Vehicle steering control method, device, storage medium and vehicle

Abstract

The present application discloses a vehicle steering control method, device, storage medium and vehicle. The method includes: if a steering control signal is detected, then determining an observation lane set located to the side and rear of the vehicle; the observation lane set contains at least one lane to be observed, and the lane to be observed is the target lane or its corresponding target forward lane; if it is determined that any lane to be observed in the observation lane set has a target perception blind spot, then controlling the vehicle to turn at a first speed lower than a first speed threshold until the vehicle completes the turn; the target perception blind spot is an area where the sensor in the vehicle does not collect data in the lane to be observed due to a preset reason, and the preset reason includes at least one of the sensor field of view angle, vehicle body occlusion and static obstacle occlusion. Through the above technical solution, real-time monitoring of the perception blind spot is achieved during the vehicle's steering process with a large lateral position offset, thereby improving the safety of the vehicle's steering.

Description

Technical Field

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

[0002] Current intelligent driving vehicles (such as driverless and assisted driving) rely on various sensors installed on the vehicle to perceive the surrounding environment and confirm whether the driving environment is safe. Due to factors such as the sensor's installation position in the vehicle, sensor perception accuracy, vehicle body size, and road environment, there are often areas where at least part of the sensor's field of view is blocked and the sensor cannot obtain environmental data. These areas are called perception blind spots. Therefore, intelligent driving vehicles cannot deal with perception blind spots during path planning or vehicle control, which poses certain safety risks to intelligent driving vehicles.

[0003] In existing technologies, blind spots are often avoided by adjusting the layout, location, or number of sensors installed on the vehicle. However, these methods cannot completely avoid blind spots and still pose safety risks to intelligent driving. Summary of the Invention

[0004] In order to solve the above-mentioned technical problem of safety risks in vehicle intelligent driving caused by the existence of blind spots in the side and rear perception of the vehicle, the present application provides a vehicle steering control method, device, storage medium and vehicle.

[0005] In a first aspect, the present application provides a vehicle steering control method, the method comprising:

[0006] If a steering control signal is detected, a set of observation lanes located behind the vehicle is determined; wherein the set of observation lanes includes at least one lane to be observed, and the lane to be observed is a target lane or a target preceding lane corresponding to the target lane;

[0007] If it is determined that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot, the vehicle is controlled to turn at a first speed lower than a first speed threshold until the vehicle completes the turn; wherein the target perception blind spot is an area in the to-be-observed lane where a sensor in the vehicle does not collect data due to a preset reason; wherein the preset reason includes at least one of a sensor field of view angle, obstruction by the vehicle body, and obstruction by a static obstacle.

[0008] In some embodiments, if it is determined that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot, controlling the vehicle to turn at a first speed lower than a first speed threshold until the vehicle completes the turn includes:

[0009] If it is determined that any of the to-be-observed lanes in the set of observed lanes has the target perception blind spot, and it is determined that the vehicle has not reached the steering control end point, controlling the vehicle to steer at the first speed; wherein the steering control end point is a position in the target lane to which the vehicle is turning that is a first preset distance from the lane edge of the target lane in the vehicle's steering direction; the lane edge is the edge of the target lane on the side closest to the current lane in which the vehicle is traveling;

[0010] If it is determined that the vehicle has reached the steering control end point and it is determined that any of the to-be-observed lanes in the observation lane set still has the target perception blind spot, the vehicle is controlled to stop, and when a continue turning signal is detected, the vehicle is controlled to turn at a second speed higher than a second speed threshold until the vehicle completes the turn.

[0011] The continuing turning signal includes a timer arrival signal or an externally input turning confirmation signal.

[0012] In some embodiments, after determining a set of observation lanes located behind the vehicle if a steering control signal is detected, the method further includes:

[0013] If it is determined that none of the to-be-observed lanes in the observation lane set has the target perception blind spot, determining whether the observation lane set corresponds to a dynamic obstacle;

[0014] If yes, and it is determined that the risk level of the dynamic obstacle is lower than a set risk threshold, controlling the vehicle to turn at a second speed higher than a second speed threshold until the vehicle completes the turn;

[0015] If so, and it is determined that the risk level of the dynamic obstacle is equal to or higher than the set risk threshold, the vehicle is controlled to stop, and after detecting that the dynamic obstacle has passed, the process returns to executing the step of determining whether the observation lane set corresponds to a dynamic obstacle if it is determined that none of the to-be-observed lanes in the observation lane set has the target perception blind spot.

[0016] In some embodiments, determining the set of observation lanes located behind the vehicle includes:

[0017] Acquire an initial lane set; wherein the initial lane set includes multiple lanes in an area surrounding the current driving position of the vehicle;

[0018] Filtering a forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, a second preset distance, and a direction opposite to the driving direction of the vehicle; wherein the second preset distance is used to determine a lane search range;

[0019] Based on the target lane, determining at least one target forward-travel lane from the forward-travel lane set, adjacent lanes of which have a spatial connection relationship or a spatial intersection relationship in the same plane;

[0020] The target lane and each of the target preceding lanes are determined as the observation lane set.

[0021] In some embodiments, the filtering of the forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, the second preset distance, and the opposite direction of the driving direction of the vehicle includes:

[0022] Determining a lane search starting point on the target lane based on the current driving position;

[0023] Determine the lane search range with the lane search starting point as the center and the second preset distance as the radius;

[0024] At least one lane that is within the lane search range and located in the opposite direction of the driving direction is screened out from the initial lane set; wherein the set formed by the screened lanes is the forward lane set.

[0025] In some embodiments, determining, based on the target lane, at least one target forward lane from the forward lane set, adjacent lanes having a spatial connection relationship or a spatial intersection relationship in the same plane includes:

[0026] At least one first front-tracking lane having the spatial connection relationship or the spatial intersection relationship in the same plane with the target lane is selected from the front-tracking lane set; wherein each selected first front-tracking lane is the target front-tracking lane.

[0027] In some embodiments, after selecting at least one first preceding lane having the spatial connection relationship or the spatial intersection relationship with the target lane in the same plane from the preceding lane set, the method further includes:

[0028] At least one second front-tracking lane is selected from the front-tracking lane set, the second front-tracking lane having the spatial connection relationship or the spatial intersection relationship in the same plane with each first front-tracking lane; wherein the second front-tracking lane does not include the target lane and the first front-tracking lane; and each first front-tracking lane and each second front-tracking lane are the target front-tracking lanes.

[0029] In some embodiments, determining that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot includes:

[0030] For any lane to be observed:

[0031] Divide the lane to be observed into a plurality of continuous rectangular areas based on a preset width and a preset length; wherein the preset width is along a direction perpendicular to the lane line, and the preset length is along the lane line direction;

[0032] Performing collision detection on each of the rectangular areas and the perception blind area polygon corresponding to the vehicle to determine an overlapping area corresponding to each of the rectangular areas;

[0033] Based on a third preset distance along the lane line direction, merging the overlapping areas to obtain at least one initial perception blind spot, and screening the initial perception blind spots based on a fourth preset distance along the lane line direction;

[0034] If the screening results include at least one of the initial perception blind spots, it is determined that the target perception blind spot exists in the lane to be observed, and the initial perception blind spot closest to the current position of the vehicle in the screening results is determined as the target perception blind spot.

[0035] In a second aspect, the present application provides a vehicle steering control device, the device comprising:

[0036] an observation lane set determination module, configured to determine an observation lane set located to the side and rear of the vehicle if a steering control signal is detected; wherein the observation lane set includes at least one lane to be observed, and the lane to be observed is a target lane or a target preceding lane corresponding to the target lane;

[0037] a steering control module configured to, upon determining that any of the to-be-observed lanes in the set of observation lanes has a target perception blind spot, control the vehicle to steer at a first speed lower than a first speed threshold until the vehicle completes the turn; wherein the target perception blind spot is an area in the to-be-observed lane where the sensor does not collect data due to reasons such as the sensor's field of view, occlusion by the vehicle body, or occlusion by static obstacles.

[0038] In a third aspect, the present application provides an electronic device, comprising:

[0039] processor and memory;

[0040] The processor is used to execute the steps of the vehicle steering control method described in any embodiment of the present application by calling the program or instructions stored in the memory.

[0041] In a fourth aspect, the present application provides a computer-readable storage medium, which stores a program or instruction, and the program or the instruction enables a computer to execute the steps of the vehicle steering control method described in any embodiment of the present application.

[0042] In a fifth aspect, the present application provides a vehicle, the vehicle comprising: a controller;

[0043] The controller is used to execute the steps of the vehicle steering control method described in any embodiment of the present application.

[0044] The vehicle steering control method, device, storage medium and vehicle provided in the embodiments of the present application can, when a steering control signal is detected, determine a set of observation lanes located to the rear side of the vehicle and including at least one lane to be observed; and when it is determined that any of the lanes to be observed in the observation lane set has a target perception blind spot, control the vehicle to steer at a first speed lower than a first speed threshold until the vehicle completes the steering; this achieves that during the steering control process with large lateral position offsets such as merging, merging and cross-lane steering, there is no need to eliminate the perception blind spots by adjusting the layout, position or number of sensors arranged on the vehicle, but instead the existing perception blind spots are monitored in real time to complete the vehicle steering at a slow speed in the perception blind spots, which can save the implementation cost of the steering control and reduce the safety risks of vehicle steering when there are perception blind spots, thereby improving the safety of vehicle steering. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] To more clearly illustrate the technical solutions of the embodiments of this application, the following briefly describes the drawings required for describing the embodiments. Obviously, the drawings described below are merely some embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without inventive effort. Unless otherwise apparent from the context or otherwise noted, the same reference numerals in the figures represent the same structures and operations.

[0046] Figure 1 This is a flow chart of a vehicle steering control method provided by an embodiment of the present application;

[0047] Figure 2This is a schematic diagram of a vehicle turning path provided in an embodiment of the present application;

[0048] Figure 3 This is a schematic diagram of the principle of determining a target perception blind area provided by an embodiment of the present application;

[0049] Figure 4 This is a schematic diagram of the principle of determining an observation lane set provided by an embodiment of the present application;

[0050] Figure 5 1 is a schematic structural diagram of a vehicle steering control device provided in an embodiment of the present application;

[0051] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0052] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] In the detailed description below, many specific details of the present application are set forth by example, so that a thorough understanding of the relevant disclosure is provided. However, for those of ordinary skill in the art, it is obvious that the present application can be implemented without these details. It should be understood that the use of "system", "device", "unit" and / or "module" terms in the present application is a method for distinguishing different parts, elements, parts or assemblies at different levels in a sequential arrangement. However, if other expressions can achieve the same purpose, these terms can be replaced by other expressions.

[0054] It should be understood that when a device, unit, or module is referred to as being "on," "connected to," or "coupled to" another device, unit, or module, it may be directly on, connected to, coupled to, or communicating with the other device, unit, or module, or there may be intervening devices, units, or modules, unless the context clearly indicates an exception. For example, the term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0055] The terms used in this application are only for describing specific embodiments and are not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not specifically refer to the singular and may also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of clearly identified features, wholes, steps, operations, elements and / or components, and such expressions do not constitute an exclusive list, and other features, wholes, steps, operations, elements and / or components may also be included.

[0056] These and other features and characteristics, methods of operation, functions of related elements of structure, combinations of parts, and economies of manufacture of the present application may be better understood with reference to the following description and accompanying drawings, which form a part of this specification. However, it is to be expressly understood that the drawings are for illustration and description purposes only and are not intended to limit the scope of protection of the present application. It is to be understood that the drawings are not drawn to scale.

[0057] This application uses various structural diagrams to illustrate various variations of the embodiments of this application. It should be understood that the preceding or following structures are not intended to limit this application. The scope of protection of this application is subject to the claims.

[0058] Current smart driving vehicles often adjust the location and / or number of sensors on the vehicle body to minimize blind spots. However, this approach is costly and cannot guarantee the complete elimination of blind spots, posing a safety risk to smart driving vehicles.

[0059] Based on the above situation, an embodiment of the present application provides a vehicle steering control solution to abandon the idea of ​​eliminating perception blind spots as much as possible during vehicle driving. Instead, during the steering control process with large lateral position offsets such as merging, merging, and cross-lane turning, the perception blind spots are monitored in real time to control the vehicle to complete vehicle steering at a first speed within the area of ​​the perception blind spot. This not only does not change the number and / or position of sensors in existing vehicles, saving the implementation cost of steering control, but also reduces the vehicle steering safety hazards when there are perception blind spots, thereby improving the safety of vehicle steering.

[0060] The vehicle steering control solution provided in the embodiments of the present application can be applied to scenarios where intelligent driving vehicles perform steering control such as merging, merging, and turning across lanes, which have large lateral position offsets. For example, it can be applied to scenarios such as autonomous merging, merging, and turning across lanes for unmanned vehicles. For another example, it can be applied to scenarios such as assisting drivers in merging, merging, and turning across lanes. The intelligent driving vehicles here may include but are not limited to full-trailer car trains with at least one trailer, semi-trailer car trains with at least one trailer, box trucks, buses, or coaches, and other large vehicles that have perception blind spots on the sides and rear due to the length of the vehicle body.

[0061] In an embodiment of the present application, the vehicle steering control method can be performed by an electronic device. The electronic device may include, but is not limited to, a controller in the vehicle and an external device capable of real-time communication with the vehicle. For example, the external device may be a dispatch system for dispatching vehicles or a laptop, desktop computer, or server hosting the server of an unmanned driving system.

[0062] Figure 1 This is a flow chart of a vehicle steering control method provided by an embodiment of the present application. Figure 1 As shown, the vehicle steering control method specifically includes:

[0063] S110: If a steering control signal is detected, determine a set of observation lanes located behind the vehicle.

[0064] Among them, the steering control signal refers to a signal that controls the vehicle to perform a steering operation, which can be generated by the electronic device triggering the steering decision module according to the driving path output by the path planning system, or it can be generated by the electronic device in response to the driver's steering operation. The observation lane set is a lane set consisting of at least one lane to be observed. The lane to be observed is a lane that may affect the steering safety of the vehicle, is located on the side and / or behind the vehicle, and needs to be monitored in real time. In the embodiment of the present application, the lane to be observed is the target lane or the target preceding lane corresponding to the target lane. The target lane is the lane to which the vehicle is about to change lanes, merge or turn. The target preceding lane is a lane within a preset range obtained by tracing back the target lane. The preset range can be formed by an empirically set distance and area shape. The empirically set distance can be, for example, the perception distance of the sensor.

[0065] Specifically, according to the above description, in the embodiment of the present application, the vehicle's steering safety is ensured by real-time monitoring of the perception blind spots. Therefore, it is necessary to first determine at least one lane to be observed, and then identify and monitor the perception blind spots of the observed lanes to control the vehicle's safe steering. Based on this, when the electronic device detects a steering control signal, it selects the target lane and at least one target preceding lane corresponding to the target lane from the lanes within a certain area (≥ a preset range) of the road section where the vehicle is located, forming an observation lane set.

[0066] S120: If it is determined that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot, control the vehicle to turn at a first speed lower than a first speed threshold until the vehicle completes the turn.

[0067] A perception blind spot is an area in the lane where a vehicle's sensors fail to collect data due to at least one of the following reasons: a limited sensor field of view, occlusion by the vehicle's own body, or obstruction by static obstacles. A target perception blind spot is a perception blind spot in the observed lane. That is, a target perception blind spot is an area in the observed lane where a vehicle's sensors fail to collect data due to a predetermined reason, including at least one of the sensor's field of view, occlusion by the vehicle's own body, or obstruction by static obstacles. For example, a target perception blind spot can be an area in the observed lane where data is not collected due to the vehicle's own body obstructing the view of sensors mounted at the front of a long vehicle, if no sensors are installed on either the left or right rear sides. Such long vehicles can be, for example, buses, large trucks, or trains with at least one trailer. Another example is an area in the observed lane where the field of view of a sensor mounted at the front of a long vehicle is not covered. Another example is an area in the observed lane where data is not collected due to static obstacles blocking the view of sensors mounted at the front of the vehicle. The static obstacle refers to an obstacle that does not move relative to the road, for example, it may be a road guardrail set between the current lane where the vehicle is located and the target lane.

[0068] The first speed threshold is a preset speed critical value, which is a lower speed and can be set based on safe driving experience.

[0069] Specifically, the electronic device identifies and monitors the target perception blind spot for each lane to be observed. For example, at a specific moment during a vehicle's turn, the electronic device first performs a region intersection operation on each lane to be observed and the corresponding blind spot of the vehicle's sensor. If the region intersection operation result corresponding to a lane to be observed is not null, it indicates that a perception blind spot exists in that lane to be observed. Otherwise, there is no perception blind spot in that lane to be observed. The electronic device then determines whether the perception blind spot in the lane to be observed is within the perception range of the vehicle's side and rear sensors. If so, the perception blind spot is the target perception blind spot in that lane to be observed.

[0070] If there is a target perception blind spot in any lane to be observed, there may be a safety risk when the vehicle turns in the lane to be observed. At this time, the electronic device controls the vehicle to turn slowly at a speed lower than the first speed threshold (i.e., the first speed).

[0071] While the vehicle is continuously turning, the electronic device periodically repeats the above process until the vehicle completes the turn.

[0072] In some embodiments, S120 includes:

[0073] Step A: If it is determined that any of the to-be-observed lanes in the observation lane set has a target perception blind spot, and it is determined that the vehicle has not reached the steering control end point, the vehicle is controlled to steer at a first speed.

[0074] Among them, the steering control end point is a position in the target lane where the vehicle is turning, at a first preset distance from the lane edge of the target lane in the direction of the vehicle's turning. The lane edge is the edge of the target lane on the side close to the current lane where the vehicle is traveling. The above-mentioned first preset distance is a distance value set based on experience, and it and the steering control end point are both used to control the scope of the lane change strategy. The first preset distance can be set according to the principle of leaving room for other vehicles (referred to as dynamic vehicles) traveling from the side and rear of the vehicle during the vehicle turning process. For example, the first preset distance can be determined based on the body width of most passing vehicles on the road section and the lane width of the target lane.

[0075] See also Figure 2 The vehicle turns along a driving path 200. The steering control start point is the vehicle's position when the electronic device detects the steering control signal. The steering control end point is the position where the vehicle has traveled a first predetermined distance in the turning direction, starting from a lane edge 201 between the current lane and the target lane. The distance 203 between the steering control end point and the other lane edge 202 of the target lane can be slightly larger than the normal vehicle width.

[0076] Specifically, when the electronic device determines that there is a target perception blind spot in any of the to-be-observed lanes in the observation lane set, the electronic device monitors the vehicle's driving position and controls the vehicle to perform slow steering at a first speed if the vehicle has not reached the steering control end point.

[0077] Step B: If it is determined that the vehicle has reached the steering control end point and it is determined that any of the to-be-observed lanes in the observation lane set still has a target perception blind spot, the vehicle is controlled to stop, and when a continue turning signal is detected, the vehicle is controlled to turn at a second speed that is higher than the second speed threshold until the vehicle completes the turn.

[0078] The "continue turning signal" is a signal that controls the vehicle to continue turning. The second speed threshold is another pre-set speed threshold, which is a higher speed and can be set based on normal driving experience. It is understood that the second speed threshold is greater than the first speed threshold.

[0079] Exemplarily, the continue turning signal includes a timer arrival signal or an externally input turn confirmation signal. The timer arrival signal is a signal indicating that a pre-set timer has expired. This setting can prevent the vehicle from turning rashly and causing it to collide with a dynamic vehicle that is already traveling relatively close to the rear of the vehicle. Based on this, the duration of the timer can be determined based on the driving time of the dynamic vehicle that is about to arrive, and the driving reaction time of the subsequent dynamic vehicle that is about to arrive. The above-mentioned driving time and driving reaction time can be determined by statistically analyzing multiple related time durations in the history. The externally input turn confirmation signal refers to a signal sent from the outside of the electronic device to it, instructing the electronic device to continue controlling the vehicle to turn. For example, it can be a signal sent by the driver of an assisted driving vehicle or the safety officer of an unmanned vehicle. In this way, driving safety can be ensured with the help of human labor.

[0080] Specifically, if the electronic device detects that the vehicle has reached the steering control end point and detects that there is still a target perception blind spot in at least one of the lanes to be observed, then for driving safety, the electronic device can control the vehicle to temporarily stop and continuously monitor whether a continue steering signal is received. If a continue steering signal is received, it means that the road condition in the target lane is safe, and the vehicle can turn quickly. In other words, the electronic device controls the vehicle to turn quickly at a speed greater than a second speed threshold (i.e., the second speed) until the vehicle passes the steering control end point.

[0081] If the electronic device detects that the vehicle has passed the steering control end point, it means that most of the vehicle body has entered the target lane and the space left in the lane is insufficient for the dynamic vehicle to pass. In this case, the electronic device controls the vehicle to continue driving in the target lane at a normal speed (e.g., a speed greater than or equal to the second speed) without avoiding the dynamic vehicle behind, thereby avoiding traffic congestion.

[0082] Through the configuration of the above steps A and B, when there is a blind spot in the lane to be observed, the vehicle can be controlled to slow down or stop to give way in the early turning process to ensure the driving safety of the vehicle and dynamic oncoming vehicles; and the vehicle can be controlled to quickly complete the turning at a normal speed and continue normal driving in the later turning process to avoid traffic jams.

[0083] In some embodiments, the step of determining whether any lane to be observed in the set of observed lanes has a target perception blind spot may implement the following operations for any lane to be observed:

[0084] Step C: Divide the lane to be observed into a plurality of continuous rectangular areas based on a preset width and a preset length.

[0085] The preset width is perpendicular to the lane line, i.e., the lateral direction of the lane. This preset width is a parameter used to control the effectiveness of the target perception blind spot. It can be an empirical value or a setting based on the vehicle's body width, the body width of the dynamic oncoming vehicle in the lane to be observed, or the lane width, to ensure that the subsequently obtained target perception blind spot can at least cover the dynamic oncoming vehicle. This can prevent the recognition of the target perception blind spot as an invalid obstruction area where the perception blind spot behind the vehicle only intrudes into the lateral direction of the lane to be observed by less than half the vehicle's width, thereby improving the recognition accuracy of the target perception blind spot and, in turn, the efficiency and safety of subsequent vehicle steering control.

[0086] The preset length is along the lane lines, that is, the longitudinal direction of the lane. The preset length is used to divide a long lane into multiple smaller areas. If the lane lines themselves are discrete data, the distance between two discrete data points can be used as the preset length. If the lane lines are continuous vector data, a preset length can be set empirically and the lane lines are discretized according to the preset length.

[0087] Specifically, considering that there may be curved lanes among the lanes to be observed, the method of using the sensor's blind spot for collision detection with the lanes to be observed may not accurately obtain the target blind spot when applied to curved lanes. Based on this, in this embodiment of the application, the lanes to be observed are divided into smaller rectangular areas with preset widths and lengths.

[0088] See also Figure 3 The electronic device discretizes the lane centerline of the target lane into a plurality of lane points 301 ( Figure 3 (Using dots as an example) Then, an area with a preset width between every two adjacent lane points is determined as a rectangular area 302 corresponding to the lane to be observed.

[0089] Step D: Perform collision detection on each rectangular area and the perception blind spot polygon corresponding to the vehicle to determine the overlapping area corresponding to each rectangular area.

[0090] The perception blind zone polygon is a polygon formed by the perception blind zone of the sensors installed on the vehicle. Its shape and range can be determined based on the sensor installation position, sensor perception distance, vehicle length, vehicle posture, and the relative position relationship between static obstacles and the vehicle. For example, Figure 3 The trapezoid 303 formed from the sensor installation position of the vehicle is the perception blind zone polygon corresponding to the vehicle. The overlapping area is the overlapping part between the rectangular area and the perception blind zone polygon.

[0091] Specifically, the electronic device performs collision detection on each of the multiple consecutive rectangular areas identified above against the vehicle's corresponding blind spot polygon. Based on the collision detection results, the electronic device determines the collision start and end locations between each rectangular area and the blind spot polygon. The electronic device then generates an overlapping area corresponding to each rectangular area based on each collision start location and its corresponding collision end location.

[0092] Step E: Based on the third preset distance along the lane line direction, merge the overlapping areas to obtain at least one initial perception blind spot, and based on the fourth preset distance along the lane line direction, screen the initial perception blind spots.

[0093] The third preset distance is a pre-set distance threshold along the lane line used to merge overlapping areas. The third preset distance can be an empirically determined distance value. The initial perception blind spot refers to a pre-formed perception blind spot. The fourth preset distance is another pre-set distance threshold used to filter the initial perception blind spot. The fourth preset distance can be an empirical value or determined based on the vehicle's body length, the body length of an oncoming vehicle, and so on.

[0094] Specifically, based on the shape of the observed lane and the blind spot polygon, the overlapping regions obtained by the electronic device may contain discontinuities, meaning they may not be connected. To further ensure subsequent steering safety, this embodiment can merge closely spaced overlapping regions to form a larger connected region.

[0095] In a specific implementation, the electronic device compares the distance between each two adjacent overlapping areas with a third preset distance. If any of the interval distances is less than or equal to the third preset distance, the electronic device merges the two overlapping areas corresponding to that interval distance. Specifically, the area between the starting point of the first overlapping area and the end point of the second overlapping area is determined as the merged initial perception blind area. Thus, the electronic device obtains at least one initial perception blind area.

[0096] In addition, considering that the longitudinal length of the initial perception blind spot in the direction of the lane line is short and cannot cover a vehicle, the sensor installed on the vehicle can sense the dynamic oncoming vehicle, that is, the initial perception blind spot does not constitute a safety hazard for vehicle steering, but the existence of the initial perception blind spot will consume excess computing resources and reduce the efficiency of steering operations. Therefore, in this embodiment, the longitudinal length of each initial perception blind spot can be compared with the fourth preset distance. If the longitudinal length of any initial perception blind spot is less than the fourth preset distance, it means that the initial perception blind spot will form an invalid blind spot, and it will be eliminated. If the longitudinal length of any initial perception blind spot is greater than or equal to the fourth preset distance, then the initial perception blind spot is retained.

[0097] Step F: If the screening results include at least one initial perception blind spot, determine that there is a target perception blind spot in the lane to be observed, and determine the initial perception blind spot closest to the current position of the vehicle in the screening results as the target perception blind spot.

[0098] Specifically, after the above screening, if the screening results do not include any initial perception blind spots, it indicates that there is no target perception blind spot in the lane to be observed. If the screening results include at least one initial perception blind spot, it indicates that there is a target perception blind spot in the lane to be observed. In this case, the electronic device determines the initial perception blind spot closest to the vehicle among the screened initial perception blind spots as the target perception blind spot.

[0099] Continue to see Figure 3 After the above steps, the final area starting point and the final area ending point can be obtained ( Figure 3 The target perception blind spot 304 is formed by the lane width, the final area starting point and the final area ending point.

[0100] By setting the above steps C to F, the polygon collision detection problem can be simplified, and the recognition accuracy of the target perception blind spot can be improved, thereby taking into account both steering control efficiency and steering control safety.

[0101] The above-mentioned vehicle steering control method provided in the embodiment of the present application can determine an observation lane set located behind the vehicle and including at least one lane to be observed when a steering control signal is detected; and when it is determined that any lane to be observed in the observation lane set has a target perception blind spot, the vehicle is controlled to turn at a first speed lower than a first speed threshold until the vehicle completes the turn; it is achieved that in the steering control process with large lateral position offsets such as merging, merging and cross-lane turning, there is no need to eliminate the perception blind spot by adjusting the layout, position or number of sensors arranged on the vehicle, but instead the existing perception blind spot is monitored in real time to complete the vehicle turning at a slow speed in the perception blind spot, which can save the implementation cost of the steering control and reduce the vehicle steering safety hazards when there is a perception blind spot, thereby improving the safety of vehicle steering.

[0102] In some embodiments, after S110 , the vehicle steering control method further includes a steering control process when there is no target perception blind spot in any of the lanes to be observed, which can be implemented as the following steps G to I:

[0103] Step G: If it is determined that no target perception blind spot exists in any of the to-be-observed lanes in the observation lane set, then determine whether the observation lane set corresponds to a dynamic obstacle.

[0104] A dynamic obstacle refers to an obstacle in motion, such as an oncoming vehicle.

[0105] Specifically, if the electronic device determines that there are no target perception blind spots in any of the lanes to be observed, it indicates that the environmental data sensed by the sensors in each of the lanes to be observed is available. During the vehicle's steering process, the electronic device acquires environmental data from each sensor in real time and analyzes it to determine whether there are any dynamic obstacles in motion relative to the vehicle in any of the lanes to be observed. For example, the electronic device analyzes the environmental data using a relevant obstacle detection algorithm to determine whether there are any obstacles in the lanes to be observed. The electronic device then acquires vehicle driving parameters such as the vehicle's own speed and acceleration, as well as movement parameters such as the speed and acceleration of the obstacle, and determines whether the obstacle is a dynamic obstacle based on these vehicle driving and movement parameters.

[0106] If the result of the determination is that no dynamic obstacle exists in any of the lanes to be observed, indicating that no safety hazard exists in any of the lanes to be observed, the electronic device controls the vehicle to turn at a second speed higher than the second speed threshold until the vehicle completes the turn. If the result of the determination is that a dynamic obstacle exists in at least one of the lanes to be observed, step H is executed.

[0107] Step H: If it is determined that the risk level of the dynamic obstacle is lower than the set risk threshold, the vehicle is controlled to turn at a second speed higher than the second speed threshold until the vehicle completes the turn.

[0108] The setting of the risk threshold refers to a pre-set risk critical value, which can be set according to safe driving experience, for example, it can be a medium risk level.

[0109] Specifically, when the electronic device detects a dynamic obstacle in any lane to be observed, it can determine the risk level of the dynamic obstacle relative to the vehicle to determine whether it poses a safety hazard to the vehicle's steering. For example, the electronic device obtains the relative speed, relative acceleration, and relative distance of the dynamic obstacle relative to the vehicle based on environmental data transmitted by the sensor. Based on these relative motion parameters, the electronic device analyzes the relative motion relationship between the dynamic obstacle and the vehicle and determines the corresponding risk level based on this relative motion relationship. For example, if the relative speed and relative acceleration are both positive and the relative distance is gradually decreasing, it indicates that the dynamic obstacle will catch up with and overtake the vehicle in a short period of time, and the risk level can be determined to be high. If the relative speed and relative acceleration are close to zero and the relative distance fluctuates within a certain distance difference range, it indicates that the dynamic obstacle and the vehicle will remain relatively stationary for a certain period of time, and the risk level can be determined to be medium. If the relative speed and relative acceleration are both negative and the relative distance is gradually increasing, it indicates that the dynamic obstacle will move further away from the vehicle over time, and the risk level can be determined to be low.

[0110] The electronic device then compares the determined risk level of the dynamic obstacle with a set risk threshold. If the comparison result indicates that the risk level of the dynamic obstacle is lower than the set risk threshold, indicating that the dynamic obstacle does not pose a turning safety risk, the electronic device controls the vehicle to turn at a second speed higher than the second speed threshold until the vehicle completes the turn. If the comparison result indicates that the risk level of the dynamic obstacle is equal to or higher than the set wind direction threshold, step I is executed.

[0111] Step I: If the risk level of the dynamic obstacle is determined to be equal to or higher than the set risk threshold, the vehicle is controlled to stop and, after detecting that the dynamic obstacle has passed, the process returns to step G.

[0112] Specifically, if the electronic device determines that the risk level of the dynamic obstacle is equal to or higher than the set risk threshold, indicating that the dynamic obstacle will pose a steering safety risk, the electronic device will control the vehicle to stop and give way until the electronic device determines that the above-mentioned dynamic obstacle has passed based on environmental data, and then it returns to execute the above-mentioned step G to start the next round of steering control monitoring.

[0113] In some embodiments, the step of determining the set of observation lanes located behind the vehicle in the above embodiments can be implemented as the following steps J to M:

[0114] Step J: Get the initial lane set.

[0115] The initial lane set includes multiple lanes in an area surrounding the current driving position of the vehicle.

[0116] Specifically, the electronic device may obtain a plurality of lanes within a certain range around the current driving position of the vehicle from a map, an external storage medium, or a network as an initial lane set.

[0117] Step K: Filtering a forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, the second preset distance, and the opposite direction of the vehicle's driving direction.

[0118] The second preset distance is another pre-set distance threshold used to determine the lane search range. Considering that environments beyond the sensor's perception range prevent the sensor from acquiring environmental data and, consequently, from performing safety monitoring, in order to reduce meaningless calculations, the second preset distance can be determined based on the sensor's perception distance. For example, the second preset distance can be set to a value less than or equal to the perception distance. The lane search range is the spatial range used for lane screening. The forward lane set is a set of multiple lanes in a direction related to the vehicle's direction of travel.

[0119] Specifically, the electronic device uses the current driving position as a starting point, determines a reference point for lane screening from the target lane, and uses this reference point as a benchmark to screen and determine a forward lane set from the initial lane set. Each lane in the forward lane set must meet at least the following screening conditions: being within a spatial range of a second preset distance from the reference point, and being located in the opposite direction of the vehicle's travel direction. This ensures that each lane in the forward lane set is within a range that can be sensed by the sensor and is located to the side or rear of the vehicle, thereby ensuring that the selected lanes are lanes that may pose a safety hazard to vehicle steering and are lanes that can avoid safety risks through monitoring.

[0120] Step L: Based on the target lane, determine at least one target forward lane from the forward lane set, wherein adjacent lanes have a spatial connection relationship or a spatial intersection relationship in the same plane.

[0121] Specifically, the principle for determining the target forward lane in the embodiments of the present application is that oncoming vehicles may converge on the target lane, potentially posing a safety threat to vehicle steering. Therefore, when further selecting lanes from the forward lane set, the selection condition is determined to be a direct or indirect connection with the target lane in the same plane. This connection in the same plane can be a spatial connection relationship in the same plane, or a spatial intersection relationship in the same plane.

[0122] In specific implementations, the electronic device may use a traversal algorithm, such as a breadth-first algorithm or a depth-first algorithm, to traverse each two adjacent lanes in the forward lane set, starting with the target lane. This traversal algorithm determines whether any two adjacent lanes have the aforementioned spatial connection relationship in the same plane and / or spatial intersection relationship in the same plane. If so, the two adjacent lanes are retained. The retained lanes can serve as the target forward lanes.

[0123] It is understood that in the above-mentioned screening process of the forward lane set, target forward lanes having a direct or indirect spatial connection relationship with the target lane may be screened out, target forward lanes having only a spatial intersection relationship with the target lane in the same plane may be screened out, and target forward lanes having a spatial intersection relationship with associated lanes in the same plane may be screened out. The associated lanes are lanes in the forward lane set that have the above-mentioned direct or indirect spatial connection relationship with the target lane.

[0124] Step M: Determine the target lane and each target preceding lane as an observation lane set.

[0125] Through the above steps J to M, the lane to be observed can be obtained more accurately and comprehensively, providing a more reliable data basis for subsequent vehicle steering control.

[0126] In some embodiments, the above step K may be implemented as follows:

[0127] Step K1: Determine a lane search starting point on the target lane based on the current driving position.

[0128] Specifically, because the lanes that need to be monitored when the vehicle turns are the lanes located to the side and / or behind the vehicle, the first lane to be determined in this embodiment is the target lane, and other lanes where dynamic oncoming vehicles may merge into the target lane will be searched. At this time, the electronic device can perform lane search with the target lane as the starting lane. Figure 4 , mapping the current driving position of the vehicle to the target lane to form a lane search starting point 401.

[0129] Step K2: Determine a lane search range with the lane search starting point as the center and the second preset distance as the radius.

[0130] Specifically, the electronic device determines a circular area with the lane search starting point 401 as the center and a second preset distance radius as the lane search range 402 .

[0131] Step K3: Filter out at least one lane within the lane search range and located in the opposite direction of the driving direction from the initial lane set; the set consisting of the filtered lanes is the forward lane set.

[0132] Specifically, the electronic device first filters out each lane within the lane search range 402 from the initial lane set, and removes each lane in the initial lane set that is not completely included in the search range 402, such as lane L3.0, lane L3.1, and lane L20. Then, the electronic device secondary filters out each lane in the opposite direction of the vehicle's travel direction from the filtered lanes, and removes each lane in the direction of the vehicle's travel from the filtered lanes, such as lane L10 and lane L11. In this way, after twice filtering the initial lane set, a forward lane set can be obtained, such as Figure 4 The lanes in bold are shown in the figure.

[0133] In some embodiments, the above step L can be implemented as follows:

[0134] Step L1: Filter out at least one first front-tracking lane from the front-tracking lane set that is spatially connected to the target lane or spatially intersects with the target lane in the same plane; each of the filtered first front-tracking lanes is the target front-tracking lane.

[0135] The first front-travel lane refers to a target front-travel lane that is connected to the target lane in the same plane.

[0136] Specifically, see Figure 4 The resulting forward lane set, after the aforementioned screening process, still contains some lanes unrelated to the target lane, necessitating further screening of the forward lane set. In this embodiment, the selected forward lanes can be lanes that are directly or indirectly spatially connected to the target lane, as well as lanes that spatially intersect with the target lane in the same plane. This ensures the accuracy of the forward lanes and further improves the efficiency of lane search and subsequent lane monitoring.

[0137] In a specific implementation, the electronic device may search for a lane that has a spatial connection relationship with the target lane based on the topological relationship between lanes in the forward lane set or the collision detection between lane lines, and use it as the first forward lane. Figure 4Based on the target lane L0.0, the first preceding lanes L1.0 and L1.1 can be found. The electronic device then continues the above process, searching for first preceding lanes L2.0 and L2.1 that have a spatial connection relationship with the first preceding lanes L1.0 and L1.1 obtained above. By looping the above process, each first preceding lane in the preceding lane set that has a direct or indirect spatial connection relationship with the target lane can be obtained. Furthermore, the electronic device can also search for the first preceding lane L0.1 that has a spatial intersection relationship with the target lane L0.0 in the same plane, as well as the first preceding lanes L1.2 and L1.3 that have a spatial connection relationship with the first preceding lane L0.1, and so on. In this way, the electronic device can obtain multiple first preceding lanes as target preceding lanes.

[0138] In some embodiments, the above step L can be implemented as follows:

[0139] Step L1: Filter out at least one first preceding lane from the preceding lane set that has a spatial connection relationship with the target lane or a spatial intersection relationship in the same plane.

[0140] Step L2: Filter out at least one second forward-tracking lane from the forward-tracking lane set that is spatially connected to or spatially intersecting with each first forward-tracking lane in the same plane. The second forward-tracking lanes do not include the target lane and the first forward-tracking lane. Each first forward-tracking lane and each second forward-tracking lane are target forward-tracking lanes.

[0141] Specifically, in this embodiment, in order to further improve the comprehensiveness of the target preceding lane, based on the above embodiment, according to the above lane search method, lanes that have a spatial intersection relationship with each first preceding lane other than the target lane in the same plane, as well as lanes that have a spatial connection relationship with these further searched lanes, can be searched. These further searched lanes can all be called second preceding lanes. For example, see Figure 4 The electronic device can continue to search for lanes that have a spatial intersection relationship with any of the first preceding lanes (such as L1 and L2) in the same plane, as well as lanes that have a direct or indirect spatial connection relationship with the found lanes, as the second preceding lanes. This can eliminate lanes in the preceding lane set that are not related to the target lane, such as lane L21.

[0142] To avoid repeated lane searches, the target lane and the first preceding lane are no longer searched during the process of obtaining the second preceding lane. That is, the second preceding lane does not include the target lane and the first preceding lane. Thus, after the electronic device has traversed the preceding lane set, it can use each first preceding lane obtained in step L1 and each second preceding lane obtained in step L2 as the target preceding lane.

[0143] The following is an embodiment of the vehicle steering control device provided in the embodiments of the present application. The device and the vehicle steering control methods of the above-mentioned embodiments belong to the same inventive concept. For details not fully described in the embodiments of the vehicle steering control device, please refer to the embodiments of the above-mentioned vehicle steering control method.

[0144] Figure 5 FIG. 1 shows a schematic structural diagram of a vehicle steering control device provided by an embodiment of the present application. Figure 5 As shown, the vehicle steering control device 500 specifically includes:

[0145] An observation lane set determination module 510 is configured to determine an observation lane set located to the side and rear of the vehicle if a steering control signal is detected; wherein the observation lane set includes at least one lane to be observed, which is a target lane or a target preceding lane corresponding to the target lane;

[0146] The steering control module 520 is configured to control the vehicle to steer at a first speed lower than a first speed threshold until the vehicle completes the turn if it is determined that any of the observed lanes in the observed lane set has a target perception blind spot. The target perception blind spot is an area in the observed lane where sensors in the vehicle do not collect data due to a preset reason. The preset reason includes at least one of the sensor's field of view, vehicle body occlusion, and static obstacle occlusion.

[0147] The above-mentioned vehicle steering control device provided in the embodiment of the present application can, when a steering control signal is detected, determine an observation lane set located behind the vehicle and including at least one lane to be observed; and when it is determined that any lane to be observed in the observation lane set has a target perception blind spot, control the vehicle to turn at a first speed lower than a first speed threshold until the vehicle completes the turn; this achieves that in the steering control process with large lateral position offsets such as merging, merging and cross-lane turning, there is no need to eliminate the perception blind spot by adjusting the layout, position or number of sensors arranged on the vehicle, but instead the existing perception blind spot is monitored in real time to complete the vehicle turning at a slow speed in the perception blind spot, which can save the implementation cost of the steering control and reduce the vehicle steering safety hazards when there is a perception blind spot, thereby improving the safety of vehicle steering.

[0148] In some embodiments, the steering control module 520 is specifically configured to:

[0149] If it is determined that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot and it is determined that the vehicle has not reached the steering control end point, the vehicle is controlled to steer at a first speed; the steering control end point is a position in the target lane that the vehicle is turning to that is at a first preset distance from the lane edge of the target lane in the direction of the vehicle's turning; the lane edge is the edge of the target lane on the side closest to the vehicle's current lane;

[0150] If it is determined that the vehicle has reached the steering control end point and it is determined that any of the to-be-observed lanes in the observation lane set still has a target perception blind spot, the vehicle is controlled to stop, and when a continue turning signal is detected, the vehicle is controlled to turn at a second speed higher than a second speed threshold until the vehicle completes the turn.

[0151] In some embodiments, the continue turn signal includes a timer expiration signal or an externally input turn confirmation signal.

[0152] In some embodiments, the steering control module 520 is further configured to:

[0153] If a steering control signal is detected, after determining an observation lane set located to the side and rear of the vehicle, if it is determined that no lane to be observed in the observation lane set has a target perception blind spot, determining whether the observation lane set corresponds to a dynamic obstacle;

[0154] If yes, and it is determined that the risk level of the dynamic obstacle is lower than the set risk threshold, controlling the vehicle to turn at a second speed higher than the second speed threshold until the vehicle completes the turn;

[0155] If so, and it is determined that the risk level of the dynamic obstacle is equal to or higher than the set risk threshold, the vehicle is controlled to stop, and after detecting the passage of the dynamic obstacle, the process returns to the step of determining whether the observation lane set corresponds to a dynamic obstacle if it is determined that no target perception blind spot exists in any of the to-be-observed lanes in the observation lane set.

[0156] In some embodiments, the observed lane set determination module 510 includes:

[0157] An initial lane set acquisition submodule is used to acquire an initial lane set; wherein the initial lane set includes multiple lanes in an area surrounding the current driving position of the vehicle;

[0158] a forward-tracing lane set screening submodule, configured to screen a forward-tracing lane set from the initial lane set based on the vehicle's current driving position, the target lane to which the vehicle is turning, a second preset distance, and the opposite direction of the vehicle's driving direction; wherein the second preset distance is used to determine a lane search range;

[0159] a target front-tracking lane set determination submodule, configured to determine, based on the target lane, at least one target front-tracking lane from the front-tracking lane set, wherein adjacent lanes have a spatial connection relationship or a spatial intersection relationship in the same plane;

[0160] The observation lane set determination submodule is used to determine the target lane and each target preceding lane as the observation lane set.

[0161] In some embodiments, the forward lane set screening submodule is specifically configured to:

[0162] Based on the current driving position, determine the lane search starting point on the target lane;

[0163] Determine the lane search range with the lane search starting point as the center and the second preset distance as the radius;

[0164] At least one lane that is within the lane search range and located in the opposite direction of the driving direction is selected from the initial lane set; wherein the set formed by the selected lanes is the forward lane set.

[0165] In some embodiments, the target forward lane set determination submodule is specifically configured to:

[0166] At least one first front-tracking lane that has a spatial connection relationship with the target lane or a spatial intersection relationship in the same plane is selected from the front-tracking lane set; wherein each selected first front-tracking lane is the target front-tracking lane.

[0167] In some other embodiments, the target front lane set determination submodule is specifically configured to:

[0168] Selecting at least one first forward lane from the forward lane set that has a spatial connection relationship with the target lane or a spatial intersection relationship in the same plane;

[0169] At least one second forward-tracking lane is selected from the forward-tracking lane set, which is spatially connected to each first forward-tracking lane or spatially intersected in the same plane. The second forward-tracking lanes do not include the target lane and the first forward-tracking lane. Each first forward-tracking lane and each second forward-tracking lane are target forward-tracking lanes.

[0170] In some embodiments, the vehicle steering control device 500 further includes a perception blind spot determination module, which is configured to:

[0171] For any lane to be observed:

[0172] The lane to be observed is divided into a plurality of continuous rectangular areas based on a preset width and a preset length; wherein the preset width is along the vertical direction of the lane line, and the preset length is along the direction of the lane line;

[0173] Perform collision detection on each rectangular area and the corresponding blind spot polygon of the vehicle to determine the overlapping area corresponding to each rectangular area;

[0174] Based on a third preset distance along the lane line, the overlapping areas are merged to obtain at least one initial perception blind spot, and based on a fourth preset distance along the lane line, the initial perception blind spots are screened;

[0175] If the screening results include at least one initial perception blind spot, it is determined that there is a target perception blind spot in the lane to be observed, and the initial perception blind spot closest to the current position of the vehicle in the screening results is determined as the target perception blind spot.

[0176] The vehicle steering control device provided in the embodiments of the present application can execute the vehicle steering control method provided in any embodiment of the present application, and has the corresponding functional modules and beneficial effects of the execution method.

[0177] It is worth noting that in the embodiment of the above-mentioned vehicle steering control device, the various modules and sub-modules included are only divided according to functional logic, but are not limited to the above-mentioned division, as long as the corresponding functions can be achieved; in addition, the specific names of the various functional modules / sub-modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application.

[0178] Figure 6 This is a schematic diagram of the structure of an electronic device suitable for implementing embodiments of the present application. The electronic device may include, but is not limited to, a controller in a vehicle and an external device capable of real-time communication with the vehicle. The external device may, for example, be a dispatch system for dispatching vehicles or a laptop, desktop computer, or server hosting the server of an unmanned driving system.

[0179] like Figure 6 As shown, the electronic device 600 includes a central processing unit (CPU) 601, which can execute various processes in the vehicle steering control method in any of the above-mentioned embodiments according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage unit 608 into a random access memory (RAM) 603. Various programs and data required for the operation of the electronic device 600 are also stored in the RAM 603. The CPU 601, ROM 602, and RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0180] Optionally, the following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, and the like; an output section 607 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 608 including a hard disk; and a communication section 609 including a network interface card such as a LAN card or a modem. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as needed. A removable medium 611, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 610 as needed, so that a computer program read therefrom can be installed into the storage section 608 as needed.

[0181] In particular, depending on the implementation of the present application, the methods described in any of the above embodiments may be implemented as a computer software program. For example, an implementation of the present application includes a computer program product comprising a computer program tangibly embodied on a computer-readable medium, the computer program comprising program code for executing the vehicle steering control method described in any of the embodiments of the present application. In such an implementation, the computer program may be downloaded and installed from a network via the communication portion 609 and / or installed from a removable medium 611.

[0182] This application also provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments, or may be a standalone computer-readable storage medium not incorporated into the electronic device. The computer-readable storage medium stores one or more programs, which are used by one or more processors to execute the methods described in this application.

[0183] Figure 7 A schematic diagram of the structure of a vehicle provided by an embodiment of the present application is shown. The vehicle may include, but is not limited to, a full-trailer truck train with at least one trailer, a semi-trailer truck train with at least one trailer, a box truck, a bus, or a long coach, and other large vehicles with blind spots on the sides and rear due to their length.

[0184] like Figure 7 As shown, the vehicle 700 includes at least one controller 710;

[0185] The controller 710 is configured to execute the steps of the vehicle steering control method described in any of the above embodiments.

[0186] The controller 710 may be a software system, a hardware system, or a combination of software and hardware. For example, the controller 710 is a software system running on an operating system, and the vehicle-mounted hardware system is a hardware system that supports the operation of the operating system.

[0187] although Figure 7 It is not shown in the figure, but it is understandable that the vehicle 700 also includes at least a plurality of sensors and underlying execution systems.

[0188] The multiple sensors are used to at least obtain vehicle driving environment data and vehicle driving data related to the vehicle driving state, and send the environment data and vehicle driving data to the controller 710 to provide a data basis for the controller 710.

[0189] In some embodiments, multiple sensors include but are not limited to wheel speed sensors, speed sensors, acceleration sensors, steering wheel angle sensors, front wheel angle sensors, etc., which are used to obtain vehicle driving data; and include but are not limited to cameras, lidars and millimeter wave radars, etc., which are used to perceive the vehicle's surrounding environment.

[0190] The underlying execution system is at least used to receive information from the controller 710 and control the steering of the vehicle. The underlying execution system includes but is not limited to the chassis system, drive system, steering system, and braking system.

[0191] It should be noted that the flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the methods, devices, equipment, and computer program products according to various embodiments of the present application. In this regard, each box in the diagram or block diagram can represent a module, program segment, or part of the code, which contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in an order different from that marked in the accompanying drawings. For example, two boxes shown in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, as well as the combination of boxes in the block diagram and / or flow chart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or can be implemented using a combination of dedicated hardware and computer instructions.

[0192] The units or modules involved in the embodiments described in this application may be implemented by software or hardware. The units or modules described may also be provided in a processor, and the names of these units or modules do not, in certain circumstances, constitute limitations on the units or modules themselves.

[0193] It should be understood that the above-mentioned specific embodiments of the present application are merely illustrative or explain the principles of the present application and do not constitute a limitation of the present application. Therefore, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present application should be included in the scope of protection of the present application. In addition, the claims attached hereto are intended to cover all variations and modifications that fall within the scope and boundaries of the appended claims, or the equivalent forms of such scope and boundaries.

Claims

1. A vehicle steering control method, characterized in that: include: If a steering control signal is detected, a set of observation lanes located behind the vehicle is determined; wherein the set of observation lanes includes at least one lane to be observed, and the lane to be observed is a target lane or a target preceding lane corresponding to the target lane; Real-time monitoring of target perception blind spots is performed on the lanes to be observed. If it is determined that any of the lanes to be observed in the set of observed lanes has the target perception blind spot, the vehicle is controlled to turn at a first speed lower than a first speed threshold until the vehicle completes the turn. The target perception blind spot is an area in the lanes to be observed where no data is collected by sensors in the vehicle due to a preset reason. The preset reason includes at least one of a sensor field of view angle, occlusion by the vehicle body, and occlusion by a static obstacle.

2. The method according to claim 1, characterized in that If it is determined that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot, controlling the vehicle to turn at a first speed lower than a first speed threshold until the vehicle completes the turn includes: If it is determined that any of the to-be-observed lanes in the set of observed lanes has the target perception blind spot, and it is determined that the vehicle has not reached the steering control end point, controlling the vehicle to steer at the first speed; wherein the steering control end point is a position in the target lane to which the vehicle is turning that is a first preset distance from the lane edge of the target lane in the vehicle's steering direction; the lane edge is the edge of the target lane on the side closest to the current lane in which the vehicle is traveling; If it is determined that the vehicle has reached the steering control end point and it is determined that any of the to-be-observed lanes in the observation lane set still has the target perception blind spot, the vehicle is controlled to stop, and when a continue turning signal is detected, the vehicle is controlled to turn at a second speed higher than a second speed threshold until the vehicle completes the turn.

3. The method according to claim 2, characterized in that The continuing turning signal includes a timer arrival signal or an externally input turning confirmation signal.

4. The method according to claim 1, wherein After determining the set of observation lanes located behind the vehicle if the steering control signal is detected, the method further includes: If it is determined that none of the to-be-observed lanes in the observation lane set has the target perception blind spot, determining whether the observation lane set corresponds to a dynamic obstacle; If yes, and it is determined that the risk level of the dynamic obstacle is lower than a set risk threshold, controlling the vehicle to turn at a second speed higher than a second speed threshold until the vehicle completes the turn; If so, and it is determined that the risk level of the dynamic obstacle is equal to or higher than the set risk threshold, the vehicle is controlled to stop, and after detecting that the dynamic obstacle has passed, the process returns to executing the step of determining whether the observation lane set corresponds to a dynamic obstacle if it is determined that none of the to-be-observed lanes in the observation lane set has the target perception blind spot.

5. The method according to claim 1, wherein Determining the set of observation lanes located behind the vehicle includes: Acquire an initial lane set; wherein the initial lane set includes multiple lanes in an area surrounding the current driving position of the vehicle; Filtering a forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, a second preset distance, and a direction opposite to the driving direction of the vehicle; wherein the second preset distance is used to determine a lane search range; Based on the target lane, determining at least one target forward-travel lane from the forward-travel lane set, adjacent lanes of which have a spatial connection relationship or a spatial intersection relationship in the same plane; The target lane and each of the target preceding lanes are determined as the observation lane set.

6. The method according to claim 5, characterized in that The filtering of the forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, the second preset distance, and the opposite direction of the driving direction of the vehicle includes: Determining a lane search starting point on the target lane based on the current driving position; Determine the lane search range with the lane search starting point as the center and the second preset distance as the radius; At least one lane that is within the lane search range and located in the opposite direction of the driving direction is screened out from the initial lane set; wherein the set formed by the screened lanes is the forward lane set.

7. The method according to claim 5, characterized in that The filtering of the forward lane set from the initial lane set based on the current driving position of the vehicle, the target lane to which the vehicle is turning, the second preset distance, and the opposite direction of the driving direction of the vehicle includes: Determining a lane search starting point on the target lane based on the current driving position; Determine the lane search range with the lane search starting point as the center and the second preset distance as the radius; At least one lane that is within the lane search range and located in the opposite direction of the driving direction is screened out from the initial lane set; wherein the set formed by the screened lanes is the forward lane set.

8. The method according to claim 7, characterized in that The determining, based on the target lane, from the set of forward-tracking lanes, of at least one target forward-tracking lane having a spatially connected relationship between adjacent lanes or a spatially intersecting relationship in the same plane includes: At least one first front-tracking lane having the spatial connection relationship or the spatial intersection relationship in the same plane with the target lane is selected from the front-tracking lane set; wherein each selected first front-tracking lane is the target front-tracking lane.

9. The method according to claim 1, characterized in that Determining that any of the to-be-observed lanes in the set of observed lanes has a target perception blind spot includes: For any lane to be observed: Divide the lane to be observed into a plurality of continuous rectangular areas based on a preset width and a preset length; wherein the preset width is along a direction perpendicular to the lane line, and the preset length is along the lane line direction; Performing collision detection on each of the rectangular areas and the perception blind area polygon corresponding to the vehicle to determine an overlapping area corresponding to each of the rectangular areas; Based on a third preset distance along the lane line direction, merging the overlapping areas to obtain at least one initial perception blind spot, and screening the initial perception blind spots based on a fourth preset distance along the lane line direction; If the screening results include at least one of the initial perception blind spots, it is determined that the target perception blind spot exists in the lane to be observed, and the initial perception blind spot closest to the current position of the vehicle in the screening results is determined as the target perception blind spot.

10. A vehicle steering control device, characterized in that: include: an observation lane set determination module, configured to determine an observation lane set located to the side and rear of the vehicle if a steering control signal is detected; wherein the observation lane set includes at least one lane to be observed, and the lane to be observed is a target lane or a target preceding lane corresponding to the target lane; a steering control module configured to perform real-time monitoring of a target perception blind spot in the lane to be observed, and, if it is determined that any of the lanes to be observed in the set of observed lanes has the target perception blind spot, control the vehicle to steer at a first speed lower than a first speed threshold until the vehicle completes the turn; wherein the target perception blind spot is an area in the lane to be observed where a sensor in the vehicle does not collect data due to a preset reason; wherein the preset reason includes at least one of a sensor field of view angle, occlusion by the vehicle body, and occlusion by a static obstacle.

11. An electronic device, characterized in that: include: processor and memory; The processor is configured to execute the steps of the vehicle steering control method according to any one of claims 1 to 9 by calling the program or instructions stored in the memory.

12. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program or instruction, which enables a computer to execute the steps of the vehicle steering control method according to any one of claims 1 to 9.

13. A vehicle, characterized in that: include: Controller; The controller is used to execute the steps of the vehicle steering control method according to any one of claims 1 to 9.

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