speed, and the second speed.

16. The method according to claim 1, wherein The automatic emergency obstacle avoidance function includes an automatic emergency steering function, and the method further includes: When the automatic emergency steering function is triggered, obtaining an obstacle avoidance trajectory; Based on the obstacle avoidance trajectory, the target vehicle is controlled to avoid obstacles.

17. The method according to claim 16, characterized in that The process of determining the obstacle avoidance trajectory includes: Obtaining the distance between the target vehicle and the obstacle; Based on the distance, the obstacle avoidance trajectory is determined.

18. The method according to claim 17, characterized in that The obstacle avoidance trajectory includes the yaw angle, lateral velocity, and lateral acceleration of the target vehicle at multiple moments.

19. The method according to claim 17, wherein The determining the obstacle avoidance trajectory based on the distance includes: Obtaining a preset lateral displacement for the obstacle; The obstacle avoidance trajectory is determined based on the preset lateral displacement, the distance, and the current motion state information of the target vehicle.

20. The method according to claim 19, characterized in that The determining the obstacle avoidance trajectory based on the preset lateral displacement, the distance, and the current motion state information of the target vehicle includes: Solving a preset function based on the preset lateral displacement, the distance, and the current motion state information of the target vehicle; Based on the solved preset function, the obstacle avoidance trajectory is determined.

21. The method according to claim 20, characterized in that The determining the obstacle avoidance trajectory based on the solved preset function includes: The preset longitudinal displacement sampling points are substituted into the solved preset function for calculation to obtain the obstacle avoidance trajectory.

22. The method according to claim 16, wherein The method further comprises: The obstacle avoidance trajectory is retrieved from a preset mapping table.

23. The method according to any one of claims 1 to 22, characterized in that The target vehicle is at least one of a vehicle, a ship and an aircraft.

24. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 23 are implemented.

25. A controller having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 23 are implemented.

26. A target vehicle, characterized in that: Comprising a controller as claimed in claim 25.

27. The target carrier according to claim 26, characterized in that The target vehicle includes at least one of a vehicle, a ship, and an aircraft.

28. A computer program product, characterized in that The method comprises a computer program or instructions, which implements the steps of the method according to any one of claims 1 to 23 when executed by a processor.

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