Vehicle detour control method, device, and storage medium

Abstract

The application discloses a vehicle detour control method, device and storage medium, and belongs to the technical field of automatic driving. In the method, when a vehicle needs to detour a target obstacle, the detour direction of the vehicle is determined; based on the detour direction and boundary information of the target obstacle, the detour path of the vehicle is determined; based on the detour direction, the distance between the vehicle and the self-lane line and the kinematic parameters of the rear obstacle, the safety distance between the vehicle and the rear obstacle is determined, and the rear collision risk is determined based on the safety distance; based on the expected collision time between the vehicle and the front obstacle, the front collision risk is determined; if the rear collision risk and the front collision risk both represent qualified risks, the vehicle is controlled to detour along the detour path. In the method, different schemes are respectively adopted for the front obstacle and the rear obstacle in front of the vehicle to quantitatively evaluate and quantify the front collision risk and the rear collision risk, and the detour decision is made accordingly, so that the overall safety of the detour decision is improved.

Description

Technical Field

[0001] This application belongs to the field of autonomous driving technology, and in particular relates to a vehicle detour control method, device and storage medium. Background Technology

[0002] When autonomous vehicles encounter stationary obstacles (such as disabled vehicles or construction barriers) while driving, they need to perform detour operations to maintain traffic flow.

[0003] Existing detour plans mostly assess detour risks based on the distance between the vehicle and the obstacle, resulting in low overall safety of detour decisions. Summary of the Invention

[0004] Embodiments of this application provide a vehicle detour control method, device, and storage medium, which can at least to some extent improve the overall safety of detour decisions.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part by practice of this application.

[0006] According to a first aspect of the embodiments of this application, a vehicle detour control method is provided, comprising: When a vehicle needs to detour around a target obstacle, determine the detour direction of the vehicle; Based on the detour direction and the boundary information of the target obstacle, the detour path of the vehicle is determined; Based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the rear obstacle, the safe distance between the vehicle and the rear obstacle is determined, and the rear collision risk is determined based on the safe distance. The rear obstacle is a dynamic obstacle that is behind the vehicle, whose lateral distance from the vehicle is within a preset range, and whose longitudinal distance from the vehicle is the closest. The forward collision risk is determined based on the estimated collision time between the vehicle and the obstacle in front. The obstacle in front is defined as the obstacle in front of the vehicle that is within a preset lateral distance from the vehicle and has the shortest longitudinal distance from the vehicle. If both the rear collision risk and the front collision risk are deemed acceptable, then the vehicle should be controlled to detour along the alternative route.

[0007] In some embodiments, the kinematic parameters include reaction time parameters, maximum acceleration parameters, and minimum braking deceleration parameters. Based on the kinematic parameters of the detour direction, the distance between the vehicle and the lane lines, and the rear obstacle, determining the safe distance between the vehicle and the rear obstacle includes: If it is determined that the vehicle is approaching the lane line or has entered the target lane based on the detour direction and the distance between the vehicle and the lane line, then the reaction time parameter is reduced and the minimum braking deceleration parameter is increased. By substituting the maximum acceleration parameter, the vehicle's current speed, the current speed of the obstacle behind, the reduced reaction time parameter, and the increased minimum braking deceleration parameter into the liability-sensitive safety RSS model, the safe distance is obtained.

[0008] In some embodiments, determining the risk of a rear collision based on a safe distance includes: If the current distance between the vehicle and the obstacle behind it is less than the first distance threshold and the safe distance, the vehicle has not entered the detour target lane, and the maximum lateral deviation between the vehicle and the detour path is greater than the deviation threshold, then the rear collision risk characterization is deemed unqualified.

[0009] In some embodiments, determining the forward collision risk based on the estimated collision time between the vehicle and the obstacle ahead includes: If the vehicle and the obstacle in front are traveling in the same direction, the estimated collision time is less than the first time threshold, the current distance between the vehicle and the obstacle in front is less than the second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is determined to be unqualified. If the vehicle is traveling in the opposite direction to the obstacle ahead, the estimated collision time is less than the second time threshold, the current distance between the vehicle and the obstacle ahead is less than the second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is determined to be unqualified, wherein the first time threshold is less than the second time threshold.

[0010] In some embodiments, the boundary information includes boundary coordinates. Based on the detour direction and the boundary information of the target obstacle, the detour path of the vehicle is determined, including: The drivable boundary of the vehicle is determined based on the boundary coordinates of the target obstacle and the lateral coordinates of the adjacent lane lines corresponding to the detour direction. Perform a hybrid A-satellite search within the drivable boundary to determine the original waypoint; Interpolation and smoothing are performed on the original path points to obtain the vehicle's detour path.

[0011] In some embodiments, the boundary coordinates include the left boundary lateral coordinates and the right boundary lateral coordinates. Based on the boundary coordinates of the target obstacle and the lateral coordinates of the adjacent lane lines corresponding to the detour direction, the drivable boundary of the vehicle is determined, including: If the detour direction is to the left, the smaller of the difference between the right boundary lateral coordinate of the target obstacle and the preset safety margin and the lateral coordinate of the right lane line of the lane is taken as the right boundary of the vehicle's drivable boundary, and the lateral coordinate of the left lane line of the adjacent lane is taken as the left boundary of the vehicle's drivable boundary. If the detour direction is to the right, the larger of the sum of the left boundary lateral coordinates of the target obstacle and the preset safety margin, and the lateral coordinates of the left lane line of the vehicle's lane, will be used as the left boundary of the vehicle's drivable boundary, and the lateral coordinates of the right lane line of the adjacent lane on the right will be used as the right boundary of the vehicle's drivable boundary.

[0012] In some embodiments, determining the detour direction of the vehicle includes: Determine the reference lines for the left adjacent lane and the right adjacent lane; If the reference line of the left adjacent lane meets the preset conditions, the detour direction of the vehicle is determined to be detour to the left. The preset conditions include that the effective length of the reference line is greater than the length threshold and there are no preset obstacles within the preset distance in front of the reference line. If the reference line of the adjacent lane on the left does not meet the preset conditions, but the reference line of the adjacent lane on the right meets the preset conditions, then the detour direction of the vehicle is determined to be detour to the right.

[0013] In some embodiments, the vehicle detour control method further includes: All obstacles whose longitudinal distance from the vehicle is less than the third distance threshold and whose absolute current speed is less than the speed threshold are considered as the obstacle set. The obstacle with the smallest longitudinal distance from the vehicle is selected from the set of obstacles as the target obstacle.

[0014] According to a second aspect of the embodiments of this application, a vehicle detour control device is provided, including a processor and a memory, wherein the memory stores computer program instructions executable by the processor, and when the processor executes the computer program instructions, it implements the steps of the method described in any of the first aspects above.

[0015] According to a third aspect of the embodiments of this application, a computer-readable storage medium is provided, which stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any of the first aspects above.

[0016] In this application, considering the characteristics of forward collisions, which include multiple types of obstacles such as dynamic and static obstacles, a scheme is adopted to determine the forward collision risk based on the estimated collision time between the vehicle and the obstacle in front. For rear collisions, which involve dynamic obstacles and are prone to active rear-end collisions, a scheme is adopted to determine the safe distance between the vehicle and the obstacle behind based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the obstacle behind. The rear collision risk is then determined based on this safe distance. Only when both the rear and forward collision risks are deemed acceptable are the vehicles controlled to detour along the detour path. This not only effectively avoids the safety risks of being too close to the obstacle in front or colliding head-on with an oncoming obstacle during lane changes, but also ensures that the dynamic obstacle behind has sufficient braking space and safety redundancy during the detour process, improving the overall safety of the detour decision.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A schematic flowchart of a vehicle detour control method according to some embodiments of this application is shown; Figure 2 It shows Figure 1 A simplified diagram; Figure 3 A block diagram of a vehicle detour control device according to some embodiments of this application is shown; Figure 4 A schematic diagram of the structure of a vehicle detour control device according to some embodiments of this application is shown. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] Figure 1 A schematic flowchart of a vehicle detour control method according to some embodiments of this application is shown. Figure 1 As shown, a vehicle detour control method is provided, which may include the following steps: Step 101: If the vehicle needs to detour around the target obstacle, determine the detour direction of the vehicle; Step 102: Determine the vehicle's detour path based on the detour direction and the boundary information of the target obstacle; Step 103: Based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the rear obstacle, determine the safe distance between the vehicle and the rear obstacle, and determine the rear collision risk based on the safe distance. The rear obstacle is a dynamic obstacle that is behind the vehicle, whose lateral distance from the vehicle is within a preset range, and whose longitudinal distance from the vehicle is the closest. Step 104: Determine the forward collision risk based on the estimated collision time between the vehicle and the obstacle in front, wherein the obstacle in front is the obstacle in front of the vehicle, whose lateral distance from the vehicle is within a preset range and whose longitudinal distance from the vehicle is the shortest; Step 105: If both the rear collision risk and the front collision risk are deemed acceptable, then control the vehicle to detour along the detour route.

[0024] In step 101, the target obstacle can be an obstacle with low speed or a stationary obstacle.

[0025] In some embodiments, all obstacles whose longitudinal distance from the vehicle is less than a third distance threshold and whose absolute value of current speed is less than a speed threshold can be used as an obstacle set; from the obstacle set, the obstacle with the smallest longitudinal distance from the vehicle can be selected as the target obstacle.

[0026] The third distance threshold and the speed threshold can be set according to the actual situation. In some examples, the third distance threshold can be 70m, 65m, etc., and the speed threshold can be 2.3m / s, 2.5m / s, etc.

[0027] During implementation, obstacles that meet the above longitudinal distance and speed conditions can be filtered from the surrounding object list provided by the perception module (which contains global coordinates, speed and other information of each object) to form an obstacle set. Then, the target obstacle is selected from the obstacle set as the final detour target. If the target obstacle exists, it is determined that the vehicle needs to detour around the target obstacle.

[0028] After identifying the target obstacle, it is necessary to assess the feasibility of detouring to the left and right to determine the detouring direction.

[0029] In some embodiments, determining the detour direction of the vehicle includes: determining a reference line for the left adjacent lane and a reference line for the right adjacent lane; if the reference line for the left adjacent lane meets preset conditions, the detour direction of the vehicle is determined to be detouring to the left, wherein the preset conditions include that the effective length of the reference line is greater than a length threshold and there is no preset obstacle within a preset distance in front of the reference line; if the reference line for the left adjacent lane does not meet the preset conditions, but the reference line for the right adjacent lane meets the preset conditions, the detour direction of the vehicle is determined to be detouring to the right.

[0030] Among them, the reference line for the left adjacent lane The reference line for driving in the adjacent lane to the left is usually the center line of the lane to the left, while the reference line for the adjacent lane to the right is... This is a driving reference line for the right-hand adjacent lane of a vehicle, usually the center line of the right-hand adjacent lane.

[0031] Specifically, the environmental model can fuse high-precision maps, vehicle positioning, and real-time vehicle perception to calculate the reference line for the left adjacent lane. and / or the reference line of the adjacent lane on the right The reference line for the left adjacent lane is output in the environment model. and / or the reference line of the adjacent lane on the right Then, the feasibility of detouring to the left can be assessed first. If the assessment of detouring to the left is successful, then detouring to the left is selected; if the assessment of detouring to the left fails, then the feasibility of detouring to the right is assessed; if the assessment of detouring to the right is successful, then detouring to the right is selected; if the assessments of both the left and right sides fail, then the detouring process is terminated.

[0032] When conducting a feasibility assessment, the following three aspects can be checked: 1. Reference line existence check: Check whether the environmental model provides valid and non-empty reference lines, such as outputting a continuous sequence of path points; 2. Ahead reasonableness check: Check whether there are any preset obstacles within a preset distance ahead of the reference line, such as whether there are any insurmountable obstacles (such as obstacles that completely occupy the lane or do not have sufficient safe passage width) or situations that would lead to violations of traffic rules (such as red lights, stop signs, etc.); 3. Effective length check: Effective length refers to the clearly visible length, check the clearly visible length of the reference line. Is it greater than the length threshold? (For example, 30m~50m).

[0033] Understandably, China's road traffic adopts the rule of driving on the right. The left side of a vehicle is usually the adjacent lane in the same direction, which provides a legal way to detour. Detouring on the left does not require encroaching on the shoulder, non-motorized vehicle lane or the opposite lane, making it safer. By prioritizing the assessment of the feasibility of detouring on the left, it conforms to the driver's usual detour habits, making the decision more reasonable and robust.

[0034] In step 102, the boundary information of the target obstacle may include boundary coordinates, specifically the left and right lateral coordinates of the rectangular bounding box of the target obstacle.

[0035] After determining the detour direction, a safe detour path can be planned using the hybrid A* algorithm, based on the detour direction and the boundary information of the target obstacle.

[0036] In some embodiments, determining the detour path of a vehicle based on the detour direction and the boundary information of the target obstacle includes: determining the drivable boundary of the vehicle based on the boundary coordinates of the target obstacle and the lateral coordinates of the adjacent lane line corresponding to the detour direction; performing a hybrid A-star search within the drivable boundary to determine the original path points; and interpolating and smoothing the original path points to obtain the detour path of the vehicle.

[0037] It is understandable that if the detour direction is to the left, the lateral coordinate of the adjacent lane line corresponding to the detour direction is the lateral coordinate of the left lane line of the adjacent lane on the left; if the detour direction is to the right, the lateral coordinate of the adjacent lane line corresponding to the detour direction is the lateral coordinate of the right lane line of the adjacent lane on the right.

[0038] In some embodiments, if the detour direction is to the left, the smaller of the difference between the right boundary lateral coordinate of the target obstacle and the preset safety margin, and the lateral coordinate of the right lane line from the lane, is taken as the right boundary of the vehicle's drivable boundary, and the lateral coordinate of the left lane line of the adjacent lane on the left is taken as the left boundary of the vehicle's drivable boundary; if the detour direction is to the right, the larger of the sum of the left boundary lateral coordinate of the target obstacle and the preset safety margin, and the lateral coordinate of the left lane line from the lane, is taken as the left boundary of the vehicle's drivable boundary, and the lateral coordinate of the right lane line of the adjacent lane on the right is taken as the right boundary of the vehicle's drivable boundary.

[0039] Taking detours to the left as an example, the right boundary of the drivable boundary for detours to the left is... It can be determined by the following formula: ; Among them, R lane The lateral coordinates of the lane line on the right side of the lane are given. M represents the lateral coordinates of the right boundary of the target obstacle. safe This is a preset safety margin.

[0040] Taking detours to the right as an example, the left boundary of the drivable boundary for detours to the right is... It can be determined by the following formula: ; Among them, L lane The lateral coordinates of the lane line to the left of the lane are given. The left boundary lateral coordinates of the target obstacle.

[0041] After determining the drivable boundaries, a hybrid A* algorithm can be executed within those boundaries. Specifically, the starting point can be set separately: the starting point is set to the current state (x) of the rear axle center of the vehicle. ego ,y ego ,θ ego ), where x ego y is the x-axis. ego Let θ be the ordinate. ego For heading angle; target point setting: a certain longitudinal distance S ahead of the detour direction. target At the location where the lateral position is the center of the drivable boundary, a virtual target point is set; cost function design: the cost function includes a penalty term to make the detour path close to the reference line. This cost C lateral Represented as: ; in, y is the weighting coefficient. node y represents the lateral position of the bypass path node. reflineThis represents the horizontal coordinate of the reference line at that point.

[0042] If at least two original path points are identified, the search is considered successful. Spline interpolation algorithm can then be used to interpolate and smooth the original path points, generating a smooth detour path that can be used by the vehicle.

[0043] In step 103, obstacles that may collide with the vehicle from behind can be screened out in the target lane. These obstacles are dynamic obstacles that are behind the vehicle, whose lateral distance from the vehicle is within a preset range, and whose longitudinal distance from the vehicle is the closest.

[0044] The preset range can be set according to the position of the lane line and the lane width of the adjacent lane. In some examples, if the detour direction is to the left, the preset range can be (1.5m, 5m); if the detour direction is to the right, the preset range can be (-5m, -1.5m), where 1.5m is the calibrated lateral position of the left lane line of the lane in the Frenet coordinate system.

[0045] By filtering by lateral distance, only dynamic obstacles within the target lane can be retained, while non-conflict targets are excluded, reducing computational load and improving the accuracy of risk assessment.

[0046] In some embodiments, the kinematic parameters include reaction time, maximum acceleration, and minimum braking deceleration. Based on the kinematic parameters of the detour direction, the distance between the vehicle and the lane line, and the obstacle behind, the safe distance between the vehicle and the obstacle behind is determined, including: if it is determined based on the detour direction and the distance between the vehicle and the lane line that the vehicle is approaching the lane line or has entered the target detour lane, then the reaction time parameter is decreased and the minimum braking deceleration parameter is increased; the maximum acceleration parameter, the current speed of the vehicle, the current speed of the obstacle behind, the decreased reaction time parameter, and the increased minimum braking deceleration parameter are substituted into the Responsibility-Sensitive Safety (RSS) model to obtain the safe distance.

[0047] Understandably, since the risk of rear-end collision is a passive risk of being rear-ended, the RSS model is a recognized safety liability model for autonomous driving. It can accurately calculate the safe braking distance of rear obstacles, ensuring that there is sufficient braking space and safety redundancy when bypassing obstacles.

[0048] Specifically, by judging the distance between the vehicle's outline and the lane line, it can be assessed whether the detour behavior is close to the lane line or enters the detour target lane. Based on whether it is close to the lane line or enters the detour target lane, the parameters of the RSS model can be dynamically adjusted (e.g., aggressive or conservative mode) to adapt to the safety distance requirements of different risk levels.

[0049] Based on the vehicle's state (center point (x, y), heading angle θ, vehicle length L, vehicle width W), the coordinates of the four vertices of the vehicle can be calculated, and the coordinates of each contour vertex can be traversed. , If there exists a vertex coordinate that satisfies the left-side bypass: >1.4m or detour to the right: If the distance is less than -1.4m, it is considered an approach to the lane markings. line = true. If there exist vertex coordinates that satisfy left-side bypass: >1.5m or detour to the right: If the value is less than -1.5m, then it is considered as... =true, if If true, it is determined that the vehicle has entered the detour target lane.

[0050] If the vehicle approaches the lane line or has entered the detour target lane, the RSS model uses more aggressive parameters (such as shorter reaction time and greater minimum braking deceleration); otherwise, it uses conservative parameters.

[0051] The safe distance can be determined using the following formula: ; in, For reaction time, For maximum acceleration, For minimum braking deceleration, The vehicle's current speed. Let D be the current velocity of the obstacle behind. min Set a minimum stationary safety distance (e.g., 1.5m).

[0052] In some embodiments, determining rear collision risk based on a safe distance includes: if the current distance between the vehicle and a rear obstacle is less than a first distance threshold and a safe distance, the vehicle has not entered the detour target lane, and the maximum lateral deviation between the vehicle and the detour path is greater than a deviation threshold, then the rear collision risk characterization is deemed unqualified.

[0053] The first distance threshold and the deviation threshold can be set according to the actual situation. In some examples, the first distance threshold can be 45m, 50m, etc., and the deviation threshold can be 0.5m, 0.6m, etc.

[0054] Taking a first distance threshold of 45m and a deviation threshold of 0.5m as an example, if the current distance between the vehicle and the obstacle behind is less than 45m, the current distance between the vehicle and the obstacle behind is less than the safe distance, the vehicle has not entered the detour target lane, and the maximum lateral deviation between the vehicle and the detour path is greater than 0.5m, then the rear collision risk characterization is determined to be unqualified.

[0055] This application embodiment dynamically adjusts the parameters of the RSS model based on whether the vehicle is approaching the lane line or has entered the detour target lane, making the detour decision closer to the risk judgment of a human driver.

[0056] In step 104, obstacles that may collide with the vehicle can be screened out first. These obstacles are either dynamic or static obstacles that are in front of the vehicle, whose lateral distance from the vehicle is within a preset range, and whose longitudinal distance from the vehicle is the closest.

[0057] The estimated time to collision (TTC) between a vehicle and an obstacle ahead can be calculated based on the current distance and speed difference between the vehicle and the obstacle ahead. By determining the risk of a forward collision based on the TTC, it can be ensured that detour operations will not pose a safety risk due to being too close to the obstacle or oncoming vehicles.

[0058] The estimated collision time can be obtained using the following formula:

[0059] in, The current distance between the vehicle and the obstacle ahead, in meters. This is relative velocity, in m / s. The current velocity of the obstacle ahead is expressed in m / s.

[0060] In some embodiments, determining the forward collision risk based on the estimated collision time between the vehicle and the obstacle ahead includes: if the vehicle and the obstacle are traveling in the same direction, the estimated collision time is less than a first time threshold, the current distance between the vehicle and the obstacle is less than a second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is deemed unqualified; if the vehicle and the obstacle are traveling in opposite directions, the estimated collision time is less than the second time threshold, the current distance between the vehicle and the obstacle is less than the second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is deemed unqualified, wherein the first time threshold is less than the second time threshold.

[0061] The first and second time thresholds can be set according to specific circumstances. Considering that the consequences of a collision are more severe when the vehicle is moving in the opposite direction to the obstacle in front, and that the avoidance space is limited when the vehicle has not yet entered the detour target lane, the second time threshold needs to adopt a more conservative safety threshold (larger than the first time threshold) to ensure detour safety.

[0062] Specifically, taking a vehicle as an example of an obstacle ahead, for vehicles traveling in the same direction, if the speed of the vehicle traveling in the same direction is greater than 0, the TTC is less than the first time threshold (e.g., 2.0 seconds), the current distance between the vehicle and the vehicle traveling in the same direction is less than 50m, and the vehicle has not entered the detour target lane, then the risk of collision ahead is determined to be high, and the risk assessment of the risk ahead is unqualified.

[0063] For oncoming vehicles, if the oncoming vehicle's speed is greater than 0, the TTC is less than the second time threshold (e.g., 4.0 seconds), the current distance between the vehicle and the oncoming vehicle is less than 50m, and the vehicle has not entered the detour target lane, then the risk of a forward collision is determined to be high, and the risk assessment of the forward collision risk is unqualified.

[0064] By using TTC to verify the collision risk of various types of obstacles ahead, the safety risks of following too closely, rear-ending other vehicles after intruding into adjacent lanes, and head-on collisions during lane changes can be avoided.

[0065] In step 105, if both the rear collision risk and the front collision risk are deemed acceptable, a "Execute Detour" command can be output to control the vehicle to detour along the detour path; otherwise, a "Detour Prohibited" command can be output.

[0066] By decoupling the detour path from the collision risk verification, the detour path is only executed when all collision risks are deemed acceptable, significantly enhancing the reliability of detour control.

[0067] Figure 2 It shows Figure 1 A simplified diagram. For example... Figure 2 As shown, the vehicle detour control method can be implemented as follows: target obstacles are screened; detour directions are evaluated; if a left or right detour is possible, path planning is performed; if planning is successful, a detour path is obtained and a collision risk decision is made; if a left or right detour is not possible, or if planning fails, the output is: "Detour Prohibited". During the collision risk decision-making process, if both rear and front collision risks are deemed acceptable, the collision risk is considered acceptable, and "Execute Detour" is output; otherwise, the collision risk is deemed unacceptable, and "Detour Prohibited" is output.

[0068] In the aforementioned vehicle detour control method, considering the characteristics of forward collisions including various types of obstacles such as dynamic and static obstacles, a scheme is adopted to determine the forward collision risk based on the estimated collision time between the vehicle and the forward obstacle. For rear collisions, which involve dynamic obstacles and are prone to active rear-end collisions, a scheme is adopted to determine the safe distance between the vehicle and the rear obstacle based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the rear obstacle. The rear collision risk is then determined based on this safe distance. Only when both the rear and forward collision risks are deemed acceptable are the vehicles controlled to detour along the detour path. This not only effectively avoids the safety risks of being too close to the forward obstacle or colliding head-on with an oncoming obstacle during lane changes, but also ensures that the rear dynamic obstacle has sufficient braking space and safety redundancy during the detour process, improving the overall safety of the detour decision.

[0069] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle detour control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle detour control method described in the above embodiments of this application.

[0070] See Figure 3 The diagram shows a block diagram of a vehicle detour control device according to an embodiment of this application. Figure 3 As shown, the vehicle detour control device of this application embodiment includes: a detour direction determination module 301, used to determine the detour direction of the vehicle when the vehicle needs to detour around a target obstacle; a detour path determination module 302, used to determine the detour path of the vehicle based on the detour direction and the boundary information of the target obstacle; a rear collision risk determination module 303, used to determine the safe distance between the vehicle and the rear obstacle based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the rear obstacle, and to determine the rear collision risk based on the safe distance, wherein the rear obstacle is a dynamic obstacle located behind the vehicle, with a lateral distance from the vehicle within a preset range and the closest longitudinal distance from the vehicle; a front collision risk determination module 304, used to determine the front collision risk based on the expected collision time between the vehicle and the front obstacle, wherein the front obstacle is an obstacle located in front of the vehicle, with a lateral distance from the vehicle within a preset range and the closest longitudinal distance from the vehicle; and a detour path execution module 305, used to control the vehicle to detour according to the detour path if both the rear collision risk and the front collision risk indicate that the risk is qualified.

[0071] Based on the same inventive concept, this application also provides a vehicle detour control device, see reference. Figure 4The diagram shows a schematic of the vehicle detour control device according to an embodiment of this application. The vehicle detour control device includes one or more memories 404, one or more processors 402, and at least one computer program (computer program instruction) stored in the memory 404 and executable on the processor 402. When the processor 402 executes the computer program, it implements the method described above.

[0072] Among them, Figure 4 In this document, a bus architecture (represented by bus 400) is used. Bus 400 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 402 and memory represented by memory 404. Bus 400 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 405 provides an interface between bus 400 and receiver 401 and transmitter 403. Receiver 401 and transmitter 403 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 402 is responsible for managing bus 400 and general processing, while memory 404 can be used to store data used by processor 402 during operation.

[0073] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the method described above.

[0074] Based on the same inventive concept, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, causes the processor to perform the steps of the method described above.

[0075] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0076] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0077] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0078] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0079] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle detour control method, characterized in that, include: When a vehicle needs to detour around a target obstacle, determine the detour direction of the vehicle; Based on the detour direction and the boundary information of the target obstacle, the detour path of the vehicle is determined; Based on the detour direction, the distance between the vehicle and the lane line, and the kinematic parameters of the rear obstacle, a safe distance between the vehicle and the rear obstacle is determined, and a rear collision risk is determined based on the safe distance. The rear obstacle is a dynamic obstacle located behind the vehicle, with a lateral distance between it and the vehicle within a preset range and a longitudinal distance between it and the vehicle that is closest to it. The forward collision risk is determined based on the estimated collision time between the vehicle and the obstacle in front, wherein the obstacle in front is the obstacle in front of the vehicle, whose lateral distance from the vehicle is within the preset range and whose longitudinal distance from the vehicle is the closest. If both the rear collision risk and the front collision risk are deemed acceptable, then the vehicle is controlled to detour along the detour path.

2. The vehicle detour control method according to claim 1, characterized in that, The kinematic parameters include reaction time, maximum acceleration, and minimum braking deceleration. Determining the safe distance between the vehicle and the obstacle based on the kinematic parameters of the detour direction, the distance between the vehicle and the lane line, and the obstacle behind includes: If it is determined, based on the detour direction and the distance between the vehicle and the lane line, that the vehicle is approaching the lane line or has entered the detour target lane, then the reaction time parameter is reduced and the minimum braking deceleration parameter is increased. The safe distance is obtained by substituting the maximum acceleration parameter, the current speed of the vehicle, the current speed of the obstacle behind, the reduced reaction time parameter, and the increased minimum braking deceleration parameter into the liability-sensitive safety RSS model.

3. The vehicle detour control method according to claim 2, characterized in that, The determination of rear collision risk based on the safe distance includes: If the current distance between the vehicle and the obstacle behind it is less than the first distance threshold and the safe distance, the vehicle has not entered the detour target lane, and the maximum lateral deviation between the vehicle and the detour path is greater than the deviation threshold, then the rear collision risk characterization is determined to be unqualified.

4. The vehicle detour control method according to claim 1, characterized in that, The determination of forward collision risk based on the estimated collision time between the vehicle and the obstacle ahead includes: If the vehicle and the obstacle in front are traveling in the same direction, the estimated collision time is less than a first time threshold, the current distance between the vehicle and the obstacle in front is less than a second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is determined to be unqualified. If the vehicle is traveling in the opposite direction to the obstacle ahead, the estimated collision time is less than the second time threshold, the current distance between the vehicle and the obstacle ahead is less than the second distance threshold, and the vehicle has not entered the detour target lane, then the forward collision risk characterization is determined to be unqualified, wherein the first time threshold is less than the second time threshold.

5. The vehicle detour control method according to claim 1, characterized in that, The boundary information includes boundary coordinates. Determining the detour path of the vehicle based on the detour direction and the boundary information of the target obstacle includes: The drivable boundary of the vehicle is determined based on the boundary coordinates of the target obstacle and the lateral coordinates of the adjacent lane line corresponding to the detour direction. A hybrid A-star search is performed within the drivable boundary to determine the original waypoint; The original path points are interpolated and smoothed to obtain the detour path of the vehicle.

6. The vehicle detour control method according to claim 5, characterized in that, The boundary coordinates include the left boundary lateral coordinates and the right boundary lateral coordinates. Determining the drivable boundary of the vehicle based on the boundary coordinates of the target obstacle and the lateral coordinates of the adjacent lane line corresponding to the detour direction includes: If the detour direction is to the left, the smaller of the difference between the right boundary lateral coordinate of the target obstacle and the preset safety margin and the lateral coordinate of the right lane line of the lane is taken as the right boundary of the vehicle's drivable boundary, and the lateral coordinate of the left lane line of the adjacent lane on the left is taken as the left boundary of the vehicle's drivable boundary. If the detour direction is to the right, then the larger of the sum of the left boundary lateral coordinates of the target obstacle, the preset safety margin, and the lateral coordinates of the left lane line of the lane is taken as the left boundary of the vehicle's drivable boundary, and the lateral coordinates of the right lane line of the adjacent lane on the right are taken as the right boundary of the vehicle's drivable boundary.

7. The vehicle detour control method according to claim 1, characterized in that, Determining the detour direction of the vehicle includes: Determine the reference lines for the left adjacent lane and the right adjacent lane; If the reference line of the left adjacent lane meets the preset conditions, the detour direction of the vehicle is determined to be detour to the left. The preset conditions include that the effective length of the reference line is greater than the length threshold and there are no preset obstacles within a preset distance in front of the reference line. If the reference line of the left adjacent lane does not meet the preset condition, but the reference line of the right adjacent lane meets the preset condition, then the detour direction of the vehicle is determined to be detour to the right.

8. The vehicle detour control method according to claim 1, characterized in that, Also includes: All obstacles whose longitudinal distance from the vehicle is less than a third distance threshold and whose absolute current speed is less than a speed threshold are considered as the obstacle set. The obstacle with the smallest longitudinal distance from the vehicle is selected from the set of obstacles as the target obstacle.

9. A vehicle detour control device, comprising a processor and a memory, characterized in that, The memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, it implements the steps of the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any one of claims 1 to 8.

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