Vehicle emergency avoidance method, electronic device, vehicle, medium, and program product

Abstract

The application relates to the field of assisted driving, in particular to a vehicle emergency avoidance method, an electronic device, a vehicle, a medium and a program product. The vehicle emergency avoidance method can continuously update the lateral acceleration and the longitudinal acceleration of the vehicle during steering avoidance in an iterative manner. Until the friction circle condition of the vehicle is met, and a steering path that can successfully avoid is obtained. Through the above scheme, an avoidance path meeting the friction circle condition can be planned, the vehicle dynamics limit is avoided during vehicle emergency avoidance, and the driving safety of the vehicle is ensured.

Description

Technical Field

[0001] This application relates to the field of driver assistance technology, and in particular to a vehicle emergency avoidance method, electronic device, vehicle, medium, and program product. Background Technology

[0002] While a vehicle is in motion, its electronic equipment (such as in-vehicle infotainment systems and onboard terminals) can predict the risk of collision with surrounding obstacles based on parameters such as the vehicle's current speed or acceleration. If the electronic equipment predicts a collision risk, it can plan an avoidance path to prevent a collision and improve driving safety.

[0003] However, the avoidance paths planned by current electronic devices are not accurate enough, or it is not easy to plan the avoidance path for the vehicle, resulting in a still high risk of collision between the vehicle and the obstacle. Summary of the Invention

[0004] This application provides a vehicle emergency avoidance method, electronic device, vehicle, medium, and program product. When planning the avoidance path, this method can consider the limitations of the vehicle's friction circle, thereby planning a more accurate avoidance trajectory that conforms to the vehicle's dynamic limits.

[0005] In a first aspect, embodiments of this application provide a vehicle emergency avoidance method, the method comprising: an electronic device acquiring a first collision assessment time and a first avoidance endpoint position between the vehicle and an obstacle; if the vehicle meets the steering avoidance conditions based on the first collision assessment time, generating a first steering path for the vehicle based on the first avoidance endpoint position; then, the electronic device determining a first lateral acceleration set based on the first steering path, and determining a first longitudinal acceleration set corresponding to the first lateral acceleration set according to the vehicle's friction circle conditions; the electronic device determining a second collision assessment time between the vehicle and the obstacle based on the first longitudinal acceleration set; and if a first time difference between the second collision assessment time and the first collision assessment time meets the avoidance conditions, using the first steering path as the vehicle's avoidance path.

[0006] This method demonstrates that, given the determined first time difference satisfies the avoidance conditions, the first collision assessment time determined based on the current longitudinal acceleration set is close to the second collision assessment time determined based on the same set. In other words, the current longitudinal acceleration set is close to the first longitudinal acceleration set. Therefore, the current longitudinal acceleration set, together with the first lateral acceleration set, can also satisfy the friction circle condition. Consequently, all positions of the first steering path generated by the vehicle based on the current longitudinal acceleration set meet the friction circle condition, and the vehicle will not lose control when traveling along the planned steering path. Thus, the first steering path can be used as an emergency avoidance steering path to ensure vehicle safety.

[0007] In one possible implementation of the first aspect described above, the method further includes: if the first time difference between the second collision assessment time and the first collision assessment time does not meet the avoidance conditions, the electronic device determines a second avoidance endpoint position based on the second collision assessment time. If the vehicle meets the steering avoidance conditions based on the second collision assessment time, a second steering path for the vehicle is generated based on the second avoidance endpoint position. Then, the electronic device determines a second lateral acceleration set based on the second steering path, and determines a second longitudinal acceleration set corresponding to the second lateral acceleration set according to the vehicle's friction circle conditions. The electronic device determines a third collision assessment time between the vehicle and the obstacle based on the second longitudinal acceleration set. If the second time difference between the third collision assessment time and the second collision assessment time meets the avoidance conditions, the second steering path is used as the vehicle's avoidance path.

[0008] In this implementation, if the determined first time difference does not meet the avoidance conditions, it indicates a significant difference between the first collision assessment time determined based on the current longitudinal acceleration set and the second collision assessment time determined based on the first longitudinal acceleration set. That is, the current longitudinal acceleration set differs significantly from the first longitudinal acceleration set. Therefore, the current longitudinal acceleration set, together with the first lateral acceleration set, may not satisfy the friction circle condition. Thus, based on the second avoidance endpoint position determined by the second collision assessment time, a second steering path can be planned, and its suitability as a vehicle avoidance path can be determined in the same manner.

[0009] In one possible implementation of the first aspect described above, the first collision assessment time is determined based on a preset set of longitudinal accelerations.

[0010] In this possible implementation, the first collision time can be the initial collision assessment time, which can be determined by a preset set of longitudinal accelerations of the vehicle, where the longitudinal accelerations in the preset set of longitudinal accelerations can be the maximum acceleration of the vehicle's longitudinal braking.

[0011] In one possible implementation of the first aspect above, the first turning path includes at least one sub-path, and each sub-path is a polynomial curve path with preset coefficients.

[0012] In this possible implementation, the first steering path can be a polynomial curve path with preset coefficients, which can be a curve path in which the lateral position of the vehicle changes according to its longitudinal position. The first steering path can include multiple sub-paths, thereby allowing for the planning of a steering path that better meets the avoidance requirements.

[0013] In one possible implementation of the first aspect described above, the at least one sub-path includes a connected first sub-path and a second sub-path, wherein the starting point of the first sub-path is the starting point of the first turning path, and the ending point of the second sub-path is the ending point of the first turning path. The connection point between the first and second sub-paths is located at a preset position, wherein the ratio of the lateral distance between the preset position and the vehicle's initial position to the lateral distance between the first avoidance endpoint position and the vehicle's initial position is any value between 0.5 and 0.9. The ratio of the longitudinal distance between the preset position and the vehicle's initial position to the longitudinal distance between the first avoidance endpoint position and the vehicle's initial position is any value between 0.5 and 0.9.

[0014] In this possible implementation, by setting a preset position, the constructed second steering path can be made to better meet the requirements of the avoidance path, thereby avoiding the oscillation of the fifth-order polynomial, ensuring the smoothness of the trajectory curve, and also controlling the change of the vehicle's lateral avoidance acceleration to generate a steering path that better meets the avoidance requirements.

[0015] In one possible implementation of the first aspect described above, determining the first longitudinal acceleration set corresponding to the first lateral acceleration set based on the vehicle's friction circle condition includes: determining a third longitudinal acceleration set that meets the vehicle's friction circle condition based on the first lateral acceleration set. The first longitudinal acceleration set is determined by taking the smaller value between a preset longitudinal acceleration set and the third longitudinal acceleration set.

[0016] In this possible implementation, the first lateral acceleration set can be the accelerations at N locations along the vehicle's first steering path. Therefore, the third longitudinal acceleration set, determined based on the first lateral acceleration set and satisfying the friction circle condition, also corresponds to the accelerations at the N locations along the first steering path. The friction circle condition can be: the vector sum of the i-th lateral acceleration in the first lateral acceleration set and the i-th longitudinal acceleration in the third longitudinal acceleration set is the maximum braking acceleration of the vehicle limited by the friction circle condition. The preset longitudinal acceleration set can also be divided into N longitudinal accelerations, where the i-th longitudinal acceleration in the first longitudinal acceleration set is the smallest value among the i-th longitudinal acceleration in the preset longitudinal acceleration set and the i-th longitudinal acceleration in the third longitudinal acceleration set. Thus, if each longitudinal acceleration in the third longitudinal acceleration set satisfies the friction circle condition with each lateral acceleration in the first lateral acceleration set, then each longitudinal acceleration in the first longitudinal acceleration set and each lateral acceleration in the first lateral acceleration set will also satisfy the friction circle condition.

[0017] In one possible implementation of the first aspect above, determining the first lateral acceleration set based on the first steering path includes: determining the first lateral acceleration set based on the curvature at multiple locations along the first steering path.

[0018] Secondly, this application provides an electronic device, comprising: a memory for storing instructions; and at least one processor for executing the instructions to cause the electronic device to implement the vehicle trajectory prediction method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in the second aspect can be referred to the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here.

[0019] Thirdly, this application provides a vehicle including the electronic equipment described in the second aspect. The beneficial effects achievable through this third aspect are similar to those of the electronic equipment provided in the second aspect, and will not be repeated here.

[0020] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to implement the vehicle trajectory prediction method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in this fourth aspect can be found in the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here.

[0021] Fifthly, this application provides a computer program product that stores instructions that, when executed on a device, cause the device to implement the vehicle trajectory prediction method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in the fifth aspect can be found in the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here. Attached Figure Description

[0022] Figure 1 A schematic diagram of a vehicle driving on a road is shown;

[0023] Figure 2 According to some embodiments of this application, a flowchart of a vehicle emergency avoidance method is shown;

[0024] Figure 3 According to some embodiments of this application, a schematic diagram of a vehicle traveling on a road is shown;

[0025] Figure 4 According to some embodiments of this application, a structural schematic diagram of a vehicle is shown. Detailed Implementation

[0026] The illustrative embodiments of this application include, but are not limited to, vehicle emergency avoidance methods, electronic devices, vehicles, media, and program products.

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be described in detail below with reference to the accompanying drawings and specific implementation methods.

[0028] As shown in the background section, the avoidance paths planned by current electronic devices are not accurate enough, or it is not easy to plan the avoidance path for vehicles, resulting in a still high risk of collisions between vehicles and obstacles.

[0029] For example, Figure 1 This diagram illustrates a vehicle driving on a road.

[0030] Reference Figure 1 When vehicle 01 is traveling on the road, if an obstacle 02 (such as another vehicle) in front of vehicle 01 suddenly decelerates, the electronic equipment mounted on vehicle 01 predicts that even with maximum deceleration, a collision with obstacle 02 is still possible. The electronic equipment can plan an avoidance path by coordinating turning and deceleration, thereby preventing a collision between vehicle 01 and obstacle 02 and improving driving safety.

[0031] For example, electronic devices can determine the braking acceleration 'a' of vehicle 01 in its current direction of travel (hereinafter referred to as the x-direction, or longitudinal direction).x Among them, braking acceleration a x The braking acceleration is less than the maximum braking acceleration of vehicle 01 to prevent vehicle 01 from slipping and losing control. Then, the electronic equipment can adjust the braking acceleration based on the braking acceleration a. x and the vehicle's current forward speed v x The functional relationship X(t) of the distance that vehicle 01 moves along the x-direction in the future over a period of time is determined:

[0032] X = v x ×ta x ×t 2 / twenty one)

[0033] Where X is the distance that vehicle 01 moves along the x-direction, and a x Let t be the braking acceleration of vehicle 01, and t be the braking time of vehicle 01.

[0034] It is understandable that quintic polynomials are widely used in lateral avoidance path planning for autonomous vehicles due to their good smoothness and continuous differentiability. Therefore, the electronic device can establish a quintic polynomial Y(X) representing the distance traveled by vehicle 01 along the x-direction as a function of the distance traveled by vehicle 01 along the y-direction:

[0035] Y = b0 + b1 × X + b2 × X 2 +b3×X 3 +b4×X 4 +b5×X 5 (2)

[0036] Where Y is the distance that vehicle 01 moves along the y-direction (hereinafter also referred to as the lateral direction), X is the distance that vehicle 01 moves along the x-direction, and b0 to b5 are undetermined coefficients. It can be uniquely determined according to boundary conditions, such as the starting position, speed, acceleration, and collision time of vehicle 01 and the position of the avoidance endpoint. The collision time is the time from the initial moment (the moment when the avoidance path is planned) to the moment when the longitudinal position of the vehicle comes into contact with the obstacle (i.e., the moment of collision).

[0037] After the electronic device determines the distance Y that vehicle 01 moves along the y-direction and the distance X that vehicle 01 moves along the x-direction, it can plan the avoidance path S1 for vehicle 01. The electronic device can control vehicle 01 to travel according to the planned acceleration and avoidance path, thus avoiding a collision with obstacle 02.

[0038] It is understandable that the above scheme plans Y(X) based only on the endpoint position that the vehicle needs to avoid and the time between collisions. In other words, if the collision time is short, vehicle 01 needs a large lateral acceleration to travel along the planned path. If the lateral and longitudinal acceleration of vehicle 01 exceeds a certain threshold (e.g., exceeding the limit of the friction circle), it may cause the vehicle to lose control and cause a more serious safety accident.

[0039] The friction circle is a geometric model describing the distribution of adhesion between the vehicle's tires and the ground. The maximum adhesion between the tires and the ground is determined by the coefficient of friction μ and the normal force F. n Decision. When vehicle 01 is traveling on flat ground, the normal force F n Let mg be the weight of vehicle 01, which is the product of the mass m of vehicle 01 and the gravitational acceleration g. Therefore, the maximum adhesion force between the tire and the ground is μmg, and the maximum braking acceleration of vehicle 01 is μg. In some embodiments, the maximum braking acceleration of vehicle 01 can be simplified to g. That is, the braking acceleration a of vehicle 01 along the x-direction is... x Braking acceleration a of vehicle 01 along the y-direction y The sum of the vectors must be less than or equal to g.

[0040] In the above scheme, although the electronic equipment can plan the braking acceleration a of vehicle 01 along the x-direction, x The acceleration a of vehicle 01 along the y-direction is less than g, but in order to meet the avoidance requirements, the acceleration a of the vehicle 01 corresponding to the avoidance path moves in the y-direction. y The magnitude may be large, resulting in a braking acceleration a of vehicle 01 along the x-direction. x Braking acceleration a of vehicle 01 along the y-direction y The vector sum is greater than g. That is, the above scheme may exceed the limit of the friction circle when planning the avoidance path of vehicle 01. This may cause the braking force of vehicle 01 to exceed the maximum adhesion between the tires and the ground when it travels according to the avoidance path planned by the electronic device, resulting in uncontrollable slippage. A collision may still occur between vehicle 01 and obstacle 02, and due to the loss of control of vehicle 01, a more serious accident may occur.

[0041] To address the aforementioned issues, this application considers the constraint of the friction circle when planning the vehicle's avoidance path, ensuring that at any point along the planned avoidance path, the vector sum of the vehicle's lateral and longitudinal accelerations will not exceed the maximum braking acceleration limited by the friction circle. This prevents the vehicle from losing control when traveling along the planned avoidance path.

[0042] Specifically, this application provides a vehicle emergency avoidance method, which obtains a first collision assessment time between the vehicle and an obstacle (e.g., determined based on a preset longitudinal acceleration of the vehicle) and a first avoidance endpoint position. If the vehicle meets the steering avoidance requirements based on the first collision assessment time, a first steering path is generated based on the first avoidance endpoint position (i.e., a steering path is planned first). Then, a first lateral acceleration set is determined based on the first steering path (corresponding to the lateral acceleration magnitudes at various positions along the currently planned path). Based on the vehicle's friction circle condition, a first longitudinal acceleration set corresponding to the first lateral acceleration set is determined (i.e., the longitudinal acceleration set that, together with the first lateral acceleration set, satisfies the friction circle condition is determined). Based on the first longitudinal acceleration set, a second collision assessment time between the vehicle and the obstacle is calculated. If the first time difference between the second and first collision assessment times satisfies the avoidance condition, the first steering path is used as the vehicle's avoidance path.

[0043] It is understandable that the first time difference satisfying the avoidance condition means that the first time difference is less than or equal to a preset time, where the preset time can be any value between 0s and 0.1s. A first time difference less than or equal to the preset time indicates that the first collision assessment time determined based on the current longitudinal acceleration set is close to the second collision assessment time determined based on the first longitudinal acceleration set. That is, the current longitudinal acceleration set is close to the first longitudinal acceleration set. Therefore, the current longitudinal acceleration set, together with the first lateral acceleration set, can also satisfy the friction circle condition. Consequently, all positions of the first steering path generated by the vehicle based on the current longitudinal acceleration set meet the friction circle condition, and when the vehicle travels along the planned steering path, there is no risk of loss of vehicle control.

[0044] The following describes the vehicle emergency avoidance method in the embodiments of this application.

[0045] For example, Figure 2 According to some embodiments of this application, a flowchart of a vehicle emergency avoidance method is shown.

[0046] It is understandable that the following processes can be executed by electronic devices, such as vehicle infotainment systems, smart cockpits, controllers, in-vehicle tablets, in-vehicle computers, etc.; or any electronic device with computing capabilities, such as servers.

[0047] like Figure 2 As shown, the process includes:

[0048] S201, obtain the first collision assessment time and the first avoidance endpoint position of the vehicle and the obstacle.

[0049] In some embodiments of this application, when an electronic device configured on the vehicle predicts a collision between the vehicle and an obstacle, it can determine whether the vehicle can plan a steering path by coordinating steering and deceleration based on the vehicle's speed and position, as well as the obstacle's speed and position.

[0050] For example, Figure 3 According to some embodiments of this application, a schematic diagram of a vehicle traveling on a road is shown.

[0051] like Figure 3 As shown, during the movement of vehicle 01, the electronic equipment on vehicle 01 predicts that vehicle 01 will collide with obstacle 02. Furthermore, the electronic equipment detects that even with maximum deceleration along the longitudinal direction (x-direction), vehicle 01 may still collide with obstacle 02. At this point, the electronic equipment can determine whether vehicle 01 can avoid the obstacle by coordinating turning and deceleration.

[0052] For example, electronic devices can determine whether an escape space exists in the coordinate system of vehicle 01. If an escape space exists, the electronic devices can determine that vehicle 01 can avoid the obstacle by coordinating turning and deceleration. Here, the escape space refers to the space large enough for vehicle 01 to avoid the obstacle. It can be understood that, without considering height, vehicle 01 can be considered a rectangle. Therefore, the escape space can be a rectangular area capable of accommodating vehicle 01.

[0053] The following describes the process by which electronic devices determine the existence of an escape space. Among these processes... Figure 3 Obstacle 1 02 and Obstacle 2 03 in the diagram can be other vehicles.

[0054] Reference Figure 3 The electronic device can determine the lateral inner position Linner of the escape space based on the position (x1, y1) of the obstacle 02 in front of the vehicle 01 and the width w of the obstacle 02, and taking into account a certain safety space L1. Linner can be determined by the following formula (3):

[0055] Linner=y1+L1+0.5×w (3)

[0056] In some embodiments of this application, the safety space L1 is greater than 0.5 times the width of vehicle 01 to avoid collision with obstacle 02 when vehicle 01 avoids it. It can be understood that the lateral inner position Linner of the escape space is the closest point of the escape space to vehicle 01, and this position can be used as the anchor point of the escape space. For example, the anchor point coordinates can be (xe, ye), where xe can be determined based on the coordinates x1 of obstacle 02, and ye is the lateral inner position Linner of the escape space. The anchor point of the escape space can serve as the first avoidance endpoint position for vehicle 01. It can be understood that since the safety space L1 between the anchor point and obstacle 02 in the lateral direction is greater than 0.5 times the width of vehicle 01, when the anchor point is used as the first avoidance endpoint position, vehicle 01 will not collide with obstacle 02 in the lateral direction.

[0057] In other words, during the process of planning the turning path of vehicle 01 by electronic devices, the turning path of vehicle 01 can be planned with the center of the front of vehicle 01 as the starting point (e.g., the origin of the vehicle coordinate system) and the anchor point of the escape space as the ending point.

[0058] Then, the electronic device can determine the outer lateral position of the escape space, Louter, based on the road boundary position Lline and the boundary avoidance position L2. Louter can be determined using the following equation (4):

[0059] Louter = Lline - L2 (4)

[0060] The lateral width Lw of the escape space can be determined according to the following equation (5):

[0061] Lw = Louter - Linner (5)

[0062] In some embodiments of this application, the width of vehicle 01 (or 0.5 times the width) can be used as the preset width Lwmin. If the lateral width Lw of the escape space is greater than the preset width Lwmin, it can be determined that the width of the escape space plus the width of the safety space L1 can accommodate the width of vehicle 01. The escape space satisfies the condition for vehicle 01 to turn and avoid obstacles in the lateral direction.

[0063] At the initial moment, the electronic device can assess the risk of collision with the obstacle ahead based on the vehicle's maximum braking acceleration and calculate the time to collision (TTC). It is understood that if there is no risk of collision or no escape space, there is no need for steering to avoid a collision; only speed planning based on the vehicle's maximum deceleration is required. The TTC can be determined by the following equation (6):

[0064] (6)

[0065] Among them, v obj Let v be the velocity of obstacle 02. ego Let a be the speed of vehicle 01. obj Let a be the acceleration of obstacle 02. ego Let TTC be the acceleration of vehicle 01 (corresponding to the maximum braking acceleration). If TTC has two real solutions (i.e., the discriminant is greater than zero), then the positive solution is selected as the collision time (i.e., the time it takes for the two objects to come into contact). If TTC is less than zero, it means that vehicle 01 and obstacle 02 will not collide.

[0066] In some embodiments of this application, the maximum braking acceleration can be a preset value. For example, the maximum braking acceleration can be determined based on the friction circle limit of vehicle 01. In some embodiments of this application, the maximum braking acceleration of vehicle 01 can be simplified to g. In other embodiments, the maximum braking acceleration of vehicle 01 can be set to other values ​​or dynamically determined. This application does not limit the process of determining the maximum braking acceleration limited by the friction circle.

[0067] In some embodiments of this application, the first collision assessment time is determined based on a preset longitudinal acceleration set and the first avoidance endpoint position. This applies when the first collision assessment time is the initial collision assessment time.

[0068] For example, in the initial state (e.g., when the electronic device first plans the turning path of the vehicle), the collision time TTC determined by the above equation (6) can be used as an example of the first collision assessment time. That is, each acceleration in the preset longitudinal acceleration set can be the preset maximum acceleration (or maximum braking acceleration) of vehicle 01. In other words, when the turning path of vehicle 01 is planned for the first time, the longitudinal driving process of vehicle 01 is uniform deceleration.

[0069] S202, based on the first collision assessment time, if the vehicle meets the steering avoidance requirement, the first steering path of the vehicle is generated based on the first avoidance endpoint position.

[0070] In some embodiments of this application, the electronic device can determine whether the vehicle meets the requirements for steering avoidance based on a first collision assessment time. For example, continuing to refer to... Figure 3 If the lateral width Lw of the escape space is greater than the preset width Lwmin, the electronic device can determine that the escape space meets the turning and avoidance conditions of vehicle 01 in the lateral direction. Based on this, the electronic device must also determine whether the escape space meets the turning conditions of vehicle 01 in the longitudinal direction.

[0071] If the first collision assessment time determined by the electronic device is greater than 0, it indicates that vehicle 01 will collide with the obstacle. Then, in the longitudinal direction, the distance Sttc traveled by vehicle 01 from the current moment to the moment of collision can be determined by the following equation (7):

[0072] Sttc = v ego ×TTC+0.5×a ego ×TTC 2 (7)

[0073] Where Sttc is the position of vehicle 01 at the moment of collision, and v ego Here is the speed of vehicle 01 at the current moment, TTC is the first collision assessment time, and a ego This is the acceleration of vehicle 01 (corresponding to the maximum braking speed).

[0074] In some embodiments of this application, Sttc can be used as the nearest longitudinal boundary of the escape space. The electronic device can then determine the farthest longitudinal point Sfar of the collision avoidance space (or the farthest point right in some embodiments) based on the position of the obstacle 2 03 at the left front, and calculate the length Slength of the escape space, i.e., Slength = Sfar - Sttc. When Slength is greater than a certain preset length Slmin, the escape space is considered valid. The preset length Slmin can be a value greater than 0. It is understood that in some embodiments of this application, the position of Sfar changes with the obstacle 2 03. For example, as the obstacle 2 03 moves forward, the position of Sfar also increases. In other embodiments, if there is no obstacle at the left front (or right front) of vehicle 01, Sfar can be the farthest point that vehicle 01 can detect.

[0075] It can be understood that when Slength is greater than 0, it means that the longitudinal length of the escape space is greater than the longitudinal length of vehicle 01 within the TTC. That is, in the longitudinal direction, there will be no other obstacles (such as obstacle 2 03) on the lane that vehicle 01 will turn into, which will affect the turning of vehicle 01. Therefore, when the length of Slength is greater than a certain preset length Slmin, the escape space can be considered to be effective.

[0076] At this point, the electronic device can plan the first steering path of vehicle 01. The process of the electronic device planning the first steering path can be referred to the above formula (2).

[0077] In some embodiments of this application, the electronic device can determine a first correlation between the position and time of the vehicle's longitudinal travel based on a first avoidance endpoint position and a preset set of longitudinal accelerations. Then, a first steering path is determined based on the first avoidance endpoint position and the first correlation. In some embodiments of this application, the first steering path includes at least one sub-path, each sub-path being a polynomial curve path with preset coefficients.

[0078] For example, the first correlation can be determined according to equation (7) above. In some embodiments of this application, the first collision assessment time can be divided into N time points with a step size of 0.1s, where N is an integer greater than 0 and less than 30. Then, according to equation (7), the electronic device can determine the longitudinal parameters corresponding to vehicle 01 at each time point. For example, the longitudinal position, longitudinal velocity, longitudinal acceleration, etc. at each time point.

[0079] For example, at the i-th time of N time points, the longitudinal acceleration of vehicle 01 is axi = a ego The longitudinal velocity of vehicle 01 is vxi = v ego +a ego ×0.1×i. The longitudinal position of vehicle 01 is xi=v ego ×0.1×i+0.5×a ego ×(0.1×i) 2 .

[0080] In some embodiments of this application, after the electronic device determines the first association relationship, it can determine the second association relationship between the lateral position and the longitudinal position of the vehicle 01 according to the above formula (2), thereby generating the first steering path.

[0081] and Figure 1 Unlike other embodiments, in this application's embodiments, at least one sub-path includes a connected first sub-path and a second sub-path. The starting point of the first sub-path is the starting point of the first turning path, and the ending point of the second sub-path is the ending point of the first turning path. The connection point between the first and second sub-paths is located at a preset position. In some embodiments of this application, the ratio of the lateral position of the preset position to the lateral position of the first avoidance endpoint is a first preset value, and the ratio of the longitudinal position of the preset position to the longitudinal position of the first avoidance endpoint is a second preset value. The ratio of the lateral distance between the preset position and the vehicle's initial position to the lateral distance between the first avoidance endpoint position and the vehicle's initial position is any value between 0.5 and 0.9. The ratio of the longitudinal distance between the preset position and the vehicle's initial position to the longitudinal distance between the first avoidance endpoint position and the vehicle's initial position is any value between 0.5 and 0.9.

[0082] For example, the preset position can be (λs×xe, λl×ye), where λs and λl are both arbitrary values ​​between 0 and 1. Preferably, λs and λl can be values ​​between 0.5 and 0.9. In the embodiments of this application, both λs and λl can be 0.7.

[0083] In some embodiments of this application, the electronic device can determine a first sub-path between the vehicle's initial position and a preset position, and a second sub-path based on the preset position and a first avoidance endpoint position. The electronic device can then concatenate the first and second sub-paths into a first steering path.

[0084] The determination process of the first sub-path and the second sub-path can be referred to the above (2) formula.

[0085] For example, the function expression for the first sub-path can be y1=f(x), and the function expression for the second sub-path can be y2=g(x). Here, f(x) and g(x) are fifth-degree polynomials, x is the longitudinal position of vehicle 01, and f(x) and g(x) can be referred to in equations (8) and (9) below:

[0086] y1 = d0 + d1×x + d2×x 2 +d3×x 3 +d4×x 4 +d5×x 5 (8)

[0087] y2 = c0 + c1×x + c2×x 2 +c3×x 3 +c4×x 4 +c5×x 5 (9)

[0088] Among them, d0 to d5 and c0 to c5 are undetermined coefficients. They can be uniquely determined based on boundary conditions, such as the starting point and preset position, speed, and acceleration of vehicle 01.

[0089] For example, for d0 to d5, it can be determined based on constraints such as f(0) = 0, f'(0) = 0 (f'(x) is the first derivative of f(x), f""0) = 0 (f""x" is the second derivative of f(x), f(λs×xe) = λl×ye, f'(λs×xe) = λg×ye / xe, f""λs×xe) = 0, where λg×ye / xe is the slope at the preset position, and λg is any value between 0 and 1.

[0090] For c0 to c5, the values ​​can be determined based on constraints such as g(xe) = ye, g'(xe) = 0 (g'(x) is the first derivative of g(x), g""ye" = 0 (g"x" is the second derivative of g(x), g(λs×xe) = λl×ye, g'(λs×xe) = λg×ye / xe, g""λs×xe" = 0.

[0091] For example, by setting a preset position, the constructed second steering path can be made to better meet the requirements of the avoidance path, thereby avoiding the oscillation of the fifth-order polynomial, ensuring the smoothness of the trajectory curve, and also controlling the change of the vehicle's lateral avoidance acceleration, so as to generate a steering path that better meets the avoidance requirements.

[0092] It is understandable that after determining the first sub-path and the second sub-path, the first sub-path and the second sub-path can be concatenated to generate the first turning path.

[0093] S203, based on the first steering path, determine the first lateral acceleration set, and based on the friction circle condition of the vehicle, determine the first longitudinal acceleration set corresponding to the first lateral acceleration set.

[0094] In some embodiments of this application, after the electronic device determines the first steering path, it can determine the first set of lateral accelerations for the lateral movement of the vehicle.

[0095] For example, the electronic device can determine a first set of lateral accelerations based on the curvature at multiple locations along the first steering path. For instance, the electronic device divides the first collision assessment time into N time points; therefore, it can determine the curvature of the first steering path at the locations corresponding to the N time points. The electronic device can then use the product of each of the N curvatures and its corresponding tangential velocity as the first set of lateral accelerations.

[0096] For example, for the i-th curvature among N tangential accelerations, if the lateral position of the first turning path at time i is located on the curve of f(x), then the i-th curvature can be determined according to the following equation (10):

[0097] (10)

[0098] Among them, cur i Let f(xi) be the i-th curvature, f'(xi) be the second derivative of f(x) at position xi, f'(xi) be the first derivative of f(x) at position xi, and |M| be the absolute value of M.

[0099] If the lateral position of the first turning path at time i lies on the curve of g(x), then the curvature of the i-th curve can be determined according to the following equation (11):

[0100] (11)

[0101] Among them, cur i Let g(x) be the i-th curvature, g'(x) be the second derivative of g(x) at position xi, g'(x) be the first derivative of g(x) at position xi, and |M| be the absolute value of M.

[0102] After determining the i-th curvature, the i-th lateral acceleration in the first lateral acceleration set can be determined according to the following equation (12):

[0103] a yi =cur i ×vyi 2 (12)

[0104] Among them, a yi Let cur be the i-th lateral acceleration in the first lateral acceleration set (which can be used as an example of the first lateral acceleration). i Let vi be the curvature of the first turning trajectory at the i-th moment, and vi be the normal velocity of the first turning trajectory at the i-th moment. In the embodiments of this application, vi can be approximated as the longitudinal velocity vxi corresponding to the i-th moment.

[0105] It can be understood that the lateral acceleration at each of the N time moments can be determined according to equations (10) to (12), and then the lateral acceleration corresponding to the N time moments can be determined, that is, the N lateral accelerations. These N lateral accelerations can be used as the first set of lateral accelerations.

[0106] In some embodiments of this application, after the electronic device determines the first lateral acceleration set, it can determine the third longitudinal acceleration set that meets the friction circle condition of the vehicle based on the friction circle condition, and then take the smaller value between the preset longitudinal acceleration set and the third longitudinal acceleration set to generate the first longitudinal acceleration set.

[0107] For example, the maximum braking acceleration of vehicle 01 determined by the electronic device based on the friction circle condition is a. max Then, for the i-th time among N time points, the maximum longitudinal acceleration a of vehicle 01 that satisfies the friction circle condition is... ximax It can be determined according to the following formula (13):

[0108] (13)

[0109] Furthermore, the electronic device can determine the maximum longitudinal acceleration of vehicle 01 at N time points that satisfies the friction circle condition, thereby obtaining a third longitudinal acceleration set. That is, the third longitudinal acceleration set includes N longitudinal accelerations, and the longitudinal acceleration at the i-th time point is a. ximaxEach longitudinal acceleration is the maximum longitudinal acceleration of vehicle 01 at the corresponding moment under the condition of satisfying the friction circle.

[0110] It can be understood that the longitudinal acceleration of vehicle 01 at N moments in the current preset longitudinal acceleration set is all a. ego That is, the longitudinal acceleration at the i-th moment corresponding to the preset longitudinal acceleration set is axi. The electronic device can determine the first longitudinal acceleration set based on the preset longitudinal acceleration set and the third longitudinal acceleration set. For example, the longitudinal acceleration a corresponding to the i-th moment in the first longitudinal acceleration set is iteri , is the i-th longitudinal acceleration a in the third longitudinal acceleration set. ximax The minimum value among the i-th longitudinal acceleration axi in the preset longitudinal acceleration set. That is, a iteri =min(a ximax (axi). This is understandable, because a ximax It is the longitudinal acceleration that satisfies the friction circle condition at time i, therefore min(a ximax (axi) is also the longitudinal acceleration that meets the friction circle condition at time i. The electronic device can determine the longitudinal acceleration that meets the friction circle condition at N times according to equation (13), and then determine the first longitudinal acceleration set.

[0111] S204, based on the first longitudinal acceleration set, determine the second collision assessment time between the vehicle and the obstacle. If the first time difference between the second collision assessment time and the first collision assessment time meets the avoidance conditions, the first steering path is taken as the avoidance path of the vehicle.

[0112] It is understood that the first longitudinal acceleration set determined by the electronic device differs from the preset longitudinal acceleration set currently used to determine the first collision assessment time. Therefore, in some embodiments of this application, the electronic device can redetermine the second collision assessment time between the vehicle and the obstacle based on the first longitudinal acceleration set. If the error between the second collision assessment time and the first collision assessment time is less than or equal to a time threshold (as an example of satisfying the avoidance condition), then the first longitudinal acceleration set and the preset longitudinal acceleration set are relatively close, where the time threshold can be any value from 0 to 0.1 s. If the first longitudinal acceleration set satisfies the friction circle condition, the preset longitudinal acceleration set can also satisfy the friction circle condition. Therefore, the electronic device can use the first collision time determined by the preset longitudinal acceleration set as the final predicted collision time, and the first turning path as the vehicle's avoidance path.

[0113] If the first time difference between the second collision assessment time and the first collision assessment time does not meet the avoidance conditions, a second avoidance endpoint position can be determined based on the second collision assessment time. If the vehicle meets the steering avoidance requirements based on the second collision assessment time, the electronic equipment generates a second steering path for the vehicle based on the second avoidance endpoint position. Then, the electronic equipment determines a second lateral acceleration set based on the second steering path and, according to the vehicle's friction circle condition, determines a second longitudinal acceleration set corresponding to the second lateral acceleration set. Then, the electronic equipment calculates a third collision assessment time between the vehicle and the obstacle based on the second longitudinal acceleration set. If the second time difference between the third collision assessment time and the second collision assessment time meets the avoidance conditions, the second steering path is used as the vehicle's avoidance path.

[0114] It is understandable that if the first time difference does not meet the avoidance conditions, it indicates a significant difference between the second collision assessment time and the first collision assessment time, and a significant difference between the first longitudinal acceleration set and the preset longitudinal acceleration set. The preset longitudinal acceleration set may not meet the friction circle condition. Therefore, the electronic device can replan the second steering path based on the second collision assessment time determined by the first longitudinal acceleration set. The planning process for the second steering path can refer to the planning process for the first steering path in S202 above. Then, the electronic device determines the second lateral acceleration set based on the second steering path. The determination process for the second lateral acceleration set can refer to the process for determining the first lateral acceleration set in the process of S203 above. After generating the second lateral acceleration set, the electronic device can continue to determine the second longitudinal acceleration set corresponding to the second lateral acceleration set based on the friction circle condition. The determination process for the second longitudinal acceleration set can refer to the process for determining the first longitudinal acceleration set in the process of S203 above. The electronic device can re-determine the third collision assessment time based on the second longitudinal acceleration set, and then compare the second time difference between the second collision assessment time and the third collision assessment time. If the second time difference meets the avoidance conditions, the second steering path is used as the vehicle's avoidance path. If the second time difference does not meet the avoidance conditions, the electronic equipment can continue to adjust the steering path according to the given conditions. Figure 2 The process updates the steering path of vehicle 01 until the electronic device plans a steering path that meets the avoidance conditions, or if it still cannot obtain a steering path that meets the avoidance conditions after iterating to the maximum iteration threshold (for example, the maximum iteration threshold can be any value between 20 and 50), the electronic device will take braking measures to decelerate at the maximum braking speed, thereby reducing the collision hazard.

[0115] By employing the above method, the constraint of the friction circle condition on the vehicle's braking acceleration is considered when planning the vehicle's avoidance path. This ensures that the dynamic limits are not exceeded during the process of braking and steering simultaneously, thereby guaranteeing vehicle stability along the planned path and preventing loss of control. Furthermore, an iterative planning method combining longitudinal velocity planning and lateral trajectory planning is used. The stability of the trajectory is determined through finite iterations of both longitudinal and lateral planning. The computational cost of these iterations is relatively low, which is beneficial for the embedded implementation of the algorithm.

[0116] The vehicles in the above embodiments will now be described.

[0117] For example, Figure 4 According to some embodiments of this application, a structural schematic diagram of a vehicle 01 is shown.

[0118] Understandable. Figure 4 This is a schematic diagram of a possible functional framework for a vehicle 01 provided in an embodiment of this application. For example... Figure 4 As shown, the functional framework of vehicle 01 may include various subsystems, such as sensor system 10, control system 20, and one or more peripheral devices 30. Figure 4 (Taking one as an example), power supply 40, computer system 50. Optionally, vehicle 01 may also include other functional systems, such as an engine system that provides power to vehicle 01, etc., which are not limited here. It is understood that the electronic devices in the embodiments of this application may be devices on vehicle 01 that include computer system 50.

[0119] The sensor system 10 may include several detection devices that can sense the measured information and convert the sensed information into electrical signals or other desired forms of information output according to a certain rule. For example... Figure 4 As shown, these detection devices may include a Global Positioning System (GPS) 11, a vehicle speed sensor 12, an Inertial Measurement Unit (IMU) 13, etc., and this application is not limited thereto. The GPS 11 is a system that uses GPS positioning satellites to perform real-time positioning and navigation globally. In this application, the vehicle speed sensor 12 is used to detect the vehicle speed of vehicle 01. The inertial measurement unit 13 may include a combination of an accelerometer and a gyroscope, and is a device for measuring the yaw rate and acceleration of vehicle 01. For example, during the movement of vehicle 01, the inertial measurement unit can measure the changes in the vehicle's position and angle based on the inertial acceleration of vehicle 01.

[0120] The control system 20 may include a steering unit 21, a braking unit 22, etc.

[0121] The steering unit 21 can represent a system for adjusting the direction of travel of vehicle 01, which may include, but is not limited to, a steering wheel or other structural devices for adjusting or controlling the direction of travel of vehicle 01. In embodiments of this application, vehicle 01 can determine data such as the steering wheel angle through the steering unit 21. The braking unit 22 can represent a system for slowing down the speed of vehicle 01, and may also be referred to as the vehicle 01 braking system. It may include, but is not limited to, a brake controller, a reducer, or other structural devices for slowing down vehicle 01. In practical applications, the braking unit 22 can use friction to slow down the tires of vehicle 01, thereby slowing down the speed of vehicle 01. For example, the vehicle's AEB system may include the braking unit 22, which can be controlled to brake when a collision with an obstacle is predicted.

[0122] Peripheral device 30 may include several components, such as Figure 4The system includes a communication system 31, a touchscreen 32, a user interface 33, etc. The communication system 31 is used to enable network communication between the vehicle 01 and other devices besides the vehicle 01, such as electronic devices 2. In practical applications, the communication system 31 can use wireless communication technology or wired communication technology to achieve network communication between the vehicle 01 and other devices. This wired communication technology can refer to communication between the vehicle 01 and other devices via network cables or optical fibers. This wireless communication technology includes, but is not limited to, Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Networks (WLAN) (such as Wireless Fidelity (Wi-Fi) networks), Bluetooth (BT), Global Navigation Satellite System (GNSS), Frequency Modulation (FM), Near Field Communication (NFC), and Infrared (IR) technology, etc.

[0123] The touchscreen 32 can be used to detect operation commands on the touchscreen 32. For example, the user can perform touch operations on the content data displayed on the touchscreen 32 according to actual needs to achieve the corresponding function, such as playing music, video, or other multimedia files. The user interface 33 can specifically be a touch panel, used to detect operation commands on the touch panel. The user interface 33 can also be a physical button or a mouse. The user interface 33 can also be a display screen, used to output data and display images or data. Optionally, the user interface 33 can also be at least one device belonging to the category of peripheral devices, such as a touchscreen, microphone, and speaker.

[0124] Several functions of vehicle 01 are controlled and implemented by computer system 50. Computer system 50 may include multiple processors such as a general-purpose processor 51, a continuous damping control system (CDC) 52, a mobile data center (MDC) 53, a telematics box (T-BOX) 54, as well as a memory 55 (also referred to as a storage device) and a gateway 56. In practical applications, the memory 55 may be located inside or outside the computer system 50, for example, as a cache within vehicle 01; this application does not impose limitations. The general-purpose processor 51 may be a graphics processing unit (GPU), etc. The general-purpose processor 51, CDC 52, MDC 53, and T-BOX 54 can be used to run relevant programs or corresponding instructions stored in memory 55 to implement the corresponding functions of vehicle 01, such as network switching functions based on service units.

[0125] The memory 55 may include volatile memory, such as RAM; it may also include non-volatile memory, such as ROM, flash memory, HDD, or SSD; or it may include a combination of the above types of memory. The memory 55 can be used to store a set of program code or instructions corresponding to the program code, so that the general-purpose processor 51 can call the program code or instructions stored in the memory 55 to implement the corresponding functions of the vehicle 01. This function includes, but is not limited to, […]. Figure 4 The schematic diagram of the functional framework of vehicle 01 shown includes some or all of the functions. In this application, memory 55 can store a set of program codes for controlling vehicle 01. The general-purpose processor 51, CDC 52, MDC 53, and T-BOX 54 can call this program code to control vehicle 01 to execute the trajectory prediction method in this application.

[0126] Optionally, in addition to storing program code or instructions, the memory 55 may also store information such as road maps, driving routes, and sensor data. The computer system 50 can be combined with other components in the functional framework diagram of the vehicle 01, such as sensors in the sensor system and GPS, to realize the relevant functions of the vehicle 01. For example, the computer system 50 can control the driving direction or speed of the vehicle 01 based on the data input from the sensor system 10; this application does not impose limitations on this.

[0127] This application also provides a program product that stores instructions. When these instructions are executed on an electronic device, they enable the electronic device to implement the methods provided in the foregoing embodiments.

[0128] This application also provides a readable storage medium storing one or more programs, which, when executed by an electronic device, enable the electronic device to implement the methods provided in the foregoing embodiments.

[0129] It should be noted that the above Figure 4 This is merely a schematic diagram of one possible functional framework for vehicle 01. In practical applications, vehicle 01 may include more or fewer systems or components, and this application is not limiting. Various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or combinations of these implementation methods. Embodiments of this application can be implemented as computer programs or program code executable on a programmable system, which includes at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0130] Program code can be applied to input instructions to execute the functions described in this application and generate output information. The output information can be applied to one or more output devices in a known manner. For the purposes of this application, the processing system includes any system having a processor such as, for example, a digital signal processor (DSP), a microcontroller, an application-specific integrated circuit (ASIC), or a microprocessor. The program code can be implemented using a high-level procedural language or an object-oriented programming language to communicate with the processing system. Assembly language or machine language can also be used to implement the program code when necessary. In fact, the mechanisms described in this application are not limited to any particular programming language. In either case, the language can be a compiled language or an interpreted language.

[0131] In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried or stored thereon on one or more temporary or non-temporary machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed via a network or through other computer-readable media. Therefore, machine-readable media may include any mechanism for storing or transmitting information in a machine-readable (e.g., computer-readable) form, including but not limited to floppy disks, optical disks, CD-ROMs, magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic cards or optical cards, flash memory, or tangible machine-readable storage for transmitting information (e.g., carrier waves, infrared signals, digital signals, etc.) using the Internet in the form of electrical, optical, acoustic, or other propagation signals. Therefore, machine-readable media include any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a machine-readable (e.g., computer-readable) form.

[0132] In the accompanying drawings, some structural or methodological features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be necessary. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the illustrative drawings. Furthermore, the inclusion of structural or methodological features in a particular figure does not imply that such features are required in all embodiments, and in some embodiments, these features may be omitted or may be combined with other features.

[0133] It should be noted that all units / modules mentioned in the device embodiments of this application are logical units / modules. Physically, a logical unit / module can be a physical unit / module, a part of a physical unit / module, or a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important factor; the combination of functions implemented by these logical units / modules is the key to solving the technical problems proposed in this application. Furthermore, to highlight the innovative aspects of this application, the above-described device embodiments of this application have not introduced units / modules that are not closely related to solving the technical problems proposed in this application. This does not mean that the above-described device embodiments do not contain other units / modules.

[0134] It should be noted that in the examples and description of this patent, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0135] Although this application has been illustrated and described with reference to certain preferred embodiments thereof, those skilled in the art will understand that various changes in form and detail may be made thereto without departing from the scope of this application.

Claims

1. A method for emergency avoidance of a vehicle, characterized in that, The method includes: Obtain the first collision assessment time and the first avoidance endpoint position between the vehicle and the obstacle; If the vehicle meets the steering avoidance conditions based on the first collision assessment time, a first steering path for the vehicle is generated based on the first avoidance endpoint position. A first lateral acceleration set is determined based on the first steering path; Based on the friction circle condition of the vehicle, determine the first longitudinal acceleration set corresponding to the first lateral acceleration set; Based on the first longitudinal acceleration set, the initial velocity of the vehicle, the initial velocity of the obstacle, the acceleration of the obstacle, and the position of the obstacle relative to the vehicle, the second collision assessment time between the vehicle and the obstacle is determined. The first longitudinal acceleration set includes longitudinal acceleration at multiple moments, and the second collision assessment time is the collision time between the vehicle and the obstacle in the longitudinal direction when the vehicle is traveling based on the first longitudinal acceleration set. If the first time difference between the second collision assessment time and the first collision assessment time meets the avoidance conditions, the first steering path is used as the avoidance path for the vehicle.

2. The vehicle emergency avoidance method according to claim 1, characterized in that, The method further includes: If the first time difference between the second collision assessment time and the first collision assessment time does not meet the avoidance conditions, the second avoidance endpoint position is determined based on the second collision assessment time. If the vehicle meets the steering avoidance conditions based on the second collision assessment time, a second steering path for the vehicle is generated based on the second avoidance endpoint position. The second lateral acceleration set is determined based on the second steering path; Based on the friction circle condition of the vehicle, determine the second longitudinal acceleration set corresponding to the second lateral acceleration set; The third collision assessment time between the vehicle and the obstacle is determined based on the second longitudinal acceleration set, the initial velocity of the vehicle, the initial velocity of the obstacle, the acceleration of the obstacle, and the position of the obstacle relative to the vehicle. The second longitudinal acceleration set includes longitudinal acceleration at multiple moments, and the third collision assessment time is the collision time between the vehicle and the obstacle in the longitudinal direction when the vehicle is traveling based on the second longitudinal acceleration set. If the second time difference between the third collision assessment time and the second collision assessment time meets the avoidance conditions, the second steering path is used as the avoidance path for the vehicle.

3. The vehicle emergency avoidance method according to claim 1, characterized in that, The first collision assessment time is determined based on a preset set of longitudinal accelerations.

4. The vehicle emergency avoidance method according to claim 3, characterized in that, The first turning path includes at least one sub-path, and each sub-path is a polynomial curve path with preset coefficients.

5. The vehicle emergency avoidance method according to claim 4, characterized in that, The at least one sub-path includes a connected first sub-path and a second sub-path, the starting point of the first sub-path is the starting point of the first turning path, and the ending point of the second sub-path is the ending point of the first turning path. The connection point between the first sub-path and the second sub-path is located at a preset position; the ratio of the lateral distance between the preset position and the initial position of the vehicle to the lateral distance between the first avoidance endpoint position and the initial position of the vehicle is any value between 0.5 and 0.

9. The ratio of the longitudinal distance between the preset position and the initial position of the vehicle to the longitudinal distance between the first avoidance endpoint position and the initial position of the vehicle is any value between 0.5 and 0.

9.

6. The vehicle emergency avoidance method according to claim 3, characterized in that, The step of determining the first longitudinal acceleration set corresponding to the first lateral acceleration set based on the vehicle's friction circle condition includes: Based on the first set of lateral accelerations, a third set of longitudinal accelerations that meets the friction circle condition of the vehicle is determined; The first longitudinal acceleration set is determined by taking the smaller value between the preset longitudinal acceleration set and the third longitudinal acceleration set.

7. The vehicle emergency avoidance method according to any one of claims 1 to 6, characterized in that, The determination of the first lateral acceleration set based on the first steering path includes: The first set of lateral accelerations is determined based on the curvature at multiple locations along the first steering path.

8. An electronic device, characterized in that, Includes memory for storing instructions; At least one processor is configured to execute the instructions to cause the electronic device to implement the method of any one of claims 1 to 7.

9. A vehicle, characterized in that, Includes the electronic device of claim 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a computer, cause the computer to perform the vehicle emergency avoidance method according to any one of claims 1 to 7.

11. A computer program product, characterized in that, When the computer program product is run on the device, it causes the device to perform the vehicle emergency avoidance method as described in any one of claims 1 to 7.

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