Vehicle obstacle avoidance control method and electronic device

Abstract

The application provides a vehicle obstacle avoidance control method and an electronic device. The method comprises the following steps: in the case that a target static obstacle exists in a driving environment in which a target vehicle is located, determining a position attribute relationship between the target static obstacle and a target lane line corresponding to a target lane in which the target vehicle is located; determining an obstacle avoidance strategy recognition mode corresponding to the position attribute relationship according to the position attribute relationship; performing obstacle avoidance strategy recognition processing according to the obstacle avoidance strategy recognition mode, and determining an obstacle avoidance strategy corresponding to the target vehicle; and controlling the target vehicle to perform corresponding obstacle avoidance processing according to the obstacle avoidance strategy. In this way, the accuracy of vehicle obstacle avoidance is improved, the traffic efficiency and traffic safety of vehicle obstacle avoidance are improved, the driving safety and driving efficiency of the vehicle are improved, and the adaptive ability and robustness of autonomous obstacle avoidance of the vehicle are enhanced.

Description

Technical Field

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

[0002] In existing technologies, vehicles in assisted driving mode typically rely on multi-sensor (such as parked vehicles, roadblocks, guardrails, construction areas, and fixed road obstacles) detection for obstacle avoidance control. This involves identifying and locating static obstacles in the vehicle's driving environment and controlling the vehicle to avoid them. The accuracy of obstacle identification and location, as well as the accuracy of the obstacle avoidance strategy, both affect the accuracy of obstacle avoidance, thus impacting the vehicle's obstacle avoidance efficiency and safety, and consequently, its overall driving safety and efficiency. Therefore, improving the accuracy of obstacle avoidance is crucial for enhancing obstacle avoidance efficiency and safety, improving overall driving safety and efficiency, and strengthening the vehicle's adaptive capabilities and robustness in autonomous obstacle avoidance. Summary of the Invention

[0003] This application provides a vehicle obstacle avoidance control method and electronic device to improve the accuracy of vehicle obstacle avoidance, thereby improving the traffic efficiency and safety of vehicle obstacle avoidance, and further improving the driving safety and efficiency of the vehicle, as well as enhancing the adaptive capability and robustness of the vehicle's autonomous obstacle avoidance.

[0004] In a first aspect, the present application provides a vehicle obstacle avoidance control method, which includes: determining the positional attribute relationship between the target static obstacle and the target lane line corresponding to the target lane where the target vehicle is located, when it is determined that there is a target static obstacle in the driving environment where the target vehicle is located; determining the obstacle avoidance strategy identification method corresponding to the positional attribute relationship based on the positional attribute relationship; performing obstacle avoidance strategy identification processing based on the obstacle avoidance strategy identification method to determine the obstacle avoidance strategy corresponding to the target vehicle; and controlling the target vehicle to perform the corresponding obstacle avoidance processing based on the obstacle avoidance strategy.

[0005] By adopting the above technical solution, when a static obstacle is detected in the driving environment of the target vehicle, firstly, the positional attribute relationship between the static obstacle and the target lane line corresponding to the target lane is clarified. Based on the corresponding positional attribute relationship, a more accurate obstacle avoidance strategy identification method can be selected. Secondly, obstacle avoidance strategy identification processing is performed through the more accurate obstacle avoidance strategy identification method, thereby obtaining a more accurate obstacle avoidance strategy for the target vehicle. Then, based on the more accurate obstacle avoidance strategy, the target vehicle is controlled to perform corresponding obstacle avoidance operations, improving the accuracy of vehicle obstacle avoidance, thereby improving the traffic efficiency and safety of vehicle obstacle avoidance, and further improving the driving safety and driving efficiency of the vehicle, as well as enhancing the adaptive capability and robustness of the vehicle's autonomous obstacle avoidance.

[0006] Optionally, in one implementation of this application, the obstacle avoidance strategy identification method is a multi-level identification method. Based on the obstacle avoidance strategy identification method, obstacle avoidance strategy identification processing is performed to determine the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining the multi-level obstacle avoidance strategy identification conditions corresponding to the obstacle avoidance strategy identification method, and determining the driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions; based on the driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, determining whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, thereby determining the obstacle avoidance strategy corresponding to the target vehicle.

[0007] By adopting the above technical solution and setting the obstacle avoidance strategy recognition method to a multi-level recognition method, vehicle driving scene information can be matched and judged hierarchically and systematically according to the recognition conditions of different levels, achieving refined classification and structured processing of obstacle avoidance scenarios. By first determining the multi-level obstacle avoidance strategy recognition conditions and the corresponding vehicle driving scene information for each level, and then sequentially verifying whether the corresponding recognition conditions are met, misjudgments and omissions caused by a single decision-making logic can be effectively avoided, improving the accuracy and robustness of obstacle avoidance strategy recognition. Furthermore, the multi-level progressive recognition method can adapt to complex and ever-changing static obstacle scenarios, making the obstacle avoidance strategy output more closely match the actual driving conditions of the vehicle, significantly improving the rationality, reliability, and real-time performance of obstacle avoidance decisions in assisted driving vehicles, thereby enhancing the accuracy of obstacle avoidance in complex road environments and improving the vehicle's obstacle avoidance safety and driving stability.

[0008] Optionally, in one implementation of this application, the positional attribute relationship is any one of the following: a first positional attribute relationship, a second positional attribute relationship, a third positional attribute relationship, a fourth positional attribute relationship, and a fifth positional attribute relationship. The first positional attribute relationship indicates that the target static obstacle is within the target lane relative to the target lane line; the second positional attribute relationship indicates that the target static obstacle is on the target lane line; the third positional attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line or that the target lane does not have a target lane line; the fourth positional attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line and that there is a lane line other than the target lane line at the location of the target static obstacle; and the fifth positional attribute relationship indicates that the target static obstacle is on the curb relative to the target lane line.

[0009] By employing the above technical solution, a more accurate positional attribute relationship between the target static obstacle and the lane line corresponding to the target vehicle's lane can be obtained by determining the relative position of the target static obstacle and the lane line corresponding to the target vehicle's lane. Secondly, based on this more accurate positional attribute relationship, a more accurate obstacle avoidance strategy identification method can be selected. Furthermore, by using this more accurate obstacle avoidance strategy identification method, obstacle avoidance strategy identification processing can be performed, thereby obtaining a more accurate obstacle avoidance strategy for the target vehicle. Finally, based on this more accurate obstacle avoidance strategy, the target vehicle is controlled to perform corresponding obstacle avoidance operations, thus improving the vehicle's obstacle avoidance efficiency and traffic safety, thereby enhancing the vehicle's driving safety and efficiency, as well as strengthening the vehicle's adaptive capability and robustness in autonomous obstacle avoidance.

[0010] Optionally, in one implementation of this application, the obstacle avoidance strategy identification method is any one of the first obstacle avoidance strategy identification method, the second obstacle avoidance strategy identification method, the third obstacle avoidance strategy identification method, the fourth obstacle avoidance strategy identification method, and the fifth obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to different obstacle avoidance strategy identification methods are different.

[0011] By adopting the above technical solution, different positional attribute relationships correspond to different obstacle avoidance strategy recognition methods, and different obstacle avoidance strategy recognition methods correspond to different multi-level obstacle avoidance strategy recognition conditions. That is, each positional relationship has its own specific obstacle avoidance strategy recognition method and conditions, which enables the vehicle to accurately match the appropriate obstacle avoidance strategy recognition method and conditions according to different driving scenarios and obstacle positional relationships, effectively improving the accuracy of obstacle avoidance decisions, thereby improving the vehicle's obstacle avoidance efficiency and safety, and further improving the vehicle's driving safety and efficiency, as well as enhancing the vehicle's autonomous obstacle avoidance adaptive capability and robustness.

[0012] Optionally, in one implementation of this application, the obstacle avoidance strategy identification condition is any one of the following obstacle avoidance conditions: lane change trigger condition, obstacle bypass trigger condition, obstacle yielding trigger condition, and multi-obstacle scenario trigger condition.

[0013] By adopting the above technical solution, the obstacle avoidance strategy recognition conditions include lane changing, obstacle bypassing, obstacle yielding, and multi-obstacle scenario triggering conditions. In this way, unified recognition and flexible triggering of obstacle avoidance behavior under multiple scenarios and multiple types of obstacles can be achieved, thereby improving the accuracy of vehicle obstacle avoidance, and thus improving the traffic efficiency and traffic safety of vehicle obstacle avoidance, thereby improving the driving safety and driving efficiency of the vehicle, and enhancing the adaptive ability and robustness of the vehicle's autonomous obstacle avoidance.

[0014] Optionally, in one implementation of this application, the obstacle avoidance strategy is any one of the following: a first obstacle avoidance strategy, a second obstacle avoidance strategy, a third obstacle avoidance strategy, a fourth obstacle avoidance strategy, a fifth obstacle avoidance strategy, a sixth obstacle avoidance strategy, and a seventh obstacle avoidance strategy. Specifically, the first obstacle avoidance strategy is a process strategy that causes the vehicle to change lanes to achieve obstacle avoidance; the second obstacle avoidance strategy is a process strategy that causes the vehicle to brake and decelerate to achieve obstacle avoidance; the third obstacle avoidance strategy is a process strategy that causes the vehicle to drive around the obstacle to achieve obstacle avoidance; the fourth obstacle avoidance strategy is a process strategy that causes the vehicle to exit the assisted driving mode and allows the driver to take over driving to achieve obstacle avoidance; the fifth obstacle avoidance strategy is a process strategy that does not perform obstacle avoidance processing; the sixth obstacle avoidance strategy is a process strategy that causes the vehicle to avoid the obstacle to achieve obstacle avoidance; and the seventh obstacle avoidance strategy is a process strategy that cancels the vehicle's lane change to achieve obstacle avoidance.

[0015] By employing the aforementioned technical solution, different obstacle avoidance strategies are developed for different positional attribute relationships and corresponding obstacle avoidance strategy recognition methods. These strategies cover various typical operating conditions, including lane change obstacle avoidance, braking and deceleration, obstacle avoidance maneuvering, driver takeover, non-obstacle avoidance, yielding, and lane change cancellation, achieving refined classification of assisted driving obstacle avoidance behaviors. Furthermore, by constructing a multi-strategy, multi-condition obstacle avoidance system, the vehicle can accurately match appropriate obstacle avoidance strategies based on different driving scenarios and obstacle positional relationships, effectively improving the pertinence, rationality, and safety of obstacle avoidance decisions. This enhances the accuracy of vehicle obstacle avoidance, thereby improving traffic efficiency and safety, ultimately increasing vehicle driving safety and efficiency, and strengthening the adaptive capability and robustness of autonomous obstacle avoidance.

[0016] Optionally, in one implementation of this application, when the position attribute relationship is a first position attribute relationship, the multi-level obstacle avoidance strategy identification conditions include corresponding lane change triggering conditions and obstacle avoidance triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, the obstacle avoidance strategy corresponding to the target vehicle is determined by sequentially determining whether the corresponding obstacle avoidance strategy identification conditions are met, thereby determining the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining whether the lane change triggering condition is met based on the driving scenario information corresponding to the lane change triggering condition; if the lane change triggering condition is met, determining the obstacle avoidance strategy as a first obstacle avoidance strategy; if the lane change triggering condition is not met, determining the first-level obstacle avoidance strategy as a second obstacle avoidance strategy; and when the target vehicle stops moving, determining whether the obstacle avoidance triggering condition is met based on the driving scenario information corresponding to the obstacle avoidance triggering condition; if the obstacle avoidance triggering condition is met, determining the second-level obstacle avoidance strategy as a third obstacle avoidance strategy; and if the obstacle avoidance triggering condition is not met, determining the second-level obstacle avoidance strategy as a fourth obstacle avoidance strategy.

[0017] By employing the aforementioned technical solution, for scenarios where a static obstacle is located within the target lane line of the target vehicle's lane, a multi-level obstacle avoidance strategy identification condition is established, including lane-change triggering conditions and obstacle avoidance triggering conditions. Based on vehicle driving scenario information, the system makes progressive judgments at each level, achieving a hierarchical and prioritized matching of obstacle avoidance strategies. First, it checks if the lane-change triggering condition is met; if so, the vehicle directly changes lanes; otherwise, it brakes and decelerates. After the vehicle stops, it further checks if the obstacle avoidance triggering condition is met; if so, the vehicle avoids the obstacle; otherwise, the driver is prompted to take over. This progressive decision-making logic effectively adapts to complex scenarios with static obstacles within the lane. While ensuring driving safety, it prioritizes efficient obstacle avoidance methods, thereby improving the accuracy of obstacle avoidance decisions, enhancing vehicle obstacle avoidance efficiency and safety, and ultimately improving the vehicle's driving safety and efficiency, as well as strengthening its autonomous obstacle avoidance adaptability and robustness.

[0018] Optionally, in one implementation of this application, when the position attribute relationship is a second position attribute relationship, the multi-level obstacle avoidance strategy identification conditions include corresponding multi-obstacle scenario triggering conditions, lane change triggering conditions, obstacle yielding triggering conditions, and obstacle avoidance triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification condition, the system sequentially determines whether the corresponding obstacle avoidance strategy identification conditions are met to determine the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining whether the multi-obstacle scenario triggering conditions are met based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions; if the multi-obstacle scenario triggering conditions are not met, determining the obstacle avoidance strategy as the fifth obstacle avoidance strategy; if the multi-obstacle scenario triggering conditions are met, determining whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions; if the lane change triggering conditions are met, determining the obstacle avoidance strategy as the first obstacle avoidance strategy; if the lane change triggering conditions are not met, determining the first obstacle avoidance strategy; and if the lane change triggering conditions are not met, determining the second obstacle avoidance strategy as the third obstacle avoidance strategy. Under the given conditions, based on the driving scenario information corresponding to the obstacle avoidance trigger condition, it is determined whether the obstacle avoidance trigger condition is met. If the obstacle avoidance trigger condition is met, the obstacle avoidance strategy is determined to be the sixth obstacle avoidance strategy. If the obstacle avoidance trigger condition is not met, the first-level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and based on the driving scenario information corresponding to the lane change trigger condition, it is determined whether the lane change trigger condition is met. If the lane change trigger condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If the lane change trigger condition is not met, the second-level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and when the target vehicle stops moving, based on the driving scenario information corresponding to the obstacle bypass trigger condition, it is determined whether the obstacle bypass trigger condition is met. If the obstacle bypass trigger condition is met, the third-level obstacle avoidance strategy is determined to be the third obstacle avoidance strategy. If the obstacle bypass trigger condition is not met, the third-level obstacle avoidance strategy is determined to be the fourth obstacle avoidance strategy.

[0019] Using the above technical solution, for scenarios where a static obstacle is located on the target lane line of the target vehicle's target lane, a multi-level, progressive obstacle avoidance strategy recognition mechanism is constructed. This mechanism includes multiple obstacle scenario triggering conditions, lane change triggering conditions, obstacle yielding triggering conditions, and obstacle avoidance triggering conditions. It combines the vehicle's actual driving scenario information to progressively determine whether the corresponding triggering conditions are met, enabling accurate matching and orderly output of obstacle avoidance strategies. When the multiple obstacle scenario triggering conditions are met, no processing is performed to avoid redundant system intervention and false triggering. When the multiple obstacle scenario triggering conditions are not met, lane change, obstacle yielding, and obstacle avoidance triggering conditions are sequentially determined. The first and sixth obstacle avoidance strategies, such as lane change and obstacle yielding, which have higher traffic efficiency, are prioritized. If these cannot be met, the second obstacle avoidance strategy, braking and deceleration, is used progressively. After the vehicle comes to a complete stop, the feasibility of obstacle avoidance is further assessed. If it is met, the third obstacle avoidance strategy, obstacle avoidance, is executed; otherwise, the fourth obstacle avoidance strategy, with driver intervention, is switched to. In this way, by taking into account safety, traffic efficiency and system robustness through hierarchical decision-making logic, it can effectively adapt to various complex working conditions where there are obstacles in the lane lines, significantly improve the accuracy of vehicle obstacle avoidance, thereby improving the traffic efficiency and safety of vehicle obstacle avoidance, and further improving the driving safety and driving efficiency of the vehicle, as well as enhancing the adaptive capability and robustness of the vehicle's autonomous obstacle avoidance.

[0020] Optionally, in one implementation of this application, when the position attribute relationship is a third position attribute relationship, the multi-level obstacle avoidance strategy identification conditions include corresponding multi-obstacle scene triggering conditions, obstacle yielding triggering conditions, and obstacle avoidance triggering conditions. Based on the vehicle driving scene information of the target vehicle corresponding to each level of obstacle avoidance strategy identification condition, it is determined whether the corresponding obstacle avoidance strategy identification condition is met in sequence according to the level, thereby determining the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining whether the multi-obstacle scene triggering condition is met based on the driving scene information corresponding to the multi-obstacle scene triggering condition; if the multi-obstacle scene triggering condition is met, determining the obstacle avoidance strategy as the fifth obstacle avoidance strategy; if the multi-obstacle scene triggering condition is not met, determining the obstacle avoidance strategy as the fifth obstacle avoidance strategy; and if the multi-obstacle scene triggering condition is not met, determining the obstacle avoidance strategy as the fifth obstacle avoidance strategy. When the obstacle avoidance scenario triggering conditions are met, the system determines whether the obstacle avoidance triggering conditions are met based on the driving scenario information corresponding to the obstacle avoidance triggering conditions. If the obstacle avoidance triggering conditions are met, the obstacle avoidance strategy is determined to be the sixth obstacle avoidance strategy. If the obstacle avoidance triggering conditions are not met, the first-level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy. When the target vehicle stops moving, the system determines whether the obstacle bypass triggering conditions are met based on the driving scenario information corresponding to the obstacle bypass triggering conditions. If the obstacle bypass triggering conditions are met, the second-level obstacle avoidance strategy is determined to be the third obstacle avoidance strategy. If the obstacle bypass triggering conditions are not met, the second-level obstacle avoidance strategy is determined to be the fourth obstacle avoidance strategy.

[0021] Using the above technical solution, for scenarios where the target static obstacle is outside the lane line of the target vehicle's lane or where the target vehicle's lane does not have a lane line, a multi-level obstacle avoidance strategy identification condition is set, including multi-obstacle scenario trigger conditions, obstacle yielding trigger conditions, and obstacle avoidance trigger conditions. Based on the vehicle's driving scenario information, the system sequentially judges whether the corresponding conditions are met, achieving orderly and accurate output of the obstacle avoidance strategy. When the multi-obstacle scenario trigger conditions are met, the fifth obstacle avoidance strategy is used to avoid unnecessary obstacle avoidance intervention by the system. When the multi-obstacle scenario trigger conditions are not met, the obstacle yielding trigger condition is further judged. If it is met, the sixth obstacle avoidance strategy is used; otherwise, the second obstacle avoidance strategy is first used to control the vehicle to decelerate and stop, and then the third or fourth obstacle avoidance strategy is selected based on the obstacle avoidance trigger condition. In this way, through a progressive and hierarchical decision-making logic, it can effectively adapt to various typical scenarios such as no obstacles outside the lane or no lane lines. While ensuring driving safety, it improves the accuracy of vehicle obstacle avoidance, thereby improving the efficiency and safety of vehicle obstacle avoidance, and further improving the driving safety and efficiency of the vehicle, as well as enhancing the adaptive capability and robustness of the vehicle's autonomous obstacle avoidance.

[0022] Optionally, in one implementation of this application, when the position attribute relationship is the fourth position attribute relationship, the multi-level obstacle avoidance strategy identification conditions include corresponding multi-obstacle scenario triggering conditions and lane change triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining whether the multi-obstacle scenario triggering conditions are met based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions; if it is determined that the multi-obstacle scenario triggering conditions are not met, determining the obstacle avoidance strategy as the fifth obstacle avoidance strategy; if it is determined that the multi-obstacle scenario triggering conditions are met, determining whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions; if it is determined that the lane change triggering conditions are met, determining the obstacle avoidance strategy as the first obstacle avoidance strategy; if it is determined that the lane change triggering conditions are not met, determining the obstacle avoidance strategy as the seventh obstacle avoidance strategy.

[0023] By employing the above technical solution, for scenarios where the target static obstacle is outside the lane line of the target vehicle's lane or where the target vehicle's lane does not have a lane line, a multi-level obstacle avoidance strategy identification condition is set, including multiple obstacle scenario trigger conditions and lane change trigger conditions. Based on vehicle driving scenario information, the condition is judged level by level, enabling rapid matching and accurate output of obstacle avoidance strategies. When the multiple obstacle scenario trigger conditions are met, the fifth obstacle avoidance strategy is used to avoid redundant and unnecessary obstacle avoidance actions. When the multiple obstacle scenario trigger conditions are not met, the feasibility of lane changing is further judged. If the lane change trigger conditions are met, the first obstacle avoidance strategy is used to achieve safe lane change and obstacle avoidance; otherwise, the seventh obstacle avoidance strategy is used to cancel the lane change. Thus, through a layered and progressive, clearly defined decision-making logic, the accuracy of vehicle obstacle avoidance can be significantly improved, thereby improving the efficiency and safety of vehicle obstacle avoidance, ultimately enhancing vehicle driving safety and efficiency, and strengthening the adaptive capability and robustness of autonomous obstacle avoidance.

[0024] Optionally, in one implementation of this application, when the position attribute relationship is the fifth position attribute relationship, the multi-level obstacle avoidance strategy identification conditions include the corresponding lane change triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels to determine the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions; if the lane change triggering conditions are met, determining the obstacle avoidance strategy as the first obstacle avoidance strategy; if the lane change triggering conditions are not met, determining the first-level obstacle avoidance strategy as the second obstacle avoidance strategy, and again determining whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions; if the lane change triggering conditions are met, determining the obstacle avoidance strategy as the first obstacle avoidance strategy; if the lane change triggering conditions are not met, determining the second-level obstacle avoidance strategy as the second obstacle avoidance strategy.

[0025] By employing the aforementioned technical solution, for scenarios where the target static obstacle is located on the roadside, a multi-level obstacle avoidance strategy recognition system is constructed, incorporating lane-change triggering conditions. Based on vehicle driving scenario information, the system sequentially and progressively determines whether the corresponding lane-change triggering conditions are met, enabling the orderly and accurate matching and output of obstacle avoidance strategies. Specifically, it first checks if the lane-change triggering conditions are met; if so, the first obstacle avoidance strategy is directly applied to achieve lane-change obstacle avoidance. If not, the second obstacle avoidance strategy is first applied to control the vehicle to decelerate and stop. After stopping, the feasibility of lane-change is assessed again; if it is met, the first obstacle avoidance strategy is still executed; otherwise, the second obstacle avoidance strategy is maintained. Thus, through a progressive and traceable hierarchical decision-making logic, it can fully adapt to special road scenarios with obstacles on the roadside. While prioritizing driving safety, it significantly improves the accuracy of vehicle obstacle avoidance, thereby improving the efficiency and safety of vehicle obstacle avoidance, ultimately enhancing vehicle driving safety and efficiency, and strengthening the adaptive capability and robustness of autonomous obstacle avoidance.

[0026] Optionally, in one implementation of this application, the driving scenario information includes at least one of the following: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target static obstacle, attribute information of the target static obstacle, and travel space information of the target vehicle relative to the target static obstacle in the target lane.

[0027] By employing the above technical solution, by determining at least one of the following information: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target obstacle, attribute information of the target obstacle, and passage space information of the target vehicle relative to the target obstacle in the target lane, the system can accurately determine the obstacle, passable area, and dangerous area during the vehicle's obstacle avoidance process. This significantly improves the accuracy of vehicle obstacle avoidance, thereby enhancing the passage efficiency and safety of vehicle obstacle avoidance, and further improving the vehicle's driving safety and efficiency, as well as enhancing the vehicle's adaptive capability and robustness in autonomous obstacle avoidance.

[0028] Secondly, this application provides an electronic device, including: a processor and a memory communicatively connected to the processor; the memory stores a computer program, and the processor executes the computer program stored in the memory to implement the aforementioned vehicle obstacle avoidance control method.

[0029] Optionally, in one implementation of this application, the electronic device may be, for example, a vehicle, used to implement the aforementioned vehicle obstacle avoidance control method.

[0030] In summary, the vehicle obstacle avoidance control scheme provided in this application, upon determining the presence of a target static obstacle in the driving environment of the target vehicle, determines the positional attribute relationship between the target static obstacle and the target lane line corresponding to the target lane where the target vehicle is located. Based on the positional attribute relationship, it determines the obstacle avoidance strategy identification method corresponding to the positional attribute relationship. The obstacle avoidance strategy identification method is a multi-level identification method. Based on the obstacle avoidance strategy identification method, it determines the multi-level obstacle avoidance strategy identification conditions corresponding to the obstacle avoidance strategy identification method, and determines the vehicle driving scene information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, including at least one of the following: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target obstacle, attribute information of the target obstacle, and passage space information of the target vehicle relative to the target obstacle in the target lane. Secondly, based on the driving scene information, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in a hierarchical manner to determine the target obstacle avoidance strategy corresponding to the target vehicle.

[0031] Thus, by classifying the positional attribute relationships between the target static obstacle and the target lane and lane lines into multiple positional attribute relationships, a refined and standardized scenario division of the driving environment is achieved, providing an accurate and reliable basis for obstacle avoidance decision-making. For each positional attribute relationship, multi-level obstacle avoidance strategy identification conditions are set, including multi-obstacle scenario triggering conditions, lane change triggering conditions, obstacle yielding triggering conditions, and obstacle bypassing triggering conditions. The system sequentially judges whether the corresponding identification conditions are met according to the hierarchy, thereby determining the target obstacle avoidance strategy highly adapted to the current scenario. This forms a complete obstacle avoidance decision-making system covering various strategies such as lane changing, braking and deceleration, obstacle bypassing, obstacle yielding, canceling lane changes, not executing obstacle avoidance processing, and driver takeover. Furthermore, the hierarchical and progressive, step-by-step matching decision logic can significantly improve the accuracy of obstacle avoidance in assisted driving vehicles, thereby improving the vehicle's obstacle avoidance efficiency and driving safety, and further enhancing the vehicle's autonomous obstacle avoidance adaptability and robustness. Attached Figure Description

[0032] Figure 1 This is a flowchart illustrating a vehicle obstacle avoidance control method provided in this application.

[0033] Figure 2 This is a schematic diagram illustrating the correspondence between the position attribute relationship and the obstacle avoidance strategy identification method in the vehicle obstacle avoidance control method provided in this application.

[0034] Figure 3 This is a flowchart illustrating how the vehicle obstacle avoidance control method provided in this application determines the corresponding obstacle avoidance strategy when the position attribute relationship is the first position attribute relationship.

[0035] Figure 4This is a flowchart illustrating how the vehicle obstacle avoidance control method provided in this application determines the corresponding obstacle avoidance strategy when the position attribute relationship is the second position attribute relationship.

[0036] Figure 5 This is a flowchart illustrating how the vehicle obstacle avoidance control method provided in this application determines the corresponding obstacle avoidance strategy when the position attribute relationship is a third position attribute relationship.

[0037] Figure 6 This is a flowchart illustrating how the vehicle obstacle avoidance control method provided in this application determines the corresponding obstacle avoidance strategy when the position attribute relationship is the fourth position attribute relationship.

[0038] Figure 7 This is a flowchart illustrating how the vehicle obstacle avoidance control method provided in this application determines the corresponding obstacle avoidance strategy when the position attribute relationship is the fifth position attribute relationship.

[0039] Figure 8 This is a schematic diagram illustrating the principle of the vehicle obstacle avoidance control method provided in this application.

[0040] Figure 9 This is a schematic diagram of the structure of an electronic device provided in the implementation of this application. Detailed Implementation

[0041] This application provides a vehicle obstacle avoidance control method, which includes: determining the positional attribute relationship between the target static obstacle and the target lane line corresponding to the target lane where the target vehicle is located, when it is determined that there is a target static obstacle in the driving environment where the target vehicle is located; determining the obstacle avoidance strategy identification method corresponding to the positional attribute relationship based on the positional attribute relationship; performing obstacle avoidance strategy identification processing based on the obstacle avoidance strategy identification method to determine the obstacle avoidance strategy corresponding to the target vehicle; and controlling the target vehicle to perform the corresponding obstacle avoidance processing based on the obstacle avoidance strategy.

[0042] Thus, when a static obstacle is detected in the driving environment of the target vehicle, firstly, the positional attribute relationship between the static obstacle and the target lane line corresponding to the target lane is clarified. Based on the positional attribute relationship, a more accurate obstacle avoidance strategy identification method can be selected. Secondly, obstacle avoidance strategy identification processing is performed through the more accurate obstacle avoidance strategy identification method, thereby obtaining a more accurate obstacle avoidance strategy for the target vehicle. Then, based on the more accurate obstacle avoidance strategy, the target vehicle is controlled to perform corresponding obstacle avoidance operations, improving the accuracy of vehicle obstacle avoidance, thereby improving the vehicle's obstacle avoidance efficiency and traffic safety, and further improving the vehicle's driving safety and driving efficiency, as well as enhancing the vehicle's adaptive capability and robustness in autonomous obstacle avoidance.

[0043] The technical solution provided by the implementation method of this application will be described in further detail below with reference to the accompanying drawings.

[0044] One implementation of this application provides a vehicle obstacle avoidance control method, such as... Figure 1 As shown, the method includes the following steps.

[0045] S100: If it is determined that there is a target static obstacle in the driving environment where the target vehicle is located, determine the positional attribute relationship between the target static obstacle and the target lane line corresponding to the target lane where the target vehicle is located.

[0046] Optionally, in one implementation of this application, the method can be executed by a vehicle, in which case the target vehicle can be the vehicle executing the method. Alternatively, the method can be executed by, for example, a cloud server, in which case the target vehicle is a specific vehicle corresponding to the cloud server.

[0047] The driving environment can be, for example, urban roads, highways, or other driving scenarios.

[0048] The target obstacle may be an obstacle of a preset type in the driving environment and / or an obstacle in a preset position. An obstacle of a preset type may be a static traffic obstacle such as a cone or a water-filled barrier. An obstacle in a preset position may be an obstacle located near the lane lines, such as inside or outside the lane lines on the left and right sides of the lane where the vehicle is located.

[0049] The target lane could be, for example, the lane in which the target vehicle is located when it is driving in the driving environment.

[0050] The target lane lines can be, for example, the left and / or right lane lines corresponding to the target lane where the target vehicle is located.

[0051] Positional attribute relationships can be, for example, relative positional relationships between the target obstacle and the target lane line corresponding to the target lane where the target vehicle is located, such as the target obstacle being on the target lane line or the target obstacle being inside the target lane line.

[0052] For example, determining the presence of a static obstacle in the driving environment of the target vehicle can be achieved through: the detection of an obstacle in the target lane by sensors (such as cameras, millimeter-wave radar, etc.); the detection of an obstacle on the target lane line corresponding to the target lane of the target vehicle; or the detection of an obstacle within a target distance (e.g., 5 meters) around the target lane of the target vehicle. Furthermore, the obstacle can be, for example, a traffic cone, a water-filled barrier, or other types of obstacles. The method for determining the presence of a static obstacle in the driving environment of the target vehicle is not limited here and can be set as needed.

[0053] For example, the positional attribute relationship can be any one of the following: first positional attribute relationship, second positional attribute relationship, third positional attribute relationship, fourth positional attribute relationship, and fifth positional attribute relationship.

[0054] The first position attribute relationship indicates that the target static obstacle is within the target lane relative to the target lane line, that is, there is an obstacle in the lane where the target vehicle is located.

[0055] The second position attribute relationship indicates that the target static obstacle is on the target lane line, that is, there is an obstacle on the lane line corresponding to the lane where the target vehicle is located.

[0056] The third position attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line or the target lane line does not exist, that is, there is an obstacle outside the lane where the target vehicle is located or there is no lane line in the lane where the target vehicle is located.

[0057] The fourth positional attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line and there is a lane line other than the target lane line at the location of the target static obstacle. For example, the target static obstacle is on the lane line adjacent to the target lane line or on the lane line adjacent to the adjacent lane line, etc.

[0058] The fifth position attribute relationship indicates that the target static obstacle is on the curb relative to the target lane line, that is, there is an obstacle on the curb corresponding to the lane where the target vehicle is located.

[0059] Of course, the positional relationship between the obstacle and the target lane line corresponding to the target lane where the target vehicle is located is not limited to the example above, and can be set as needed.

[0060] S200: Determine the obstacle avoidance strategy identification method corresponding to the location attribute relationship based on the location attribute relationship.

[0061] For example, the obstacle avoidance strategy identification method can be any one of the first obstacle avoidance strategy identification method, the second obstacle avoidance strategy identification method, the third obstacle avoidance strategy identification method, the fourth obstacle avoidance strategy identification method, and the fifth obstacle avoidance strategy identification method.

[0062] Furthermore, the obstacle avoidance strategy identification method is a multi-level identification method, that is, the obstacle avoidance strategy identification method includes multi-level obstacle avoidance strategy identification conditions, or multiple obstacle avoidance strategy identification conditions.

[0063] Furthermore, the recognition conditions for multi-level obstacle avoidance strategies differ depending on the obstacle avoidance strategy recognition method.

[0064] For example, such as Figure 2 As shown, when the position attribute relationship is the first position attribute relationship, the obstacle avoidance strategy identification method is the first obstacle avoidance strategy identification method; when the position attribute relationship is the second position attribute relationship, the obstacle avoidance strategy identification method is the second obstacle avoidance strategy identification method; when the position attribute relationship is the third position attribute relationship, the obstacle avoidance strategy identification method is the third obstacle avoidance strategy identification method; when the position attribute relationship is the fourth position attribute relationship, the obstacle avoidance strategy identification method is the fourth obstacle avoidance strategy identification method; and when the position attribute relationship is the fifth position attribute relationship, the obstacle avoidance strategy identification method is the fifth obstacle avoidance strategy identification method.

[0065] Furthermore, the obstacle avoidance strategy identification conditions can be any one of the following obstacle avoidance conditions: lane change trigger condition, obstacle avoidance trigger condition, obstacle yielding trigger condition, or multi-obstacle scenario trigger condition.

[0066] S300: Based on the obstacle avoidance strategy identification method, perform obstacle avoidance strategy identification processing to determine the obstacle avoidance strategy corresponding to the target vehicle.

[0067] For example, obstacle avoidance strategy identification processing is performed according to the obstacle avoidance strategy identification method to determine the obstacle avoidance strategy corresponding to the target vehicle. This includes: determining the multi-level obstacle avoidance strategy identification conditions corresponding to the obstacle avoidance strategy identification method, and determining the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions; and determining whether the corresponding obstacle avoidance strategy identification conditions are met according to the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions in order to determine the obstacle avoidance strategy corresponding to the target vehicle.

[0068] For example, the obstacle avoidance strategy can be any one of the following: first obstacle avoidance strategy, second obstacle avoidance strategy, third obstacle avoidance strategy, fourth obstacle avoidance strategy, fifth obstacle avoidance strategy, sixth obstacle avoidance strategy, and seventh obstacle avoidance strategy. The first obstacle avoidance strategy is a processing strategy that causes the vehicle to change lanes to achieve obstacle avoidance; the second obstacle avoidance strategy is a processing strategy that causes the vehicle to brake and decelerate to achieve obstacle avoidance; the third obstacle avoidance strategy is a processing strategy that causes the vehicle to drive around the obstacle to achieve obstacle avoidance; the fourth obstacle avoidance strategy is a processing strategy that causes the vehicle to exit the assisted driving mode and causes the driver to take over driving to achieve obstacle avoidance; the fifth obstacle avoidance strategy is a processing strategy that does not perform obstacle avoidance processing; the sixth obstacle avoidance strategy is a processing strategy that causes the vehicle to avoid the obstacle to achieve obstacle avoidance; and the seventh obstacle avoidance strategy is a processing strategy that cancels the vehicle's lane change to achieve obstacle avoidance.

[0069] Furthermore, the driving scenario information may include at least one of the following: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target obstacle, attribute information of the target obstacle, and travel space information of the target vehicle relative to the target obstacle in the target lane.

[0070] Of course, obstacle avoidance strategies, obstacle avoidance conditions, and driving scenario information are not limited to the examples above; they can be set as needed.

[0071] S400: Based on the obstacle avoidance strategy, control the target vehicle to perform the corresponding obstacle avoidance action.

[0072] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the first obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to change lanes to complete the obstacle avoidance process.

[0073] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to brake and decelerate to complete the obstacle avoidance process.

[0074] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the third obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to drive around the obstacle to complete the obstacle avoidance process.

[0075] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the fourth obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to exit the assisted driving mode and the driver is allowed to take over driving to complete the obstacle avoidance process.

[0076] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the fifth obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled not to perform the obstacle avoidance process in order to complete the obstacle avoidance process.

[0077] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the sixth obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to avoid obstacles to complete the obstacle avoidance process.

[0078] Optionally, in one implementation of this application, when the obstacle avoidance strategy is the seventh obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, that is, the target vehicle is controlled to cancel the lane change to complete the obstacle avoidance process.

[0079] The following section provides a more detailed description of the process of determining the corresponding obstacle avoidance strategy and executing the corresponding obstacle avoidance handling when the aforementioned positional attribute relationships are the first positional attribute relationship, the second positional attribute relationship, the third positional attribute relationship, the fourth positional attribute relationship, and the fifth positional attribute relationship.

[0080] For example, such as Figure 3 As shown, when the position attribute relationship is the first position attribute relationship, the multi-level obstacle avoidance strategy recognition conditions corresponding to the first obstacle avoidance strategy recognition method include the corresponding lane change trigger conditions and obstacle avoidance trigger conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy recognition conditions, it is determined whether the corresponding obstacle avoidance strategy recognition conditions are met in order to determine the target obstacle avoidance strategy corresponding to the target vehicle, including the following steps.

[0081] S301: Determine the driving scenario information corresponding to the lane change trigger condition.

[0082] Optionally, in one implementation of this application, the lane change triggering condition may be, for example, whether there is a target lane change space (e.g., whether a vehicle is passing in the adjacent lane of the target vehicle's driving road, or whether there is a lane change space of, for example, 7 meters) and whether the distance between the target static obstacle and the target vehicle is greater than the target distance (e.g., 40 meters). Accordingly, the driving scenario information corresponding to the lane change triggering condition may be, for example, the size of the lane change space corresponding to the target vehicle and the distance information between the target vehicle and the target obstacle.

[0083] S302: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met. If the lane change triggering condition is met, proceed to step S303; if the lane change triggering condition is not met, proceed to step S304.

[0084] Correspondingly, based on the driving scenario information corresponding to the lane change triggering conditions, it is determined whether the lane change triggering conditions are met. This can be as follows: if there is target lane change space and the distance between the target static obstacle and the target vehicle is greater than the target distance, the lane change triggering conditions are met; if there is no target lane change space or the distance between the target static obstacle and the target vehicle is less than or equal to the target distance, the lane change triggering conditions are not met. Furthermore, the existence of lane change space can be determined by the size of the lane change space corresponding to the target vehicle. For example, if no vehicle is passing in the adjacent lane corresponding to the target lane when a lane change is required, or if the distance between the two vehicles in the adjacent lane that the target vehicle needs to squeeze into is greater than the target lane change distance (e.g., 7 meters), then target lane change space is determined to exist; otherwise, target lane change space is determined not to exist.

[0085] Of course, the lane change trigger conditions and corresponding driving scenario information can also be set to other settings as needed.

[0086] S303: Determine the obstacle avoidance strategy as the first obstacle avoidance strategy.

[0087] The first obstacle avoidance strategy is to control the target vehicle to change lanes, as mentioned above.

[0088] S304: Determine the first-level obstacle avoidance strategy as the second obstacle avoidance strategy, and then proceed to step S305.

[0089] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate, as mentioned above.

[0090] S305: The target vehicle stops moving, then proceed to step S306.

[0091] That is, when the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to brake and decelerate, and when the target vehicle speed is reduced to 0, step S306 is executed.

[0092] S306: Determine the driving scenario information corresponding to the obstacle avoidance trigger condition.

[0093] Optionally, in one implementation of this application, the obstacle avoidance triggering condition may be, for example, whether the distance between the target lane line corresponding to the target lane where the target vehicle is located and the target obstacle is less than a target distance (e.g., 2 meters). Correspondingly, the driving scenario information corresponding to the obstacle avoidance triggering condition may be, for example, the distance information between the target lane line corresponding to the target lane where the target vehicle is located and the target obstacle.

[0094] S307: Based on the driving scenario information corresponding to the obstacle avoidance triggering condition, determine whether the obstacle avoidance triggering condition is met. If the obstacle avoidance triggering condition is met, proceed to step S308; if the obstacle avoidance triggering condition is not met, proceed to step S309.

[0095] Correspondingly, based on the driving scenario information corresponding to the obstacle avoidance triggering conditions, it can be determined whether the obstacle avoidance triggering conditions are met. This can be as follows: if the distance between the target lane line corresponding to the target lane where the target vehicle is located and the target static obstacle is greater than or equal to the target distance (e.g., 2 meters), the obstacle avoidance triggering conditions are met; if the distance between the target lane line corresponding to the target lane where the target vehicle is located and the target static obstacle is less than the target distance, the obstacle avoidance triggering conditions are not met.

[0096] S308: Determine the second-level obstacle avoidance strategy as the third obstacle avoidance strategy.

[0097] The third obstacle avoidance strategy is to control the target vehicle to drive around the obstacle, as mentioned above.

[0098] S309: Determine the second-level obstacle avoidance strategy as the fourth obstacle avoidance strategy.

[0099] The fourth obstacle avoidance strategy is to control the target vehicle to exit the assisted driving mode and allow the driver to take over driving.

[0100] For example, such as Figure 4 As shown, when the position attribute relationship is the second position attribute relationship, the multi-level obstacle avoidance strategy recognition conditions corresponding to the second obstacle avoidance strategy recognition method include the corresponding multi-obstacle scenario triggering conditions, lane change triggering conditions, obstacle yielding triggering conditions, and obstacle bypassing triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy recognition conditions, it is determined whether the corresponding obstacle avoidance strategy recognition conditions are met in order to determine the target obstacle avoidance strategy corresponding to the target vehicle, including the following steps.

[0101] S401: Determine the driving scenario information corresponding to the multi-obstacle scenario triggering conditions.

[0102] Optionally, in one implementation of this application, the multi-obstacle scene triggering condition may be, for example, whether the number of target obstacles detected at a target time point (e.g., two consecutive time points) is greater than a target number threshold (e.g., three). Correspondingly, the driving scene information corresponding to the multi-obstacle scene triggering condition may be, for example, the attribute information of the target obstacles (e.g., number, type, etc.).

[0103] S402: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met. If the multi-obstacle scenario triggering conditions are not met, proceed to step S403; if the multi-obstacle scenario triggering conditions are met, proceed to step S404.

[0104] Correspondingly, based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, it can be determined whether the multi-obstacle scenario triggering conditions are met. For example, if the number of target obstacles detected at two consecutive time points is greater than the number threshold 3, it is determined that the multi-obstacle scenario triggering conditions are met; if the number of target obstacles detected at two consecutive time points is not both greater than the number threshold 3, it is determined that the multi-obstacle scenario triggering conditions are not met.

[0105] S403: Determine the obstacle avoidance strategy as the fifth obstacle avoidance strategy.

[0106] The fifth obstacle avoidance strategy is to prevent the target vehicle from performing obstacle avoidance processing, which can be understood as filtering the current obstacle avoidance judgment and not performing subsequent obstacle avoidance-related processing.

[0107] S404: Determine the driving scenario information corresponding to the lane change trigger condition.

[0108] Here, the method for determining the lane change triggering conditions and the corresponding driving scenario information can be the same as that described in step S301 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0109] S405: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met. If the lane change triggering condition is met, proceed to step S406; if the lane change triggering condition is not met, proceed to step S407.

[0110] Here, the method for determining whether the lane change trigger condition is met can be the same as the method described in step S302 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0111] S406: Determine the obstacle avoidance strategy as the first obstacle avoidance strategy.

[0112] The first obstacle avoidance strategy is to control the target vehicle to change lanes, as mentioned above.

[0113] S407: Determine the driving scenario information corresponding to the obstacle avoidance trigger condition.

[0114] Optionally, in one implementation of this application, the obstacle-avoidance triggering condition may be, for example, whether there is a travel distance corresponding to the target vehicle changing lanes in the target lane where the target vehicle is traveling. Correspondingly, the driving scenario information corresponding to the obstacle-avoidance triggering condition may be, for example, the size of the travel space corresponding to the target vehicle.

[0115] S408: Based on the driving scenario information corresponding to the obstacle avoidance trigger condition, determine whether the obstacle avoidance trigger condition is met. If the obstacle avoidance trigger condition is met, proceed to step S409; if the obstacle avoidance trigger condition is not met, proceed to step S410.

[0116] Correspondingly, based on the driving scenario information corresponding to the obstacle avoidance triggering condition, it is determined whether the obstacle avoidance triggering condition is met. This can be: if there is a passage distance, the obstacle avoidance triggering condition is determined to be met; if there is no passage distance, the obstacle avoidance triggering condition is determined not to be met. Furthermore, the existence of a passage distance can be determined by the size of the passage space corresponding to the target vehicle. For example, if the distance between the target obstacle and the target lane line is greater than a distance threshold (e.g., 2 meters), then a passage distance is determined to exist; otherwise, a passage distance is determined not to exist.

[0117] S409: Determine the obstacle avoidance strategy as the sixth obstacle avoidance strategy.

[0118] The sixth obstacle avoidance strategy is to control the target vehicle to avoid obstacles as mentioned above.

[0119] S410: Determine the first-level obstacle avoidance strategy as the second obstacle avoidance strategy, and then execute step S411.

[0120] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate, as mentioned above.

[0121] S411: Determine the driving scenario information corresponding to the lane change trigger condition.

[0122] Here, the method for determining the lane change triggering conditions and the corresponding driving scenario information can be the same as the method described in step S301 above, and will not be repeated here. Of course, they can also be different, and can be set as needed.

[0123] S412: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met. If the lane change triggering condition is met, proceed to step S413; if the lane change triggering condition is not met, proceed to step S414.

[0124] Here, the method for determining whether the lane change trigger condition is met can be the same as the method described in step S302 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0125] S413: Determine the obstacle avoidance strategy as the first obstacle avoidance strategy.

[0126] The first obstacle avoidance strategy is to control the target vehicle to change lanes, as mentioned above.

[0127] S414: Determine the second level obstacle avoidance strategy as the second obstacle avoidance strategy, and then proceed to step S415.

[0128] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate, as mentioned above.

[0129] S415: The target vehicle has stopped moving.

[0130] That is, when the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to decelerate, and when the target vehicle speed is reduced to 0, step S416 is executed.

[0131] S416: Determine the driving scenario information corresponding to the obstacle avoidance trigger condition.

[0132] Here, the method for determining the obstacle avoidance trigger conditions and the corresponding driving scenario information can be the same as the method described in step S306 above, and will not be repeated here. Of course, they can also be different, and can be set as needed.

[0133] S417: Based on the driving scenario information corresponding to the obstacle avoidance triggering condition, determine whether the obstacle avoidance triggering condition is met. If the obstacle avoidance triggering condition is met, proceed to step S418; if the obstacle avoidance triggering condition is not met, proceed to step S419.

[0134] Here, the method for determining whether the obstacle avoidance trigger condition is met can be the same as the method for determining whether the lane change trigger condition is met as described in step S307 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0135] S418: Determine the third level obstacle avoidance strategy as the third obstacle avoidance strategy.

[0136] The third obstacle avoidance strategy is to control the target vehicle to drive around the obstacle, as mentioned above.

[0137] S419: Determine the third-level obstacle avoidance strategy as the fourth obstacle avoidance strategy.

[0138] The fourth obstacle avoidance strategy is to control the target vehicle to exit the assisted driving mode and allow the driver to take over driving.

[0139] For example, such as Figure 5 As shown, when the position attribute relationship is the third position attribute relationship, the multi-level obstacle avoidance strategy recognition conditions corresponding to the third obstacle avoidance strategy recognition method include the corresponding multi-obstacle scene triggering conditions, obstacle yielding triggering conditions, and obstacle bypassing triggering conditions. Based on the vehicle driving scene information of the target vehicle corresponding to each level of obstacle avoidance strategy recognition conditions, it is determined whether the corresponding obstacle avoidance strategy recognition conditions are met in order to determine the target obstacle avoidance strategy corresponding to the target vehicle, including the following steps.

[0140] S501: Determine the driving scenario information corresponding to the multi-obstacle scenario triggering conditions.

[0141] Optionally, in one implementation of this application, the multi-obstacle scenario triggering conditions may include, for example, whether there is a target lane-changing space and whether the distance between the target static obstacle and the target vehicle is greater than the target distance (e.g., 40 meters). Correspondingly, the driving scenario information corresponding to the multi-obstacle scenario triggering conditions may include, for example, the size of the lane-changing space corresponding to the target vehicle and the distance information between the target vehicle and the target obstacle.

[0142] S502: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met. If the multi-obstacle scenario triggering conditions are met, proceed to step S503; if the multi-obstacle scenario triggering conditions are not met, proceed to step S504.

[0143] Correspondingly, based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, it is determined whether the multi-obstacle scenario triggering conditions are met. This can be as follows: if there is target lane-changing space and the distance between the target static obstacle and the target vehicle is greater than the target distance, the multi-obstacle scenario triggering conditions are met; if there is no target lane-changing space or the distance between the target static obstacle and the target vehicle is less than or equal to the target distance, the multi-obstacle scenario triggering conditions are not met. Furthermore, the existence of lane-changing space can be determined by the size of the lane-changing space corresponding to the target vehicle. For example, if a lane change is required and there are no vehicles passing in the adjacent lane corresponding to the target lane, and the width of the adjacent lane is greater than the target width (e.g., 4 meters), then target lane-changing space is determined to exist; otherwise, target lane-changing space is determined not to exist.

[0144] S503: Determine the obstacle avoidance strategy as the fifth obstacle avoidance strategy.

[0145] The fifth obstacle avoidance strategy is to control the target vehicle so that it does not perform obstacle avoidance actions.

[0146] S504: Determine the driving scenario information corresponding to the obstacle avoidance trigger condition.

[0147] Here, the method for determining the obstacle-avoidance triggering conditions and the corresponding driving scenario information can be the same as the method described in step S407 above, and will not be repeated here. Of course, they can also be different, and can be set as needed.

[0148] S505: Based on the driving scenario information corresponding to the obstacle avoidance triggering condition, determine whether the obstacle avoidance triggering condition is met. If the obstacle avoidance triggering condition is met, proceed to step S506; if the obstacle avoidance triggering condition is not met, proceed to step S507.

[0149] Here, the method for determining whether the obstacle clearance trigger condition is met can be the same as the method described in step S408 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0150] S506: Determine the obstacle avoidance strategy as the sixth obstacle avoidance strategy.

[0151] The sixth obstacle avoidance strategy is to control the target vehicle to avoid obstacles as mentioned above.

[0152] S507: Determine the first-level obstacle avoidance strategy as the second obstacle avoidance strategy, and then proceed to step S508.

[0153] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate, as mentioned above.

[0154] S508: The target vehicle stops moving, then proceed to step S509.

[0155] That is, when the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to decelerate, and when the target vehicle speed is reduced to 0, step S509 is executed.

[0156] S509: Determine the driving scenario information corresponding to the obstacle avoidance trigger condition.

[0157] Here, the method for determining the obstacle avoidance trigger conditions and the corresponding driving scenario information can be the same as the method described in step S306 above, and will not be repeated here. Of course, they can also be different, and can be set as needed.

[0158] S510: Based on the driving scenario information corresponding to the obstacle avoidance triggering condition, determine whether the obstacle avoidance triggering condition is met. If the obstacle avoidance triggering condition is met, proceed to step S511; if the obstacle avoidance triggering condition is not met, proceed to step S512.

[0159] Here, the method for determining whether the obstacle avoidance trigger condition is met can be the same as the method described in step S307 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0160] S511: Determine the second-level obstacle avoidance strategy as the third obstacle avoidance strategy.

[0161] The third obstacle avoidance strategy is to control the target vehicle to drive around the obstacle, as mentioned above.

[0162] S512: Determine the second-level obstacle avoidance strategy as the fourth obstacle avoidance strategy.

[0163] The fourth obstacle avoidance strategy is to control the target vehicle to exit the assisted driving mode and allow the driver to take over driving.

[0164] For example, such as Figure 6 As shown, when the position attribute relationship is the fourth position attribute relationship, the multi-level obstacle avoidance strategy recognition conditions corresponding to the fourth obstacle avoidance strategy recognition method include the corresponding multi-obstacle scenario triggering conditions and lane change triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy recognition conditions, it is determined whether the corresponding obstacle avoidance strategy recognition conditions are met in order to determine the target obstacle avoidance strategy corresponding to the target vehicle, including the following steps.

[0165] S601: Determine the driving scenario information corresponding to the multi-obstacle scenario triggering conditions.

[0166] Optionally, in one implementation of this application, the multi-obstacle scenario triggering condition may be, for example, whether an efficiency lane change or a navigation lane change is triggered. Correspondingly, the driving scenario information corresponding to the multi-obstacle scenario triggering condition may be, for example, the lane change information corresponding to the target vehicle.

[0167] S602: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met. If the multi-obstacle scenario triggering conditions are not met, proceed to step S603; if the multi-obstacle scenario triggering conditions are met, proceed to step S604.

[0168] Correspondingly, based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, it can be determined whether the multi-obstacle scenario triggering conditions are met. This can be as follows: if the lane change information indicates that an efficiency lane change or navigation lane change has been triggered, then the multi-obstacle scenario triggering conditions are met; if the lane change information indicates that an efficiency lane change or navigation lane change has not been triggered, then the multi-obstacle scenario triggering conditions are not met. Furthermore, whether an efficiency lane change or navigation lane change has been triggered can be determined through the lane change information corresponding to the target vehicle. For example, if a vehicle engages in lane change behavior driven by navigation route planning instructions, with the purpose of meeting path requirements such as turning at intersections or entering / exiting ramps, then it is determined that a navigation lane change has been triggered; if the vehicle's lane change behavior is driven by differences in lane driving efficiency, with the purpose of improving traffic speed without changing the navigation route, then it is determined that an efficiency lane change has been triggered.

[0169] S603: Determine the obstacle avoidance strategy as the fifth obstacle avoidance strategy.

[0170] The fifth obstacle avoidance strategy is to control the target vehicle so that it does not perform obstacle avoidance actions.

[0171] S604: Determine the driving scenario information corresponding to the lane change trigger condition.

[0172] Optionally, in one implementation of this application, the lane change triggering condition may be, for example, whether there is a travel distance corresponding to the target vehicle changing lanes in the target lane. Correspondingly, the driving scenario information corresponding to the lane change triggering condition may be, for example, the size of the travel space corresponding to the target vehicle.

[0173] S605: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met. If the lane change triggering condition is not met, proceed to step S606; if the lane change triggering condition is met, proceed to step S607.

[0174] Correspondingly, based on the driving scenario information corresponding to the lane change triggering conditions, it is determined whether the lane change triggering conditions are met. This can be: if there is sufficient distance to travel, the lane change triggering conditions are met; if there is no sufficient distance to travel, the lane change triggering conditions are not met. Furthermore, the existence of sufficient distance to travel can be determined by the size of the passage space corresponding to the target vehicle. For example, if the distance between the target obstacle and the target lane line is greater than a distance threshold (e.g., 2 meters), then sufficient distance to travel is determined to exist; otherwise, insufficient distance to travel is determined to exist.

[0175] S606: Determine the obstacle avoidance strategy as the seventh obstacle avoidance strategy.

[0176] The seventh obstacle avoidance strategy is to control the target vehicle to cancel its lane change.

[0177] S607: Determine the obstacle avoidance strategy as the first obstacle avoidance strategy.

[0178] The first obstacle avoidance strategy is to control the target vehicle to change lanes, as mentioned above.

[0179] For example, such as Figure 7 As shown, when the position attribute relationship is the fifth position attribute relationship, the multi-level obstacle avoidance strategy recognition conditions corresponding to the fifth obstacle avoidance strategy recognition method include two corresponding lane change trigger conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy recognition conditions, it is determined whether the corresponding obstacle avoidance strategy recognition conditions are met in order to determine the target obstacle avoidance strategy corresponding to the target vehicle, including the following steps.

[0180] S701: Determine the driving scenario information corresponding to the lane change trigger condition.

[0181] Optionally, in one implementation of this application, the lane change triggering condition may be, for example, whether there is lane change space corresponding to the target vehicle's lane change in the adjacent lane of the target lane in which the target vehicle is traveling. The driving scenario information corresponding to the lane change triggering condition may be, for example, the size of the lane change space corresponding to the target vehicle.

[0182] S702: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met. If the lane change triggering condition is met, proceed to step S703; if the lane change triggering condition is not met, proceed to step S704.

[0183] Correspondingly, based on the driving scenario information corresponding to the lane change triggering conditions, it is determined whether the lane change triggering conditions are met. This can be: if a target lane change space exists, the lane change triggering conditions are met; if no target lane change space exists, the lane change triggering conditions are not met. Furthermore, the existence of a target lane change space can be determined by the size of the lane change space corresponding to the target vehicle. For example, if no vehicle is passing in the adjacent lane corresponding to the target lane when a lane change is required, and the width of the adjacent lane is greater than the target width (e.g., 4 meters), then a target lane change space exists; otherwise, a target lane change space does not exist.

[0184] S703: Determine the obstacle avoidance strategy as the first obstacle avoidance strategy.

[0185] The first obstacle avoidance strategy is to control the target vehicle to change lanes, as mentioned above.

[0186] S704: Determine the first-level obstacle avoidance strategy as the second obstacle avoidance strategy.

[0187] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate as described above, and then execute step S705.

[0188] S705: Reconfirm the driving scenario information corresponding to the lane change trigger condition.

[0189] Here, the method for determining the lane change triggering conditions and the corresponding driving scenario information can be the same as the method described in step S701 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0190] S706: Based on the driving scenario information corresponding to the re-determined lane change triggering condition, determine again whether the lane change triggering condition is met. If the lane change triggering condition is met, proceed to step S703; if the lane change triggering condition is not met, proceed to step S707.

[0191] Here, the method for determining whether the lane change trigger condition is met can be the same as the method described in step S702 above, and will not be repeated here. Of course, it can also be different, and can be set as needed.

[0192] S707: Determine the second-level obstacle avoidance strategy as the second obstacle avoidance strategy.

[0193] The second obstacle avoidance strategy is to control the target vehicle to brake and decelerate, as mentioned above. Furthermore, the target vehicle's speed is reduced to 0.

[0194] The following section provides a more detailed description of how to perform the corresponding obstacle avoidance process based on the obstacle avoidance strategy.

[0195] When the obstacle avoidance strategy is the first obstacle avoidance strategy, the target vehicle is controlled to perform obstacle avoidance processing, that is, to change lanes. This process can be achieved, for example, by determining the relationship between the target vehicle and the vehicles behind it in the corresponding lane, thus completing the lane change. For example, this includes: when entering the lane change process, the target vehicle is in a lane change waiting state; then, it is determined whether the first lane change condition is met. The state corresponding to the first lane change condition is called state S1. The first lane change condition is... ,in, This is the distance from the target vehicle itself, i.e., the length of the target vehicle. ,in, The speed of the target vehicle relative to the speed of the vehicles behind it. The speed of the target vehicle, The time from when the target vehicle begins to change lanes to when it detects the vehicle behind it until the vehicle behind begins to decelerate, for example... , When the target vehicle is waiting to change lanes, the deceleration of nearby vehicles, such as the deceleration of a nearby car. The large vehicle decelerates as it approaches. , This represents the remaining distance after a vehicle behind slows down as it approaches the target vehicle, and... It is a scalar, for example If the first lane change condition is met, that is... If the first lane change condition is not met, the target vehicle's state will switch from the lane change waiting state to the initial execution state. If the first lane change condition is not met, the lane change will be canceled.

[0196] Furthermore, when the target vehicle is in the initial execution state, it continues to determine whether the second lane change condition is met. The state corresponding to the second lane change condition is called the S2 state. The second lane change condition is... ,in, This is the distance from the target vehicle itself, i.e., the length of the target vehicle. ,in, The speed of the target vehicle, Subtract 0.3 seconds from the time it takes for the following vehicle to decelerate and collide. If the second lane-changing condition is met, i.e. If the target vehicle's state changes from the initial execution state to the lane change execution state, the lane change is canceled if the second lane change condition is not met.

[0197] That is, controlling the target vehicle to change lanes can be divided into three stages. In the first stage, the target vehicle is in a lane-changing waiting state. It is determined whether the first lane-changing condition is met. If it is met, the second stage begins, and the target vehicle's state switches to the initial execution state. It is then determined whether the second lane-changing condition is met. If it is met, the third stage begins, and the target vehicle's state switches to the lane-changing execution state. At this point, the vehicle is controlled to complete the lane change.

[0198] Of course, the methods for controlling the target vehicle to change lanes are not limited to the examples mentioned above; they can be set as needed.

[0199] When the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to perform obstacle avoidance processing, that is, to brake and decelerate the vehicle, including: calculating the time to collision (TTC) between the target vehicle and the obstacle. The formula for calculating TTC is: ,in, The longitudinal distance between the target obstacle and the target vehicle. The relative speed between the target obstacle and the target vehicle is calculated as the speed of the target obstacle minus the speed of the target vehicle, which is also the inverse of the target vehicle's speed. Next, based on the TTC (Traction Control Center), the nearest braking point is selected, and the desired acceleration is calculated. Desired acceleration = acceleration compensation + pre-aiming point reference acceleration + slope compensation acceleration + target acceleration compensation. Here, the pre-aiming point reference acceleration is a feedforward reference value based on the target vehicle's travel path and the braking point; acceleration compensation is used to eliminate actual acceleration tracking deviation; slope compensation acceleration is used to offset the impact of road slope on the target vehicle's power; and target acceleration compensation is used to optimize braking comfort and safety based on obstacle type and driving conditions. Finally, the target vehicle executes braking control based on the calculated desired acceleration, smoothly and safely coming to a stop at the braking point.

[0200] Of course, the methods for controlling the braking and deceleration of the target vehicle are not limited to the examples mentioned above; they can be set as needed.

[0201] When the obstacle avoidance strategy is the third obstacle avoidance strategy, the target vehicle is controlled to perform obstacle avoidance processing, that is, to drive the vehicle around the obstacle. This includes: acquiring the position, size, and motion status of the target obstacle, as well as the vehicle's speed and heading information, through the vehicle's onboard sensing unit; the vehicle controller planning a safe obstacle avoidance path based on the obstacle information; and, while ensuring the safety of the lane boundaries and the surrounding environment, outputting steering control commands and speed adjustment commands to coordinate with the vehicle's steering system to perform lateral obstacle avoidance maneuvers, and appropriately adjusting the driving speed in conjunction with the braking or drive system, so that the vehicle smoothly bypasses the obstacle along the planned path. Furthermore, after completing the obstacle avoidance maneuver, the original driving trajectory is restored.

[0202] Of course, the methods for controlling the target vehicle to navigate around obstacles are not limited to the examples mentioned above; they can be set as needed.

[0203] When the obstacle avoidance strategy is the fourth obstacle avoidance strategy, control the target vehicle to perform obstacle avoidance processing, that is: to make the vehicle exit the assisted driving mode and make the driver take over driving, including: the vehicle exits the assisted driving mode and reminds the driver to take over the vehicle through voice or other means.

[0204] When the obstacle avoidance strategy is the fifth obstacle avoidance strategy, the target vehicle is controlled to perform obstacle avoidance processing, that is, no obstacle avoidance processing is performed. Specifically, if the vehicle detects the location information of the obstacle, and it is far away from the target vehicle and does not affect the target vehicle's driving in its lane, then no processing is performed, and the vehicle continues to drive in its original state.

[0205] When the obstacle avoidance strategy is the sixth obstacle avoidance strategy, the target vehicle is controlled to perform obstacle avoidance processing, that is, to make the vehicle avoid obstacles. This includes controlling the vehicle's direction and deviating to the side where there are no obstacles. That is, the vehicle controller plans a safe avoidance path to the side where there are no obstacles. Under the premise of ensuring safety, steering control commands and vehicle speed adjustment commands are output to coordinate with the vehicle steering system to perform lateral avoidance actions, and to coordinate with the braking or drive system to appropriately adjust the driving speed so that the vehicle can smoothly avoid obstacles along the planned path.

[0206] Of course, the methods for controlling the target vehicle to avoid obstacles are not limited to the examples mentioned above; they can be set as needed.

[0207] When the obstacle avoidance strategy is set to the seventh strategy, the target vehicle is controlled to perform obstacle avoidance processing, namely: canceling the target vehicle's lane change. Specifically, this means that the obstacle is outside the target lane line corresponding to the target lane where the target vehicle is located; that is, on the adjacent lane line of the target lane line, or on the adjacent lane line of an adjacent lane line. If there is no sufficient distance to pass, meaning the obstacle is far enough from the target vehicle to not affect its movement, then the lane change is canceled. Examples include controlling the target vehicle to turn off its turn signal to cancel the lane change, or providing a voice prompt to the driver to take over and cancel the lane change. Furthermore, the methods for controlling the target vehicle to cancel the lane change are not limited to the examples above and can be customized as needed.

[0208] Based on the vehicle obstacle avoidance control method provided in this application, in an implementable example, when the target static obstacle is a cone, such as Figure 8 As shown, Figure 8 This is a schematic diagram illustrating the principle of a vehicle obstacle avoidance control method. Given that a traffic cone (as an example of a static obstacle) exists in the lane where the target vehicle is located, the obstacle avoidance control process can be implemented as follows.

[0209] First, determine the positional relationship between the cone and the target lane line corresponding to the target lane where the target vehicle is located. The positional attribute relationships include the first positional attribute relationship (which can be called ego_lane, meaning the cone appears within the lane lines corresponding to the left and right sides of the target vehicle's lane), the second positional attribute relationship (which can be called close_left / right_lane, meaning the cone appears on the lane lines corresponding to the left and right sides of the target vehicle's lane), the third positional attribute relationship (which can be called other_lane / not_assign, meaning the cone appears outside the lane lines corresponding to the left and right sides of the target vehicle's lane or the target vehicle's lane has no lane lines), the fourth positional attribute relationship (which can be called left_lane / right_lane, meaning the cone is outside the lane lines corresponding to the left and right sides of the target vehicle's lane, meaning the cone is located on the adjacent lane lines or on the adjacent lane lines of the adjacent lane lines of the target vehicle's lane), and the fifth positional attribute relationship (which can be called road_edge, meaning the obstacle is a row of cones, crash barriers, or water-filled barriers, etc., and the obstacle is on the curb of the target lane line corresponding to the target vehicle's lane).

[0210] Given that the position attribute relationship is determined to be the first position attribute relationship, the process of controlling the target vehicle to perform the corresponding obstacle avoidance action is as follows.

[0211] First, determine the lane-changing space information of the target vehicle and the distance information between the target vehicle and the cone. Determine if lane-changing space exists and if the distance between the target vehicle and the cone is greater than 40 meters; this determines whether the lane-changing trigger condition is met. The lane-changing space information and the distance information between the target vehicle and the cone constitute the driving scenario information for the lane-changing trigger condition. Furthermore, the lane-changing space information can be determined by the size of the lane-changing space corresponding to the target vehicle. For example, if no vehicle is passing in the adjacent lane corresponding to the target lane when a lane change is needed, and the width of the adjacent lane is greater than the target width (e.g., 4 meters), then a target lane-changing space exists; otherwise, no target lane-changing space exists. If lane-changing space exists and the distance between the target vehicle and the cone is greater than 40 meters, the lane-changing trigger condition is met, and the obstacle avoidance strategy is determined to be triggering the cone lane change (i.e., the first obstacle avoidance strategy). If no lane-changing space exists or the distance between the target vehicle and the cone is less than or equal to 40 meters, the lane-changing trigger condition is not met, and the obstacle avoidance strategy is determined to be triggering the cone deceleration (i.e., the second obstacle avoidance strategy), i.e., controlling the vehicle to decelerate.

[0212] Furthermore, when the vehicle speed decreases to 0, the system continues to determine whether the obstacle avoidance conditions (i.e., obstacle avoidance trigger conditions) are met. This can be determined by the distance between the lane line corresponding to the target vehicle's lane and the cone. This distance information represents the driving scenario information corresponding to the obstacle avoidance conditions. If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is greater than or equal to the target vehicle's width plus a fixed distance (e.g., 3 meters), the obstacle avoidance conditions are met, and the obstacle avoidance strategy is determined to be triggered (i.e., the third obstacle avoidance strategy). If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is less than the target vehicle's width plus a fixed distance (e.g., 3 meters), the obstacle avoidance conditions are not met, and the obstacle avoidance strategy is determined to be function exit, with a voice prompt prompting the driver to take over driving (i.e., the fourth obstacle avoidance strategy).

[0213] When the positional relationship attribute is determined to be the second positional attribute relationship, the process of controlling the target vehicle to perform the corresponding obstacle avoidance action is as follows.

[0214] First, determine the attributes of the traffic cones (e.g., quantity, type). Then, determine if the number of cones at two consecutive time points exceeds a threshold (e.g., three). This determines whether the multi-obstacle scenario triggering condition is met. The cone attribute information constitutes the driving scenario information for the multi-obstacle scenario triggering condition. If the number of cones at two consecutive time points is less than or equal to the threshold, the multi-obstacle scenario triggering condition is not met, and the obstacle avoidance strategy is set to filtering (i.e., the fifth obstacle avoidance strategy). If the number of cones at two consecutive time points exceeds the threshold, the multi-obstacle scenario triggering condition is met.

[0215] Furthermore, under the condition of meeting the multi-obstacle scenario triggering conditions, the vehicle's lane-changing space information and the distance information between the target vehicle and the cone are further determined. It is determined whether there is lane-changing space and whether the distance between the target vehicle and the cone is greater than 40 meters, that is, whether the lane-changing triggering conditions are met. The lane-changing space information and the distance information between the target vehicle and the cone are the driving scenario information of the lane-changing triggering conditions. The method of determining the lane-changing space information and the distance information between the target vehicle and the cone here is consistent with the method of determining the lane-changing space information and the distance information between the target vehicle and the cone in the aforementioned first position attribute relationship, and will not be repeated here.

[0216] If there is space to change lanes and the distance between the target vehicle and the cone is greater than 40 meters, the lane change triggering condition is met, and the obstacle avoidance strategy is to trigger the cone lane change. If there is no space to change lanes or the distance between the target vehicle and the cone is less than or equal to 40 meters, the lane change triggering condition is not met. In the case of not meeting the lane change triggering condition, the corresponding passage space information (i.e., passage distance) of the target vehicle is determined, and it is judged whether there is passage distance, i.e., whether the obstacle yielding triggering condition is met. The passage space information is the driving scenario information corresponding to the obstacle yielding triggering condition.

[0217] Furthermore, traffic space information can be determined by the lateral distance of the cone intrusion into the target lane, the centerline of the target vehicle's trajectory, and the width of the target lane. For example, if the following conditions are met... ,in, This is the centerline of the vehicle's trajectory. This refers to the lateral distance of the cone from the target vehicle's position in the target lane. The width of the target lane, The remaining safe distance in the target lane, calculated as the width of the target lane minus the lateral distance of the cone intrusion, determines the possible passage distance. If the following conditions are met... If no passage distance exists, it is determined that the obstacle avoidance trigger condition is met, and the obstacle avoidance strategy is determined to be cone avoidance (i.e., the sixth obstacle avoidance strategy). If no passage distance exists, it is determined that the obstacle avoidance trigger condition is not met.

[0218] If the obstacle avoidance triggering condition is not met, the vehicle's lane-change space information and the distance between the target vehicle and the cone are determined. It is then determined whether lane-change space exists and whether the distance between the target vehicle and the cone is greater than 40 meters, i.e., whether the lane-change triggering condition is met. The lane-change space information and the distance between the target vehicle and the cone constitute the driving scenario information for the lane-change triggering condition. The method for determining the lane-change space information and the distance between the target vehicle and the cone here is consistent with the method for determining the lane-change space information and the distance between the target vehicle and the cone in the aforementioned first position attribute relationship, and will not be repeated here. If lane-change space exists and the distance between the target vehicle and the cone is greater than 40 meters, i.e., the lane-change triggering condition is met, then the obstacle avoidance strategy is determined to be triggering the cone lane change.

[0219] If there is no space to change lanes or the distance between the target vehicle and the cone is less than or equal to 40 meters, the lane change trigger condition is determined not to be met. If the obstacle avoidance trigger condition is not met, the obstacle avoidance trigger condition is determined. This can be determined by the distance between the lane line corresponding to the target vehicle's lane and the cone. If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is greater than or equal to the target vehicle's width plus a fixed distance (e.g., 5 meters), the obstacle avoidance condition is determined to be met, and the obstacle avoidance strategy is set to trigger obstacle avoidance. If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is less than the target vehicle's width plus a fixed distance, the obstacle avoidance condition is determined not to be met, and the obstacle avoidance strategy is set to exit, with a voice prompt prompting the driver to take over driving.

[0220] When the location attribute relationship is determined to be a third location attribute relationship, the process of controlling the target vehicle to perform the corresponding obstacle avoidance action is as follows.

[0221] First, determine the vehicle's lane-changing space information and the distance information between the target vehicle and the traffic cone. Then, determine if there is lane-changing space and if the distance between the target vehicle and the traffic cone is greater than 40 meters. This determines whether the multi-obstacle scenario triggering conditions are met. Furthermore, the lane-changing space information and the distance information between the target vehicle and the traffic cone constitute the driving scenario information triggering the multi-obstacle scenario. The method for determining the lane-changing space information and the distance information between the target vehicle and the traffic cone here is consistent with the method for determining the lane-changing space information and the distance information between the target vehicle and the traffic cone in the aforementioned first position attribute relationship, and will not be elaborated upon here.

[0222] If there is space to change lanes and the distance between the target vehicle and the cone is greater than 40 meters, the multi-obstacle scenario triggering condition is met, and the obstacle avoidance strategy is set to filtering. If there is no space to change lanes or the distance between the target vehicle and the cone is less than or equal to 40 meters, the multi-obstacle scenario triggering condition is not met. In this case, the passage space information (i.e., passage distance) corresponding to the target vehicle is determined, and it is determined whether a passage distance exists, i.e., whether the obstacle yielding triggering condition is met. The passage space information is the driving scenario information corresponding to the obstacle yielding triggering condition. The method for determining the passage space information here is the same as the method for determining the passage space information in the second position attribute relationship mentioned above, and will not be repeated here. If a passage distance exists, the obstacle yielding triggering condition is met, and the obstacle avoidance strategy is set to trigger cone avoidance; if no passage distance exists, the obstacle yielding triggering condition is not met.

[0223] Furthermore, if the obstacle avoidance triggering condition is not met, the obstacle avoidance strategy is determined to trigger cone deceleration, that is, to control the target vehicle to decelerate. When the speed is reduced to 0, it is determined whether the obstacle avoidance condition (i.e., obstacle avoidance triggering condition) is met. This can be determined by the distance between the lane line corresponding to the target vehicle's lane and the cone. If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is greater than or equal to the target vehicle's width plus a fixed distance value (e.g., 3 meters), the obstacle avoidance condition is met, and the obstacle avoidance strategy is determined to trigger obstacle avoidance. If the distance between the lane line corresponding to the target vehicle's lane and the obstacle is less than the target vehicle's width plus a fixed distance value, the obstacle avoidance condition is not met, and the obstacle avoidance strategy is determined to exit the function, with a voice prompt to the driver to take over driving.

[0224] When the position attribute relationship is determined to be the fourth position attribute relationship, the process of controlling the target vehicle to perform the corresponding obstacle avoidance action is as follows.

[0225] First, determine the lane change space information corresponding to the target vehicle to determine whether an efficiency lane change or a navigation lane change is triggered, i.e., whether the multi-obstacle scenario triggering conditions are met. The lane change space information is the driving scenario information for the multi-obstacle scenario triggering conditions. Furthermore, the lane change space information is determined as follows: if the vehicle engages in lane changing behavior driven by navigation path planning instructions, and the purpose is to meet path requirements such as turning at intersections or entering / exiting ramps, it is determined to trigger a navigation lane change; if the vehicle's lane changing behavior is driven by lane driving efficiency differences, and the purpose is to improve traffic speed without changing the navigation path, it is determined to trigger an efficiency lane change.

[0226] If it is determined that neither efficiency lane change nor navigation lane change has been triggered, meaning the multi-obstacle scenario triggering conditions are not met, the obstacle avoidance strategy is set to filtering. If it is determined that either efficiency lane change or navigation lane change has been triggered, meaning the multi-obstacle scenario triggering conditions are met, then the vehicle's corresponding passage space information (i.e., passage distance) is determined. The existence of a passage distance is then used to determine whether the lane change triggering conditions are met. This passage space information represents the driving scenario information corresponding to the lane change triggering conditions. The method for determining the passage space information here is consistent with the method for determining the passage space information in the aforementioned second position attribute relationship, and will not be elaborated upon here. If a passage distance exists, meaning the lane change triggering conditions are met, the obstacle avoidance strategy is set to execute the lane change (i.e., the first obstacle avoidance strategy). If no passage distance exists, meaning the lane change triggering conditions are not met, the obstacle avoidance strategy is set to cancel the lane change (i.e., the seventh obstacle avoidance strategy).

[0227] Given that the position attribute relationship is determined to be the fifth position attribute relationship, the process of controlling the target vehicle to perform the corresponding obstacle avoidance action is as follows.

[0228] First, determine the lane-change space information corresponding to the target vehicle to determine whether lane-change space exists, i.e., whether the lane-change triggering conditions are met. This lane-change space information pertains to the driving scenario information that triggers the lane-change triggering conditions. Furthermore, the lane-change space information can be determined by the size of the lane-change space corresponding to the target vehicle. For example, if no vehicle is passing in the adjacent lane corresponding to the target lane when a lane change is required, and the width of the adjacent lane is greater than the target width (e.g., 4 meters), then a target lane-change space is determined to exist; otherwise, a target lane-change space is determined not to exist.

[0229] If lane-changing space exists, the lane-changing trigger condition is met, and the obstacle avoidance strategy is determined to be triggering a cone lane change. If no lane-changing space exists, the lane-changing trigger condition is not met, and the obstacle avoidance strategy is determined to be triggering deceleration (i.e., the second obstacle avoidance strategy). For example, the target vehicle's speed is gradually reduced by a preset ratio. After the target vehicle's speed decreases, the lane-changing space information corresponding to the target vehicle is further determined to determine whether lane-changing space exists, i.e., whether the lane-changing trigger condition is met. If lane-changing space exists, the lane-changing trigger condition is met, and the obstacle avoidance strategy is determined to be triggering a cone lane change. If no lane-changing space exists, the lane-changing trigger condition is not met, and the obstacle avoidance strategy is determined to be deceleration and braking to a stop (i.e., the second obstacle avoidance strategy).

[0230] In summary, the vehicle obstacle avoidance control scheme provided in this application first determines whether a static obstacle exists in the driving environment of the target vehicle. If a static obstacle exists, the positional attribute relationship between the static obstacle and the target lane line corresponding to the target lane where the target vehicle is located is determined. Based on the positional attribute relationship, the obstacle avoidance strategy identification method corresponding to the positional attribute relationship is determined. The obstacle avoidance strategy identification method is a multi-level identification method. Based on the obstacle avoidance strategy identification method, the multi-level obstacle avoidance strategy identification conditions corresponding to the obstacle avoidance strategy identification method are determined, and the vehicle driving scene information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions is determined, including at least one of the following: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target obstacle, attribute information of the target obstacle, and passage space information of the target vehicle relative to the target obstacle in the target lane. Second, based on the driving scene information, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the level, so as to determine the target obstacle avoidance strategy corresponding to the target vehicle.

[0231] Thus, by dividing the target static obstacle and the target lane and lane lines into multiple positional attribute relationships, a refined and standardized scene division of the driving environment is achieved, providing an accurate and reliable basis for obstacle avoidance decision-making. For each positional attribute relationship, multi-level obstacle avoidance strategy recognition conditions are set, including multi-obstacle scenario trigger conditions, lane change trigger conditions, obstacle yielding trigger conditions, and obstacle bypass trigger conditions. The system sequentially judges whether the corresponding recognition conditions are met according to the hierarchy, thereby determining the target obstacle avoidance strategy highly adapted to the current scene. This forms a complete obstacle avoidance decision-making system covering multiple strategies such as lane changing, braking and deceleration, obstacle bypassing, obstacle yielding, canceling lane changes, not executing obstacle avoidance processing, and driver takeover. Furthermore, the hierarchical and progressive, step-by-step matching decision logic can significantly improve the accuracy of obstacle avoidance in assisted driving vehicles, thereby improving the vehicle's obstacle avoidance efficiency and driving safety, and further enhancing the vehicle's autonomous obstacle avoidance adaptability and robustness.

[0232] This application also provides an electronic device, such as... Figure 9 As shown, Figure 9 This is a schematic diagram of an electronic device. In one implementation of this application, the electronic device can be a vehicle, a cloud server, or other electronic equipment, used to implement the aforementioned vehicle obstacle avoidance method. Figure 9 As shown, the electronic device may include: transceiver 121, processor 122, and memory 123.

[0233] The processor 122 executes computer execution instructions stored in the memory, causing the processor 122 to perform the inkjet printing image processing method in the above implementation. The processor 122 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.

[0234] The memory 123 is connected to the processor 122 via the system bus and completes communication between them. The memory 123 is used to store computer program instructions.

[0235] Transceiver 121 can be used to obtain the task to be run and its configuration information.

[0236] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus. Transceivers are used to enable communication between database access devices and other computers (e.g., clients, read-write libraries, and read-only libraries). Memory may include random access memory (RAM) and may also include non-volatile memory.

[0237] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0238] It should be noted that, in addition to the specific implementations described above, those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Although the description of this application is presented in conjunction with preferred implementations, this does not mean that the features of this invention are limited to that implementation. On the contrary, the purpose of describing the invention in conjunction with implementations is to cover other options or modifications that may be derived from the claims of this application. To provide a thorough understanding of this application, many specific details are included in the above description, and this application may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this application, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the implementations and features of the implementations in this application can be combined with each other.

[0239] Although this application has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the application in conjunction with specific implementations, and should not be construed as limiting the specific implementation of the application to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of this application.

Claims

1. A vehicle obstacle avoidance control method characterized by comprising: The method includes: When it is determined that a target static obstacle exists in the driving environment of the target vehicle, the positional attribute relationship between the target static obstacle and the target lane line corresponding to the target lane where the target vehicle is located is determined. The positional attribute relationship is any one of the following: a first positional attribute relationship, a second positional attribute relationship, a third positional attribute relationship, a fourth positional attribute relationship, and a fifth positional attribute relationship. Specifically, the first positional attribute relationship indicates that the target static obstacle is within the target lane relative to the target lane line; the second positional attribute relationship indicates that the target static obstacle is on the target lane line; the third positional attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line or that the target lane does not have the target lane line; the fourth positional attribute relationship indicates that the target static obstacle is outside the target lane relative to the target lane line and that there is a lane line other than the target lane line at the location of the target static obstacle; and the fifth positional attribute relationship indicates that the target static obstacle is on the curb relative to the target lane line. Based on the location attribute relationship, the obstacle avoidance strategy identification method corresponding to the location attribute relationship is determined, and the obstacle avoidance strategy identification method is a multi-level identification method; According to the obstacle avoidance strategy identification method, the multi-level obstacle avoidance strategy identification conditions corresponding to the obstacle avoidance strategy identification method are determined, and the vehicle driving scene information of the target vehicle corresponding to each level of the obstacle avoidance strategy identification conditions is determined. Based on the vehicle driving scene information of the target vehicle corresponding to each level of the obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to realize the obstacle avoidance strategy identification processing and determine the obstacle avoidance strategy corresponding to the target vehicle. The multi-level obstacle avoidance strategy identification conditions corresponding to different obstacle avoidance strategy identification methods are different. The obstacle avoidance strategy identification conditions are any one of the following obstacle avoidance conditions: lane change triggering condition, obstacle bypass triggering condition, obstacle yielding triggering condition, and multi-obstacle scene triggering condition. The driving scene information includes at least one of the following: lane change space information corresponding to the target vehicle, distance information between the target vehicle and the target static obstacle, attribute information of the target static obstacle, and passage space information of the target vehicle relative to the target static obstacle in the target lane. According to the obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process.

2. The method according to claim 1, characterized in that, The obstacle avoidance strategy identification method is any one of the following: the first obstacle avoidance strategy identification method, the second obstacle avoidance strategy identification method, the third obstacle avoidance strategy identification method, the fourth obstacle avoidance strategy identification method, and the fifth obstacle avoidance strategy identification method. The obstacle avoidance strategy is any one of the following: first obstacle avoidance strategy, second obstacle avoidance strategy, third obstacle avoidance strategy, fourth obstacle avoidance strategy, fifth obstacle avoidance strategy, sixth obstacle avoidance strategy, and seventh obstacle avoidance strategy. Specifically, the first obstacle avoidance strategy is a process that causes the vehicle to change lanes to avoid the obstacle; the second obstacle avoidance strategy is a process that causes the vehicle to brake and decelerate to avoid the obstacle; the third obstacle avoidance strategy is a process that causes the vehicle to drive around the obstacle; the fourth obstacle avoidance strategy is a process that causes the vehicle to exit the assisted driving mode and allow the driver to take over driving to avoid the obstacle; the fifth obstacle avoidance strategy is a process that does not perform obstacle avoidance processing; the sixth obstacle avoidance strategy is a process that causes the vehicle to avoid the obstacle; and the seventh obstacle avoidance strategy is a process that cancels the vehicle's lane change to avoid the obstacle.

3. The method according to claim 1, characterized in that, When the position attribute relationship is the first position attribute relationship, the obstacle avoidance strategy identification method is the first obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to the first obstacle avoidance strategy identification method include corresponding lane change triggering conditions and obstacle avoidance triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle, including: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met; If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the first level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and when the target vehicle stops moving, it is determined whether the obstacle avoidance triggering condition is met based on the driving scenario information corresponding to the obstacle avoidance triggering condition. If the obstacle avoidance triggering condition is met, the second-level obstacle avoidance strategy is determined to be the third obstacle avoidance strategy. If it is determined that the obstacle avoidance triggering condition is not met, the obstacle avoidance strategy of the second level is determined to be the fourth obstacle avoidance strategy.

4. The method according to claim 1, characterized in that, When the position attribute relationship is the second position attribute relationship, the obstacle avoidance strategy identification method is the second obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to the second obstacle avoidance strategy identification method include corresponding multi-obstacle scenario triggering conditions, lane change triggering conditions, obstacle yielding triggering conditions, and obstacle avoidance triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of the obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle, including: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met; If it is determined that the multi-obstacle scenario triggering conditions are not met, the obstacle avoidance strategy is determined to be the fifth obstacle avoidance strategy; If the multi-obstacle scenario triggering conditions are met, determine whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions. If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the obstacle avoidance triggering condition is determined based on the driving scenario information corresponding to the obstacle avoidance triggering condition. If the obstacle avoidance triggering condition is met, the obstacle avoidance strategy is determined to be the sixth obstacle avoidance strategy. If it is determined that the obstacle avoidance triggering condition is not met, the first level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and the lane change triggering condition is determined to be met based on the driving scenario information corresponding to the lane change triggering condition. If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the second level obstacle avoidance strategy is determined as the second obstacle avoidance strategy, and when the target vehicle stops moving, it is determined whether the obstacle avoidance triggering condition is met based on the driving scenario information corresponding to the obstacle avoidance triggering condition. If the obstacle avoidance triggering condition is met, the third level obstacle avoidance strategy is determined as the third obstacle avoidance strategy. If the obstacle avoidance triggering condition is not met, the obstacle avoidance strategy at level three is determined to be the obstacle avoidance strategy at level four.

5. The method according to claim 1, characterized in that, When the position attribute relationship is the third position attribute relationship, the obstacle avoidance strategy identification method is the third obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to the third obstacle avoidance strategy identification method include corresponding multi-obstacle scene triggering conditions, obstacle yielding triggering conditions, and obstacle avoidance triggering conditions. Based on the vehicle driving scene information of the target vehicle corresponding to each level of the obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle, including: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met; If the multi-obstacle scenario triggering conditions are met, the obstacle avoidance strategy is determined to be the fifth obstacle avoidance strategy. If it is determined that the multi-obstacle scenario triggering conditions are not met, it is determined whether the obstacle-avoidance triggering conditions are met based on the driving scenario information corresponding to the obstacle-avoidance triggering conditions. If the obstacle avoidance triggering condition is met, the obstacle avoidance strategy is determined to be the sixth obstacle avoidance strategy. If it is determined that the obstacle avoidance triggering condition is not met, the first level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and when the target vehicle stops moving, it is determined whether the obstacle avoidance triggering condition is met based on the driving scenario information corresponding to the obstacle avoidance triggering condition. If the obstacle avoidance triggering condition is met, the second-level obstacle avoidance strategy is determined to be the third obstacle avoidance strategy. If it is determined that the obstacle avoidance triggering condition is not met, the obstacle avoidance strategy of the second level is determined to be the fourth obstacle avoidance strategy.

6. The method according to claim 1, characterized in that, When the position attribute relationship is the fourth position attribute relationship, the obstacle avoidance strategy identification method is the fourth obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to the fourth obstacle avoidance strategy identification method include corresponding multi-obstacle scenario triggering conditions and lane change triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle, including: Based on the driving scenario information corresponding to the multi-obstacle scenario triggering conditions, determine whether the multi-obstacle scenario triggering conditions are met; If it is determined that the multi-obstacle scenario triggering conditions are not met, the obstacle avoidance strategy is determined to be the fifth obstacle avoidance strategy; If the multi-obstacle scenario triggering conditions are met, determine whether the lane change triggering conditions are met based on the driving scenario information corresponding to the lane change triggering conditions. If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the obstacle avoidance strategy is determined to be the seventh obstacle avoidance strategy.

7. The method according to claim 1, characterized in that, When the position attribute relationship is the fifth position attribute relationship, the obstacle avoidance strategy identification method is the fifth obstacle avoidance strategy identification method. The multi-level obstacle avoidance strategy identification conditions corresponding to the fifth obstacle avoidance strategy identification method include corresponding lane change triggering conditions. Based on the vehicle driving scenario information of the target vehicle corresponding to each level of obstacle avoidance strategy identification conditions, it is determined whether the corresponding obstacle avoidance strategy identification conditions are met in sequence according to the levels, so as to determine the obstacle avoidance strategy corresponding to the target vehicle, including: Based on the driving scenario information corresponding to the lane change triggering condition, determine whether the lane change triggering condition is met; If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the first level obstacle avoidance strategy is determined to be the second obstacle avoidance strategy, and the lane change triggering condition is determined again based on the driving scenario information corresponding to the lane change triggering condition. If the lane change triggering condition is met, the obstacle avoidance strategy is determined to be the first obstacle avoidance strategy. If it is determined that the lane change triggering condition is not met, the obstacle avoidance strategy of the second level is determined to be the second obstacle avoidance strategy.

8. The method according to claim 2, characterized in that, When the obstacle avoidance strategy is the first obstacle avoidance strategy, control the target vehicle to perform the corresponding obstacle avoidance process, including: When a vehicle enters a lane-changing phase, the target vehicle is placed in a lane-changing waiting state. It is then determined whether a first lane-changing condition is met. If the first lane-changing condition is met, the target vehicle's state is switched from the lane-changing waiting state to the initial execution state. If the first lane-changing condition is not met, the lane-changing is cancelled. The first lane-changing condition is... ,in, It is the distance from the target vehicle to itself. , The speed of the vehicle behind the target vehicle. The speed of the target vehicle. The time from when the target vehicle begins to change lanes, when the vehicle behind it is detected, to when the vehicle behind it begins to decelerate. The deceleration of approaching vehicles when the target vehicle is waiting to change lanes. The distance remaining after the following vehicle decelerates as it approaches the target vehicle is given. It is a scalar; If the target vehicle is in the initial execution state, it is determined whether the second lane change condition is met. If the second lane change condition is met, the target vehicle's state changes from the initial execution state to the lane change execution state. If the second lane change condition is not met, the lane change of the target vehicle is cancelled. The second lane change condition is... ,in, It is the distance from the target vehicle to itself. , The speed of the target vehicle. Subtract 0.3 seconds from the deceleration and collision time of the vehicle behind. When the target vehicle is in the lane change execution state, control the target vehicle to complete the lane change.

9. The method according to claim 2, characterized in that, When the obstacle avoidance strategy is the second obstacle avoidance strategy, the target vehicle is controlled to perform the corresponding obstacle avoidance process, including: The collision time between the target vehicle and the target static obstacle is calculated using the following formula: Where TTC is the collision time. The longitudinal distance between the target static obstacle and the target vehicle. The relative speed between the target static obstacle and the target vehicle; Based on the collision time, the nearest braking point is selected, and the desired acceleration is calculated. The formula for calculating the desired acceleration is: Desired acceleration = Acceleration compensation + Preview point reference acceleration + Ramp compensation acceleration + Target acceleration compensation. Here, the acceleration compensation is used to eliminate the actual acceleration tracking deviation, the preview point reference acceleration is a feedforward reference quantity based on the target vehicle's driving path and the braking point, the ramp compensation acceleration is used to offset the influence of road slope on the target vehicle's power, and the target acceleration compensation is used to optimize braking comfort and safety according to obstacle type and driving conditions. Braking control is performed on the target vehicle based on the desired acceleration to bring the target vehicle to a stop at the braking point.

10. An electronic device, characterized in that, Used to implement the vehicle obstacle avoidance control method as described in any one of claims 1-9.

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