Method and system for identifying overturning risk vehicle, equipment, medium and product

Abstract

The invention relates to a method and system for identifying a vehicle with an overturning risk, equipment, a medium and a product. The method comprises the following steps: determining relative coordinate data; wherein the relative coordinate data indicates the relative position relation between the first vehicle and a second vehicle, and the distance between the second vehicle and the first vehicle is smaller than or equal to a preset distance; determining real inclination angle data of the second vehicle relative to the ground according to the relative coordinate data; and determining that the second vehicle is an overturning risk vehicle in response to the real inclination angle data reaching a preset overturning condition. By adopting the method, whether the second vehicle has the overturning risk or not can be judged by determining the real inclination angle data of the second vehicle around the first vehicle, so that the vehicle with the overturning risk can be early warned in time, emergency avoidance measures are taken, the possibility of vehicle collision is reduced, and the safety of the vehicle is improved. And the risk that the vehicle is inclined and smashed by goods on other overturned vehicles is avoided.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving technology, and in particular to a method, system, device, medium, and product for identifying vehicles at risk of overturning. Background Art

[0002] The NCA (Navigation Cruise Assist) function in the current intelligent driving assistance system can reach the destination point by point after it is turned on. The intelligent driving assistance system has a risk avoidance function. When passing a large vehicle, when the intelligent driving assistance system determines that there is a risk of collision in front of, to the side of, or at the rear of the vehicle, it will control NCA to warn the driver or automatically avoid the vehicle. However, the current intelligent driving assistance system can only identify a large vehicle and keep a certain distance when the vehicle passes by it. There are no relevant measures to deal with possible collision objects above the vehicle, resulting in the risk of vehicle collision. Summary of the invention

[0003] Based on this, a method and system, device, medium, and product for identifying vehicles at risk of overturning are provided to solve the problem that vehicles at risk of overturning cannot be identified in the prior art.

[0004] In one aspect, a method for identifying a vehicle at risk of overturning is provided, which is applied to a first vehicle, and the method comprises:

[0005] Determine relative coordinate data; wherein the relative coordinate data indicates a relative position relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0006] determining, according to the relative coordinate data, actual inclination data of the second vehicle relative to the ground;

[0007] In response to the actual tilt angle data reaching a preset rollover condition, the second vehicle is determined to be a rollover risk vehicle.

[0008] Optionally, determining the real inclination data of the second vehicle relative to the ground according to the relative coordinate data includes:

[0009] Determine, according to the relative coordinate data, a lateral distance and a first angle between the first vehicle and the second vehicle; the first angle being an angle between a body of the first vehicle and a body of the second vehicle on a horizontal plane;

[0010] According to the lateral distance and the first angle, real inclination data of the second vehicle relative to the ground is determined; the real inclination data indicates a second angle between the side of the second vehicle and the ground.

[0011] Optionally, determining the real inclination data of the second vehicle relative to the ground according to the lateral distance and the first angle includes:

[0012] Determining initial inclination data of the second vehicle relative to the ground; the initial inclination data indicates inclination data of the second vehicle before deviation correction;

[0013] Determining a target correction parameter corresponding to the lateral distance and the first angle according to a correspondence between the lateral distance, the first angle and the correction parameter;

[0014] Based on the target correction parameter, the inclination data in the initial inclination data is corrected to obtain the real inclination data of the second vehicle relative to the ground.

[0015] Optionally, in response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning includes:

[0016] In response to the actual inclination angle data being greater than a preset inclination angle threshold, it is determined that the second vehicle is a rollover risk vehicle.

[0017] Optionally, in response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning further includes:

[0018] Obtaining a sum of first deformation values ​​of tires on a first side and a sum of second deformation values ​​of tires on a second side of the second vehicle;

[0019] Determining a deformation difference between tires on both sides of the second vehicle according to the sum of the first deformation values ​​and the sum of the second deformation values;

[0020] In response to the actual inclination angle data being greater than the inclination angle threshold and the deformation difference being greater than a preset difference, the second vehicle is determined to be the rollover risk vehicle.

[0021] Optionally, after determining that the second vehicle is a vehicle at risk of overturning, the method further includes:

[0022] After determining that the second vehicle is a vehicle at risk of overturning, the method further includes:

[0023] determining a rollover direction of the second vehicle;

[0024] In response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, a variable lane and a driving parameter are determined in the target lane according to the distribution information of the vehicles in the target lane and the relative positions of the first vehicle and the second vehicle; and a lane change is performed to the variable lane based on the driving parameters; wherein the driving parameters include at least one of the following: torque, motor speed,

[0025] On the side of the overturning direction facing the second vehicle, the target lane is at least separated from the lane where the second vehicle is located by at least one lane, and / or,

[0026] On one side relative to the rollover direction of the second vehicle, the target lane is at least adjacent to a lane where the second vehicle is located.

[0027] Optionally, in response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, determining a variable lane and a driving parameter in the target lane according to distribution information of vehicles in the target lane and a relative position of the first vehicle and the second vehicle includes:

[0028] Determine a first target lane and first distribution information of vehicles in the first target lane; the first target lane is adjacent to a lane where the second vehicle is located, and the first target lane is located on a side of the second vehicle relative to the overturning direction;

[0029] Determine, according to the position parameter of the first target vehicle in the first distribution information, a first interval distance between the first vehicle and a first target vehicle closest to the first vehicle;

[0030] In response to the first interval distance being greater than a distance threshold, the first target lane is determined to be the variable lane, and a first driving parameter is acquired.

[0031] Optionally, in response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, determining a variable lane and a driving parameter in the target lane according to distribution information of vehicles in the target lane and a relative position of the first vehicle and the second vehicle, further includes:

[0032] Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on one side of the rollover direction of the second vehicle, and the second target lane is at least separated from the lane where the second vehicle is located by at least one lane;

[0033] Determine a second interval distance between the first vehicle and a second target vehicle closest to the first vehicle according to a position parameter of the second target vehicle in the second distribution information;

[0034] In response to the second interval distance being greater than a distance threshold, the second target lane is determined to be the variable lane, and a second driving parameter is acquired.

[0035] In a second aspect, a system for identifying a vehicle at risk of overturning is provided, which is applied to a first vehicle, and the system comprises:

[0036] A first determination module, configured to determine relative coordinate data; wherein the relative coordinate data indicates a relative position relationship between the first vehicle and the second vehicle, and a distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0037] A second determination module, used to determine real inclination data of the second vehicle relative to the ground according to the relative coordinate data;

[0038] The third determination module is used to determine that the second vehicle is a rollover risk vehicle in response to the real tilt angle data reaching a preset rollover condition.

[0039] According to a third aspect, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and used to run on the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0040] According to a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the method described in the first aspect is implemented.

[0041] According to a fifth aspect, a computer program product is provided, comprising a computer program, wherein when the computer program is executed by a processor, the method described in the first aspect is implemented.

[0042] On the basis of conforming to the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present application.

[0043] The above-mentioned method, system, equipment, medium, and product for identifying vehicles at risk of overturning determine whether the second vehicle has a risk of overturning by determining the actual inclination data of the second vehicle around the first vehicle, so as to promptly warn the vehicle at risk of overturning and take emergency avoidance measures to reduce the possibility of vehicle collision and avoid the risk of the vehicle being hit by cargo on other overturned vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A first flow chart of a method for identifying a vehicle at risk of overturning in one embodiment;

[0045] Figure 2A schematic diagram of a first process of determining real tilt angle data in a method for identifying a vehicle at risk of overturning in one embodiment;

[0046] Figure 3 This is a schematic diagram of a first application scenario for identifying a vehicle at risk of overturning in an embodiment;

[0047] Figure 4 A schematic diagram of a second application scenario for identifying a vehicle at risk of overturning in an embodiment;

[0048] Figure 5 A schematic diagram of a second process of determining real tilt angle data in a method for identifying a vehicle at risk of overturning in one embodiment;

[0049] Figure 6 A schematic diagram of the corresponding relationship between the lateral distance and the angle and the correction parameter of the method for identifying a vehicle at risk of overturning in one embodiment;

[0050] Figure 7 A schematic diagram of a process of identifying a vehicle at risk of overturning and determining a vehicle at risk of overturning in one embodiment;

[0051] Figure 8 A schematic diagram of an emergency avoidance process for identifying a vehicle at risk of overturning in an embodiment;

[0052] Fig. 9 A schematic diagram of a vehicle structure for identifying a vehicle at risk of overturning in an embodiment;

[0053] Fig.10 A second flow chart of a method for identifying a vehicle at risk of overturning in one embodiment;

[0054] Fig.11 A schematic diagram of the structure of a system for identifying capsizing risk in one embodiment;

[0055] Fig.12 FIG. 1 is a schematic diagram of the structure of an electronic device in an embodiment. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] It should be noted that the diagram provided in the present embodiment only illustrates the basic concept of the present application in a schematic manner, so the diagram only shows the components related to the present application rather than drawing according to the number, shape and size of the components during actual implementation. The type, quantity and ratio of each component during actual implementation can be a random change, and its component layout type may also be more complicated. The structure, ratio, size, etc. illustrated by the accompanying diagram of this specification are only used to match the content disclosed in the specification, so that people familiar with this technology can understand and read, and are not used to limit the restrictive conditions that can be implemented in this application, so they have no technical substantive significance. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effect that can be produced by this application and the purpose that can be achieved, should still fall within the scope that the technical content disclosed in this application can cover. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are also only for the convenience of narration, rather than for limiting the scope that can be implemented in this application. The change or adjustment of its relative relationship, without substantial change of technical content, should also be regarded as the scope that can be implemented in this application.

[0058] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various places in the text does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0059] As shown in this document, unless the context clearly indicates an exception, the words "a", "an", "an" and / or "the" do not refer to the singular and may also include the plural, unless the context clearly indicates an exception. Generally speaking, the terms "include" and "comprise" only indicate that the steps and elements that have been clearly identified are included, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0060] The definitions of inclusion in this document, such as the terms "having", "may have", "include" or "may include" used herein, indicate the existence of the corresponding functions, operations, elements, etc. herein, and do not limit the existence of one or more other functions, operations, elements, etc. In addition, it should be understood that the terms "including" or "having" used herein indicate the existence of the features, numbers, steps, operations, elements, components, or a combination thereof described in the specification, without excluding the existence or addition of one or more other features, numbers, steps, operations, elements, components, or a combination thereof.

[0061] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and no unnecessary limitation should be constituted due to the use of such prefixes. In addition, in the description of the present embodiment, unless otherwise specified, the meaning of "multiple" is two or more.

[0062] Figure 1 A flowchart of a method for identifying a vehicle at risk of overturning provided by an exemplary embodiment of the present application is applied to a first vehicle, and the method comprises the following steps:

[0063] S11. Determine relative coordinate data.

[0064] Among them, the relative coordinate data indicates the relative position relationship between the first vehicle and the second vehicle. The relative coordinate data is obtained by acquiring the coordinate data of the second vehicle. The first vehicle uses its own sensors, such as lidar emitting electromagnetic waves, camera taking pictures, millimeter wave radar emitting electromagnetic waves, etc. for fusion perception. After identifying the second vehicle within a preset distance of the first vehicle, the longitude and latitude coordinates of the first vehicle and the second vehicle can be obtained through GPS (Global Positioning System). By calculating the longitude and latitude coordinates of the two vehicles, the relative coordinate data of the two vehicles are obtained, and the relative lane positions of the first vehicle and the second vehicle are determined.

[0065] The distance between the second vehicle and the first vehicle is less than or equal to the preset distance. The first vehicle can be located in front of, behind, on the left, on the right, etc. of the second vehicle. The preset distance is set according to actual conditions. For example, it is 10 meters. The relative position information of the first vehicle and the second vehicle can be that the first vehicle is located 10 meters behind the left of the second vehicle.

[0066] S12. Determine the real inclination data of the second vehicle relative to the ground according to the relative coordinate data.

[0067] The actual inclination data indicates the angle between the side of the second vehicle and the ground.

[0068] The first vehicle scans the point cloud of the second vehicle through its own laser radar, extracts the contour points of the second vehicle, and obtains the initial inclination data of the second vehicle collected based on the position of the first vehicle.

[0069] Since the first vehicle may be located diagonally in front of, diagonally behind, etc., the second vehicle, and not necessarily directly in front of or directly behind the second vehicle, there is an angle between the two vehicle bodies on the horizontal plane. Therefore, the initial inclination data of the second vehicle obtained from the position of the first vehicle is not necessarily the true inclination data of the second vehicle. There is a certain deviation in the initial inclination data collected by the first vehicle, and the true inclination data of the second vehicle can be further obtained based on the relative coordinate data.

[0070] In one embodiment, Figure 2 As shown, determining the real inclination data of the second vehicle relative to the ground according to the relative coordinate data includes:

[0071] S121. Determine a lateral distance and a first angle between the first vehicle and the second vehicle according to the relative coordinate data; the first angle is an angle between a body of the first vehicle and a body of the second vehicle on a horizontal plane.

[0072] S122. Determine real inclination data of the second vehicle relative to the ground according to the lateral distance and the first angle; the real inclination data indicates a second angle between the side of the second vehicle and the ground.

[0073] According to the relative coordinate data between the first vehicle and the second vehicle, a first angle between the body of the first vehicle and the body of the second vehicle on the horizontal plane and a lateral distance between the first vehicle and the second vehicle are obtained. Figure 3 As shown, the two vehicles may be in the same lane. At this time, the angle between the bodies of the two vehicles is 0, and the initial inclination data of the second vehicle 31 obtained by the first vehicle 32 is the real inclination data.

[0074] Or, if Figure 4 As shown, the two vehicles may be in different lanes and are moving forward. There is a first angle a between the bodies of the two vehicles, and a>0. Due to different viewing angles, there is a deviation between the initial inclination data obtained by the first vehicle 32 and the actual inclination data of the second vehicle 31. The initial inclination data obtained by the first vehicle 32 can be calculated based on the first angle and the lateral distance between the first vehicle 32 and the second vehicle 31 to obtain the actual inclination data of the second vehicle 31.

[0075] In one embodiment, Figure 5 As shown, according to the lateral distance and the first angle, determining the real inclination data of the second vehicle relative to the ground includes:

[0076] S1221. Determine initial inclination data of the second vehicle relative to the ground; the initial inclination data indicates inclination data of the second vehicle before deviation correction.

[0077] S1222. Determine a target correction parameter corresponding to the lateral distance and the first angle according to a correspondence between the lateral distance, the first angle and the correction parameter.

[0078] S1223. Based on the target correction parameter, correct the inclination data in the initial inclination data to obtain real inclination data of the second vehicle relative to the ground.

[0079] The initial inclination angle data includes at least one of the following: the angle between the side of the second vehicle and the ground, the wheel toe, the wheel camber, the kingpin inclination angle, and the kingpin caster angle. Since the initial inclination angle data of the second vehicle acquired by the first vehicle has a deviation, a target correction parameter can be determined according to the lateral distance and the first angle, and the initial inclination angle data can be corrected with the target correction parameter to obtain the real inclination angle data of the second vehicle relative to the ground.

[0080] by Figure 4 For example, there is a first angle a between the first vehicle and the second vehicle, and there is a certain deviation between the initial inclination data z obtained by the point cloud of the first vehicle and the real inclination data w of the second vehicle. The initial inclination data z can be corrected according to the first angle a and the lateral distance L between the first vehicle and the second vehicle to obtain the real inclination data w corresponding to the first angle a and the lateral distance L. During the driving process of the vehicle, the driving direction keeps changing, resulting in the first angle a and the lateral distance L also keep changing, and the target correction parameter u can be updated in real time.

[0081] When a=0, L=0, the initial inclination data z is equal to the actual inclination data w, and the target correction parameter is 1; when the first angle a and the lateral distance L tend to be 0, the target correction parameter u tends to be 1, and when a and L gradually increase, the target correction parameter u gradually decreases. Figure 6 As shown, historical initial inclination data and historical real inclination data are obtained under different lateral distances and angles, and the above historical data are fitted to obtain the corresponding relationship between the lateral distance and angle and the correction parameter, so that the correction parameters under different lateral distances and angles can be obtained within the functional operation range of the first vehicle. Figure 6 Some correction parameters corresponding to the lateral distance and the angle are given as examples when the first angle a takes different values. H1-H4 correspond to the corresponding relationship between the lateral distance L and the first angle a and the correction parameters when the first angle a is 0°, 5°, 10°, and 15°, respectively. In practical applications, the obtained lateral distance and the first angle can be queried in the chart, or the chart can be linearly interpolated to obtain the target correction parameters. When the vehicle is running, the corrected real inclination data can be obtained in real time through w=z / u.

[0082] This application only takes the above-mentioned method of determining the target correction parameters through charts as an example to explain the determination of the correction parameters, but in fact, the method of determining the correction parameters specifically includes: determining the target correction parameters corresponding to the lateral distance and the first angle according to the correspondence or mapping relationship between the lateral distance and the angle and the correction parameters. The representation method of the corresponding relationship provided in this application includes at least one of the following: charts, tables, functions and models. The correspondence between the lateral distance and the angle and the correction parameters is obtained by a determined model, functional relationship or table lookup, and then the target correction parameters corresponding to the lateral distance and the first angle are determined.

[0083] Among them, the function is obtained by fitting according to historical data, which characterizes the corresponding relationship between the lateral distance, the angle and the correction parameters. The obtained lateral distance and the first angle are input into the function to obtain the target correction parameters. The initial inclination data is corrected according to the target correction parameters to obtain the real inclination data.

[0084] Among them, the table is pre-set according to historical data, characterizing the correspondence between the lateral distance, the angle and the correction parameters. The obtained lateral distance and the first angle correspond to the data in the table to obtain the corresponding target correction parameters. The initial inclination data is corrected according to the target correction parameters to obtain the actual inclination data.

[0085] Among them, the lateral distance and angle under different situations are used as training samples to train the neural network to obtain a model of the corresponding relationship. The lateral distance and the first angle are input into the model to obtain the target correction parameters. The initial inclination data is corrected according to the target correction parameters to obtain the real inclination data.

[0086] Determining the target correction parameters according to the representation methods of multiple corresponding relationships can verify the consistency and accuracy of the target correction parameters. Analyzing the target correction parameters corresponding to the lateral distance and the first angle from different angles can provide more comprehensive data.

[0087] S13: In response to the actual tilt angle data reaching a preset rollover condition, determining that the second vehicle is a rollover risk vehicle.

[0088] When the actual tilt angle data reaches the preset overturning condition, it can be judged that the tilt degree of the second vehicle is large, and the second vehicle is at risk of overturning. The first vehicle can warn the second vehicle at risk of overturning in advance, prompt the driver to identify the risk vehicle through instrument prompts, sounds, etc., and clearly inform the driver of the next operation, take emergency avoidance measures, reduce the possibility of vehicle collision, and avoid the risk of the first vehicle being hit by the cargo on the overturned second vehicle.

[0089] In one embodiment, in response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning includes:

[0090] In response to the actual tilt angle data being greater than a preset tilt angle threshold, the second vehicle is determined to be a rollover risk vehicle.

[0091] When the real tilt angle data of the second vehicle exceeds the tilt angle threshold m, it is determined that the second vehicle is at risk of overturning, and the first vehicle may be affected by the overturning of the second vehicle. Furthermore, the map information on the first vehicle can be used to determine the road conditions ahead, and the tilt angle threshold m can be adjusted in real time. For example, if there is a sharp bend or a merging and diverging scene ahead, the danger level encountered by the first vehicle will be further increased. At this time, the tilt angle threshold m can be lowered, so that the first vehicle can perform early warning and avoidance operations after recognizing that the real tilt angle data of the second vehicle reaches the tilt angle threshold m.

[0092] In one embodiment, Figure 7 As shown, in response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning also includes:

[0093] S131. Obtain a sum of first deformation values ​​of tires on a first side and a sum of second deformation values ​​of tires on a second side of the second vehicle.

[0094] S132. Determine a deformation difference between tires on both sides of the second vehicle according to the sum of the first deformation values ​​and the sum of the second deformation values.

[0095] S133: In response to the actual inclination angle data being greater than the inclination angle threshold value and the deformation difference being greater than a preset difference value, determining that the second vehicle is a vehicle at risk of overturning.

[0096] Since the method for identifying the tilt of the vehicle can be not only through identifying the contour point cloud of the second vehicle, but also through judging the inflation degree and deformation degree of the tires on both sides of the second vehicle, the credibility value of judging the tilt degree of the second vehicle can be increased. The sum of the first deformation values ​​of the tires on the first side of the second vehicle and the sum of the second deformation values ​​of the tires on the second side are respectively obtained, and the difference between the sum of the first deformation values ​​and the sum of the second deformation values ​​is calculated to obtain the deformation difference between the tires on both sides of the second vehicle.

[0097] If the deformation difference is greater than the preset difference, and the actual inclination angle data is greater than the inclination angle threshold, it means that the deformation of the tires on both sides of the second vehicle is inconsistent, and the deformation degree of the tires on one side is larger. The inclination angle of the second vehicle is larger, indicating that the vehicle has been severely tilted, and it is determined that the vehicle is at risk of overturning.

[0098] If the deformation difference is greater than the preset difference, but the actual inclination angle data is not greater than the inclination angle threshold, it can be judged that the vehicle is at risk of instability, and early warning and avoidance operations can also be performed.

[0099] In one embodiment, Figure 8 As shown, after determining that the second vehicle is a vehicle at risk of overturning, the method further includes:

[0100] S81. Determine the overturning direction of the second vehicle.

[0101] S82. In response to the first vehicle being located in a lane on the side of the rollover direction toward the second vehicle, a variable lane and a driving parameter are determined in the target lane according to distribution information of vehicles in the target lane and relative positions of the first vehicle and the second vehicle.

[0102] S83: Change lanes to a variable lane based on the driving parameters.

[0103] The driving parameters include at least one of the following: torque and motor speed.

[0104] The vehicle distribution information includes at least one of the following: vehicle density, vehicle location parameters, vehicle speed, traffic signal status, vehicle queue status, vehicle status, and vehicle flow direction.

[0105] by Figure 4 For example, the first vehicle 32 is located in the D2 lane, and the second vehicle 31 is located in the D3 lane. If the overturning direction of the second vehicle 31 is to the west, the first vehicle 32 is located in the lane facing the overturning direction of the second vehicle 31. After determining that the second vehicle 31 is a vehicle at risk of overturning, it is determined that the second vehicle 31 may overturn, and the first vehicle 32 may be hit by the cargo on the second vehicle 31. It is necessary to drive the first vehicle 32 away from the second vehicle 31 with a larger driving parameter, and the first vehicle 32 can be driven to other lanes. According to the distribution information of the vehicles in the target lane and the relative position between the two vehicles, the variable lanes around the first vehicle can be determined to ensure that when the first vehicle changes lanes to the side facing the overturning direction, it can be separated from the second vehicle by at least one lane. When the first vehicle changes lanes to the side relative to the overturning direction, it can be adjacent to or separated from the second vehicle by at least one lane. At this time, the first vehicle is safer and can avoid being hit by the overturned second vehicle or being hit by the cargo on the second vehicle. For example, on the side of the overturning direction facing the second vehicle, the target lane is at least at least one lane away from the lane where the second vehicle is located. Taking the second vehicle being located in lane D3 as an example, the target lane at this time may be lane D1. Alternatively, on the side of the overturning direction relative to the second vehicle, the target lane is at least adjacent to the lane where the second vehicle is located. Taking the second vehicle being located in lane D3 as an example, the target lane at this time may be lane D4. It can be understood that a variable lane is a lane with fewer vehicles. When making an emergency avoidance, the first vehicle can accelerate to change lanes away from the second vehicle and drive into the variable lane. For vehicles at risk of overturning, reverse avoidance is performed and the vehicle at risk of overturning is moved away in advance to reduce the possibility of vehicle collision and avoid the risk of the first vehicle being hit by the cargo on the overturned second vehicle.

[0106] In one embodiment, in response to the first vehicle being located in a lane on a side of a rollover direction of the second vehicle, a variable lane and a driving parameter are determined in the target lane according to distribution information of vehicles in the target lane and relative positions of the first vehicle and the second vehicle, including:

[0107] Determine a first target lane and first distribution information of vehicles in the first target lane; wherein the first target lane is adjacent to a lane where the second vehicle is located, and the first target lane is located on a side of the second vehicle relative to a rollover direction;

[0108] Determine a first interval distance between the first vehicle and a first target vehicle closest to the first vehicle according to a position parameter of the first target vehicle in the first distribution information;

[0109] In response to the first interval distance being greater than a distance threshold, it is determined that the first target lane is a variable lane, and a first driving parameter is acquired.

[0110] The position parameters include at least one of the following: the latitude and longitude coordinates of the vehicle, the driving direction of the vehicle, the driving speed, the height of the vehicle, and the position change of the vehicle.

[0111] Among them, diverging outward from the first vehicle as the center, the vehicle closest to the first vehicle in the first target lane is the first target vehicle, the first interval distance is the distance between the first vehicle and the first target vehicle, and when the first interval distance is greater than the distance threshold, it means that the first vehicle is far away from all vehicles on the first target lane, and at this time, the first target lane is determined to be a variable lane.

[0112] by Figure 4 For example, the lane where the first vehicle is located is D2, and the lane where the second vehicle is located is D3. When the first vehicle is located southwest of the second vehicle, the west of the second vehicle is the overturning direction. After determining that the second vehicle 31 is a vehicle at risk of overturning, it is judged that the second vehicle 31 may overturn, and the first vehicle 32 may be at risk of being hit by the overturned second vehicle and the cargo on the second vehicle 31.

[0113] According to the first distribution information of the vehicles in the first target lane and the relative position between the first vehicle and the second vehicle, a variable lane can be determined in the lanes around the first vehicle. Preferably, the lane on the side opposite to the overturning direction of the second vehicle is selected as the first target lane, and the vehicle with overturning risk is avoided in reverse, and the vehicle with overturning risk is moved away in advance. According to the position parameter of the first target vehicle in the first distribution information, the first interval distance between the first vehicle and the vehicle closest to the first vehicle is determined. If the first interval distance is greater than the distance threshold, the first vehicle can change lanes to the first target lane, and the first target lane is determined to be a variable lane, and the first vehicle can change lanes to the first target lane. The first target lane can be adjacent to the lane where the second vehicle is located, and the direction is opposite to the overturning direction. For example, the first target lane D4 adjacent to the lane D3 where the second vehicle is located is a variable lane, then it can be determined that the first vehicle can change lanes to the side of the second vehicle relative to the overturning direction, drive to the side without overturning risk, and drive to the east of the second vehicle. The first target lane can also be a lane separated from the lane where the second vehicle is located by at least one lane, and the direction is opposite to the overturning direction. The first driving parameter of the first vehicle is obtained, and the first driving parameter is greater than the driving parameter when the first vehicle does not find the vehicle with the risk of overturning. The first vehicle is driven to change lanes to the variable lane with the first driving parameter, and after driving to the east of the second vehicle, the first vehicle continues to drive for a first preset time with the first driving parameter until it exceeds the second vehicle. For vehicles with the risk of overturning, reverse avoidance is performed, and vehicles with the risk of overturning are moved away in advance to reduce the possibility of vehicle collision and avoid the risk of the first vehicle being hit by the cargo on the overturned second vehicle.

[0114] In one embodiment, in response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, determining a variable lane in the target lane and a driving parameter according to distribution information of vehicles in the target lane and relative positions of the first vehicle and the second vehicle, further includes:

[0115] Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on the side of the rollover direction of the second vehicle, and the second target lane is at least separated from the lane where the second vehicle is located by at least one lane;

[0116] Determine a second interval distance between the first vehicle and a second target vehicle closest to the first vehicle according to a position parameter of the second target vehicle in the second distribution information;

[0117] In response to the second interval distance being greater than the distance threshold, it is determined that the second target lane is a variable lane, and a second driving parameter is acquired.

[0118] Among them, diverging outward from the first vehicle as the center, the vehicle closest to the first vehicle in the second target lane is the second target vehicle, and the second interval distance is the distance between the first vehicle and the second target vehicle. When the second interval distance is greater than the distance threshold, it means that the first vehicle is far away from all vehicles on the second target lane, and at this time, the second target lane is determined to be a variable lane.

[0119] by Figure 4 For example, the lane where the first vehicle is located is D2, and the lane where the second vehicle is located is D3. When the first vehicle is located southwest of the second vehicle and the west of the second vehicle is the overturning direction, after determining that the second vehicle 31 is a vehicle at risk of overturning, it is judged that the second vehicle 31 may overturn, and the first vehicle 32 may be hit by the cargo on the second vehicle 31. If at this time, the lane D4 adjacent to the lane D3 where the second vehicle is located is a non-variable lane, it means that the first vehicle cannot change lanes to the side opposite to the overturning direction of the second vehicle, and cannot drive to the side where there is no overturning risk, that is, it cannot drive to the east of the second vehicle. At this time, it can change lanes towards the side of the overturning direction of the second vehicle, away from the second vehicle. According to the second distribution information of the vehicles in the target lane and the relative position between the two vehicles, the second target lane around the first vehicle can be determined. At this time, the lane facing the overturning direction of the first vehicle is selected for lane change. In order to avoid the risk of being hit by the second vehicle, the second target lane is at least separated from the lane where the second vehicle is located by at least one lane. For example, the second target lane can be the D1 lane. According to the position parameter of the second target vehicle in the second distribution information, the second interval distance between the first vehicle and the vehicle closest to the first vehicle is determined. If the second interval distance is greater than the distance threshold, the first vehicle can change lanes to the second target lane, and the second target lane is determined to be a variable lane, and the first vehicle can change lanes to the second target lane. The second driving parameter of the first vehicle is obtained. The second driving parameter is greater than the driving parameter when the first vehicle does not find the vehicle with the risk of overturning. The first vehicle is driven to change lanes in the overturning direction with the second driving parameter, and changes lanes to lane D1. After successfully changing lanes, the second driving parameter is used to continue driving for a second preset time until it exceeds the second vehicle. Or the second driving parameter is less than the driving parameter when the first vehicle does not find the vehicle with the risk of overturning. The first vehicle is driven to slow down with the second driving parameter to let the second vehicle pass first, so as to achieve the purpose of avoiding the second vehicle. Stay away from vehicles with the risk of overturning in advance to reduce the possibility of vehicle collision and avoid the risk of the first vehicle being hit by the cargo on the overturned second vehicle.

[0120] In one embodiment, Fig. 9As shown, the first vehicle includes a perception module, a domain controller module, a human-computer interaction module, a braking module, a power module and a steering module. The perception module includes front / side / rear view cameras, laser radar, millimeter wave radar, ultrasonic radar, etc., which are responsible for environmental perception construction and object detection; the domain controller module, as the brain of intelligent driving, can make corresponding decisions and instructions based on the information input by each module; the human-computer interaction module is responsible for responding to the instructions of the domain controller module and giving visual and auditory reminders to the driver; the braking module is responsible for responding to the instructions of the domain controller module and braking the vehicle; the power module is responsible for responding to the instructions of the domain controller module and accelerating the vehicle; the steering module is responsible for responding to the instructions of the domain controller module and changing the direction and lane of the vehicle.

[0121] Specifically, when the first vehicle is driving, the perception module uses laser radar to emit electromagnetic waves, cameras to take pictures, millimeter-wave radar to emit electromagnetic waves, etc. for fusion perception. After identifying the second vehicle located within a preset distance of the first vehicle, it sends instructions to the domain controller module. The domain controller module receives the information sent by the perception module that identifies the vehicle at risk of overturning, makes decisions and instructions, and sends instructions to the human-computer interaction module, so that the human-computer interaction module prompts the driver to identify the risk vehicle through instrument prompts, sounds, etc., and clearly informs the driver of the next operation. The domain controller module also sends driving parameters to the power module and the steering module, so that the power module drives the first vehicle to accelerate or decelerate according to the driving parameters, and the steering module drives the first vehicle to change direction and change lanes according to the driving parameters. If other dangers are identified during the process of changing direction and changing lanes or accelerating, such as the possibility of collision, the domain controller module sends instructions to the braking module, so that the braking module performs emergency braking on the vehicle to avoid danger.

[0122] Combine the following Figure 4 , 9 10. Further explanation of the method for identifying vehicles at risk of overturning:

[0123] Fig.10 Another flow chart for identifying vehicles at risk of overturning provided in this embodiment is as follows: Figure 4As shown, during the intelligent driving process of the first vehicle, the perception module uses the laser radar to emit electromagnetic waves, the camera to take pictures, the millimeter wave radar to emit electromagnetic waves, etc. for fusion perception, identifies the second vehicle in front or behind, and after identifying the second vehicle in the northeast of the first vehicle, obtains the longitude and latitude coordinates of the first vehicle and the second vehicle, calculates the longitude and latitude coordinates of the two vehicles, obtains the relative coordinate data of the two vehicles, obtains the initial inclination data of the second vehicle according to the relative coordinate data, and determines the relative position of the lanes of the first vehicle and the second vehicle, and sends the initial inclination data to the domain controller module, so that the domain controller module calculates the real inclination data of the second vehicle according to the initial inclination data. There is a first angle a between the first vehicle and the second vehicle, and there is a certain deviation between the initial inclination data z obtained by the first vehicle through the point cloud and the real inclination data w of the second vehicle. The initial inclination data z can be corrected according to the first angle a and the lateral distance L between the first vehicle and the second vehicle to obtain the real inclination data w corresponding to the first angle a and the lateral distance L. When a=0, L=0, the initial inclination data z is equal to the actual inclination data w, and the target correction parameter is 1; when the first angle a and the lateral distance L tend to 0, the target correction parameter u tends to 1, and when a and L gradually increase, the target correction parameter u gradually decreases.

[0124] After the domain controller module obtains the real tilt angle data of the second vehicle, it determines whether the real tilt angle data reaches the preset overturning condition. When the real tilt angle data reaches the preset overturning condition, it can be determined that the tilt degree of the second vehicle is large, or the deformation difference between the tires on both sides of the second vehicle is obtained. If the deformation difference is greater than the preset difference, and the real tilt angle data is greater than the tilt angle threshold, it means that the deformation of the tires on both sides of the second vehicle is inconsistent, and the deformation degree of the tire on one side is larger. The tilt angle of the second vehicle is larger, and the second vehicle is at risk of overturning. The first vehicle can warn the second vehicle at risk of overturning in advance. The domain controller module sends instructions to the human-computer interaction module, prompts the driver to identify the risky vehicle through instrument prompts, sounds, etc., and clearly informs the driver of the next operation to take emergency avoidance measures.

[0125] The domain controller module continuously monitors the real tilt data of the second vehicle, obtains the angular velocity and angular acceleration of the second vehicle, and queries the real pressing time corresponding to the current real tilt data, angular velocity, and angular acceleration according to the preset corresponding relationship, and judges that the tilt angle of the second vehicle has a trend of continuous increase, and the real pressing time of the second vehicle is less than a certain threshold, and the first vehicle automatically triggers automatic emergency avoidance. Among them, the real pressing time indicates the time interval from the beginning of the overturning of the second vehicle corresponding to the real tilt data of the second vehicle to the final landing, and the above preset corresponding relationship includes the corresponding relationship between multiple groups of pressing time and real tilt data, angular velocity, and angular acceleration. The real pressing time is obtained according to the corresponding relationship between the pressing time and the real tilt data, angular velocity, and angular acceleration, and the corresponding relationship between the pressing time and the real tilt data, angular velocity, and angular acceleration is obtained according to the historical data fitting. The angular velocity is obtained by calculating the quotient of the tilt difference and the third preset time length, and the tilt difference is obtained by calculating the difference between the current first real tilt data and the second real tilt data after the third preset time length. For example, after obtaining the first real tilt angle data, obtain the second real tilt angle data 10 milliseconds apart from the first real tilt angle data, and calculate the difference between the two to obtain the tilt angle difference. The angular acceleration is obtained by derivation of the angular velocity. After determining that the second vehicle has the risk of overturning, determine whether the second side of the second vehicle has enough avoidance space. At the same time, before controlling the first vehicle to avoid, determine whether there is a collision risk in the avoidance direction. If there is a collision risk, the avoidance will not be performed. If at this time, if at this time, the first target lane D4 adjacent to the lane D3 where the second vehicle is located is a variable lane, wherein the first target lane D4 is a lane away from the second vehicle and opposite to the rollover direction, then it can be determined that the first vehicle can change lanes to the side of the second vehicle relative to the rollover direction, and drive to the side where there is no risk of rollover, that is, drive to the east of the second vehicle, and the domain controller module sends the first driving parameter to the power module and the steering module, so that the power module and the steering module drive the first vehicle to accelerate and change lanes to the variable lane according to the first driving parameter, and after driving to the east of the second vehicle, that is, the first target lane D4, continue to drive for the first preset time with the first driving parameter until it exceeds the second vehicle, thereby completing the emergency avoidance process.If at this time, lane D4 adjacent to lane D3 where the second vehicle is located is a non-changeable lane, it means that the first vehicle cannot change lanes to the side opposite to the overturning direction of the second vehicle, and cannot drive to the side where there is no overturning risk, that is, it cannot drive to the east of the second vehicle. At this time, the first vehicle can change lanes towards the side of the overturning direction of the second vehicle, away from the second vehicle, and choose to change lanes in the lane on the side of the overturning direction of the first vehicle. In order to avoid the risk of being hit by the second vehicle, the second target lane is at least separated from the lane where the second vehicle is located by at least one lane. For example, the second target lane can be lane D1, and the domain controller module sends the second driving parameter to the dynamic control module. The power module and the steering module drive the first vehicle to change lanes toward the overturning direction of the second vehicle with the second driving parameter, and the second driving parameter is greater than the driving parameter when the first vehicle does not find the vehicle with the risk of overturning, and drives the first vehicle to change lanes to the D1 lane with the second driving parameter, and after successfully changing lanes, continue to drive with the second driving parameter for a second preset time until it exceeds the second vehicle; or the second driving parameter is less than the driving parameter when the first vehicle does not find the vehicle with the risk of overturning, and drives the first vehicle to slow down with the second driving parameter to let the second vehicle pass first, so as to achieve the purpose of avoiding the second vehicle, and thus complete the emergency avoidance process. If other dangers are identified during the process of changing direction, changing lanes or accelerating, such as the possibility of a collision, the domain controller module sends a command to the braking module, so that the braking module performs emergency braking on the vehicle.

[0126] It should be understood that although Figure 1-10 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 1-10 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0127] Fig.11 A schematic diagram of a system for identifying a vehicle at risk of overturning provided by an exemplary embodiment of the present application is provided. The system is applied to a first vehicle and includes:

[0128] A first determining module 111 is used to determine relative coordinate data; wherein the relative coordinate data indicates a relative position relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0129] A second determination module 112, configured to determine real inclination data of the second vehicle relative to the ground according to the relative coordinate data;

[0130] The third determination module 113 is configured to determine that the second vehicle is a rollover risk vehicle in response to the real tilt angle data reaching a preset rollover condition.

[0131] In one embodiment, the second determining module is further configured to:

[0132] Determine, according to the relative coordinate data, a lateral distance and a first angle between the first vehicle and the second vehicle; the first angle being an angle between a body of the first vehicle and a body of the second vehicle on a horizontal plane;

[0133] According to the lateral distance and the first angle, real inclination data of the second vehicle relative to the ground is determined; the real inclination data indicates a second angle between the side of the second vehicle and the ground.

[0134] In one embodiment, the second determining module 112 is further configured to:

[0135] Determining initial inclination data of the second vehicle relative to the ground; the initial inclination data indicates inclination data of the second vehicle before deviation correction;

[0136] Determining a target correction parameter corresponding to the lateral distance and the first angle according to a correspondence between the lateral distance, the first angle and the correction parameter;

[0137] Based on the target correction parameter, the inclination data in the initial inclination data is corrected to obtain the real inclination data of the second vehicle relative to the ground.

[0138] In one embodiment, the third determining module 113 is further configured to:

[0139] In response to the actual inclination angle data being greater than a preset inclination angle threshold, it is determined that the second vehicle is a rollover risk vehicle.

[0140] In one embodiment, the third determining module 113 is further configured to:

[0141] Obtaining a sum of first deformation values ​​of tires on a first side and a sum of second deformation values ​​of tires on a second side of the second vehicle;

[0142] Determining a deformation difference between tires on both sides of the second vehicle according to the sum of the first deformation values ​​and the sum of the second deformation values;

[0143] In response to the actual inclination angle data being greater than the inclination angle threshold and the deformation difference being greater than a preset difference, the second vehicle is determined to be the rollover risk vehicle.

[0144] In one embodiment, the system further includes a fourth determining module, configured to:

[0145] determining a rollover direction of the second vehicle;

[0146] In response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, a variable lane and a driving parameter are determined in the target lane according to the distribution information of the vehicles in the target lane and the relative positions of the first vehicle and the second vehicle; and a lane change is performed to the variable lane based on the driving parameters; wherein the driving parameters include at least one of the following: torque, motor speed,

[0147] On the side of the overturning direction facing the second vehicle, the target lane is at least separated from the lane where the second vehicle is located by at least one lane, and / or,

[0148] On one side relative to the rollover direction of the second vehicle, the target lane is at least adjacent to a lane where the second vehicle is located.

[0149] In one embodiment, the fourth determining module is further configured to:

[0150] Determine a first target lane and first distribution information of vehicles in the first target lane; the first target lane is adjacent to a lane where the second vehicle is located, and the first target lane is located on a side of the second vehicle relative to the overturning direction;

[0151] Determine, according to the position parameter of the first target vehicle in the first distribution information, a first interval distance between the first vehicle and the first target vehicle closest to the first vehicle;

[0152] In response to the first interval distance being greater than a distance threshold, the first target lane is determined to be the variable lane, and a first driving parameter is acquired.

[0153] In one embodiment, the fourth determining module is further configured to:

[0154] Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on one side of the rollover direction of the second vehicle, and the second target lane is at least separated from the lane where the second vehicle is located by at least one lane;

[0155] Determine a second interval distance between the first vehicle and the second target vehicle closest to the first vehicle according to the position parameter of the second target vehicle in the second distribution information;

[0156] In response to the second interval distance being greater than a distance threshold, the second target lane is determined to be the variable lane, and a second driving parameter is acquired.

[0157] For the system embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The system embodiment described above is only illustrative, wherein the units described as separate components may or may not be physically separated, and the components as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present application solution.

[0158] Fig.12 This is a schematic diagram of the structure of an electronic device shown in an example embodiment of the present application. The electronic device includes a memory, a processor, and a computer program stored in the memory and used to run on the processor. When the processor executes the computer program, the method described in any of the above embodiments is implemented. Fig.12 The electronic device 120 shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0159] like Fig.12 As shown, the electronic device 120 may be in the form of a general-purpose computing device, for example, it may be a server device. The components of the electronic device 120 may include, but are not limited to: the at least one processor 121, the at least one memory 122, and a bus 123 connecting different system components (including the memory 122 and the processor 121).

[0160] The bus 123 includes a data bus, an address bus, and a control bus.

[0161] The memory 122 may include a volatile memory, such as a random access memory (RAM) 1221 and / or a cache memory 1222 , and may further include a read-only memory (ROM) 1223 .

[0162] The memory 122 may also include a program tool 1225 (or utility) having a set (at least one) of program modules 1224, such program modules 1224 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0163] The processor 121 executes various functional applications and data processing by running the computer programs stored in the memory 122, such as the method provided in any of the above embodiments.

[0164] The electronic device 120 may also communicate with one or more external devices 124 (e.g., keyboards, pointing devices, etc.). Such communication may be performed via an input / output (I / O) interface 125. Furthermore, the electronic device 120 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 126. As shown, the network adapter 126 communicates with other modules of the electronic device 120 via a bus 123. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 120, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems, etc.

[0165] It should be noted that although several units / modules or sub-units / modules of the electronic device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided into multiple units / modules to be embodied.

[0166] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, and when the program is executed by a processor, the method provided in any of the above embodiments is implemented.

[0167] The readable storage medium may include but is not limited to: a portable disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical storage device, a magnetic storage device or any suitable combination of the above.

[0168] An embodiment of the present application further provides a computer program product, including a computer program, which implements any of the above methods when executed by a processor.

[0169] Among them, the program code for executing the computer program product of the present application can be written in any combination of one or more programming languages, and the program code can be executed completely on the user device, partially on the user device, as an independent software package, partially on the user device and partially on a remote device, or completely on the remote device.

[0170] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0171] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A method for identifying vehicles at risk of overturning, It is characterized in that Applied to a first vehicle, the method comprises: Determine relative coordinate data; wherein the relative coordinate data indicates a relative position relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance; determining, according to the relative coordinate data, actual inclination data of the second vehicle relative to the ground; In response to the actual tilt angle data reaching a preset rollover condition, the second vehicle is determined to be a rollover risk vehicle.

2. The method according to claim 1, It is characterized in that Determining the real inclination data of the second vehicle relative to the ground according to the relative coordinate data includes: Determine, according to the relative coordinate data, a lateral distance and a first angle between the first vehicle and the second vehicle; the first angle being an angle between a body of the first vehicle and a body of the second vehicle on a horizontal plane; According to the lateral distance and the first angle, real inclination data of the second vehicle relative to the ground is determined; the real inclination data indicates a second angle between the side of the second vehicle and the ground.

3. The method according to claim 2, It is characterized in that Determining the real inclination data of the second vehicle relative to the ground according to the lateral distance and the first angle includes: determining initial inclination data of the second vehicle relative to the ground; the initial inclination data indicating inclination data of the second vehicle before deviation correction; Determining a target correction parameter corresponding to the lateral distance and the first angle according to a correspondence between the lateral distance, the first angle and the correction parameter; Based on the target correction parameter, the inclination data in the initial inclination data is corrected to obtain the real inclination data of the second vehicle relative to the ground.

4. The method according to any one of claims 1 to 3, It is characterized in that In response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning includes: In response to the actual inclination angle data being greater than a preset inclination angle threshold, it is determined that the second vehicle is a rollover risk vehicle.

5. The method according to claim 4, It is characterized in that In response to the real tilt angle data reaching a preset overturning condition, determining that the second vehicle is a vehicle at risk of overturning further includes: Obtaining a sum of first deformation values ​​of tires on a first side and a sum of second deformation values ​​of tires on a second side of the second vehicle; Determining a deformation difference between tires on both sides of the second vehicle according to the sum of the first deformation values ​​and the sum of the second deformation values; In response to the actual inclination angle data being greater than the inclination angle threshold and the deformation difference being greater than a preset difference, the second vehicle is determined to be the rollover risk vehicle.

6. The method according to claim 1, It is characterized in that After determining that the second vehicle is a vehicle at risk of overturning, the method further includes: determining a rollover direction of the second vehicle; In response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, a variable lane and a driving parameter are determined in the target lane according to the distribution information of the vehicles in the target lane and the relative positions of the first vehicle and the second vehicle; and a lane change is performed to the variable lane based on the driving parameters; wherein the driving parameters include at least one of the following: torque, motor speed, On the side of the overturning direction facing the second vehicle, the target lane is at least separated from the lane where the second vehicle is located by at least one lane, and / or, On one side relative to the rollover direction of the second vehicle, the target lane is at least adjacent to a lane where the second vehicle is located.

7. The method according to claim 6, It is characterized in that In response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, determining a variable lane and a driving parameter in the target lane according to distribution information of vehicles in the target lane and relative positions of the first vehicle and the second vehicle, including: Determine a first target lane and first distribution information of vehicles in the first target lane; the first target lane is adjacent to a lane where the second vehicle is located, and the first target lane is located on a side of the second vehicle relative to the overturning direction; Determine, according to the position parameter of the first target vehicle in the first distribution information, a first interval distance between the first vehicle and a first target vehicle closest to the first vehicle; In response to the first interval distance being greater than a distance threshold, the first target lane is determined to be the variable lane, and a first driving parameter is acquired.

8. The method according to claim 6, It is characterized in that In response to the first vehicle being located in a lane on the side of the rollover direction of the second vehicle, determining a variable lane and a driving parameter in the target lane according to distribution information of vehicles in the target lane and relative positions of the first vehicle and the second vehicle, further comprising: Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on one side of the rollover direction of the second vehicle, and the second target lane is at least separated from the lane where the second vehicle is located by at least one lane; Determine a second interval distance between the first vehicle and a second target vehicle closest to the first vehicle according to a position parameter of the second target vehicle in the second distribution information; In response to the second interval distance being greater than a distance threshold, the second target lane is determined to be the variable lane, and a second driving parameter is acquired.

9. A system for identifying vehicles at risk of overturning, It is characterized in that Applied to a first vehicle, the system comprises: A first determination module, configured to determine relative coordinate data; wherein the relative coordinate data indicates a relative position relationship between the first vehicle and the second vehicle, and a distance between the second vehicle and the first vehicle is less than or equal to a preset distance; A second determination module, used to determine real inclination data of the second vehicle relative to the ground according to the relative coordinate data; The third determination module is used to determine that the second vehicle is a rollover risk vehicle in response to the real tilt angle data reaching a preset rollover condition.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and for running on the processor, It is characterized in that When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

11. A computer-readable storage medium having a computer program stored thereon, It is characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

12. A computer program product comprising a computer program, It is characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

Images