Vehicle driving control method, device, equipment and medium

Abstract

The embodiments of the present application provide a vehicle driving control method, device, equipment and medium. The method can be applied to scenes such as ports, mines, highways or parks. The method includes: obtaining a first position of the vehicle, determining a second position with a preset path length from the first position; when the path where the second position is located is an open path, obtaining the predicted side wind information corresponding to the second position; determining the target driving control strategy corresponding to the vehicle according to the predicted side wind information and the current speed of the vehicle; and controlling the vehicle driving according to the target driving control strategy. Through this method, the presence of side wind can be detected in advance during the vehicle driving process, and the accuracy of side wind detection is improved, so that the vehicle can also drive normally according to the route on an open path.

Description

Technical Field

[0001] The present application belongs to the field of autonomous driving technology, and in particular relates to a vehicle driving control method, device, equipment and medium, which can be applied to scenes such as ports, highways, logistics, mines, closed parks, or urban transportation. Background Art

[0002] When a vehicle is driving, when passing through open roads, the seaside, bridges and other areas with few surrounding obstacles, the normal driving direction of the vehicle will often be affected by the side wind. When the side wind is strong, it may even deviate from the lane or overturn, especially for vehicles with a large cross-sectional area such as trucks.

[0003] In order to prevent the normal driving process of the vehicle from being affected by the crosswind, sensors installed on the vehicle are usually used to detect various kinematic signals of the vehicle's steering system in real time, and the presence of crosswind is detected by the changes in various kinematic signals. When the presence of crosswind is detected, the vehicle control center can prompt the user to take timely measures through the vehicle voice or the like to avoid the impact of the crosswind on the vehicle's driving. However, the accuracy of the detection result is low when the presence of crosswind during driving is detected only by kinematic signals. Moreover, this detection method can only be identified after the vehicle has been affected by the crosswind and has lasted for a certain period of time, which greatly increases the detection response time and may cause the user to miss the last opportunity to correct the error and cause driving danger. Summary of the invention

[0004] The embodiments of the present application provide a vehicle driving control method, device, equipment and medium to solve the technical problem that the side wind detection accuracy is low and the detection response time is long during vehicle driving, resulting in the vehicle being unable to drive normally.

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

[0006] Acquire a first position of the vehicle, and determine a second position of a preset path length from the first position;

[0007] When the path where the second position is located is an open path, obtaining predicted crosswind information corresponding to the second position;

[0008] Determining a target driving control strategy according to the predicted crosswind information and the current speed of the vehicle;

[0009] The vehicle driving is controlled according to the target driving control strategy.

[0010] In this embodiment, it can be determined whether the path at the second position of the front side of the driving direction and the preset path length from the first position of the vehicle is an open path during the driving of the vehicle. If the path at the second position is an open path, the normal driving of the vehicle on the open path will be affected by the crosswind. Through such a setting, an open path with a crosswind can be detected in advance during the driving of the vehicle, and the accuracy of the crosswind detection is improved through the open path. At the same time, the detection of the crosswind can be responded to in advance to provide the user with sufficient time to take corresponding measures, so as to avoid the user missing the final error correction opportunity due to the long response time of the crosswind detection and causing driving danger. Further, after the open path with a crosswind is detected in advance, the target driving control strategy corresponding to the vehicle can be determined according to the current vehicle speed and the predicted crosswind information of the open path, and the vehicle driving can be controlled in advance according to the target driving control strategy, so that the vehicle can also drive normally according to the route on the open path, and the vehicle can avoid being affected by the crosswind when driving on the open path and causing driving danger.

[0011] In a possible implementation manner, determining a target driving control strategy corresponding to the vehicle according to the predicted side wind information and the current speed of the vehicle specifically includes:

[0012] Determining a target side wind impact level corresponding to the predicted side wind information and the current vehicle speed according to a preset first side wind impact level correspondence table;

[0013] According to the corresponding relationship between the preset side wind impact level and the driving control strategy, the target driving control strategy corresponding to the target side wind impact level is determined.

[0014] In this embodiment, the corresponding target side wind impact level is determined according to the predicted side wind information and the current vehicle speed, and the specific target driving control strategy is determined according to the target side wind impact level, so that the target driving control strategy can accurately respond to the impact of the side wind, achieve precise control and response to the side wind impact, and avoid driving hazards caused by driver's miscalculation.

[0015] In a possible implementation manner, the target driving control strategy includes one or more of a steering angle, a vehicle speed, a vehicle driving category, and a vehicle torque.

[0016] In this embodiment, by adjusting one or more of the steering angle, vehicle speed, vehicle driving category and vehicle torque, the target driving control strategy can more accurately respond to the impact of side winds, and further achieve precise control and response to the impact of side winds.

[0017] In a possible implementation manner, after controlling the vehicle to travel according to the target travel control strategy, the method further includes:

[0018] When it is detected that the vehicle travels to the second position, acquiring in real time an actual kinematic signal corresponding to the second position and an actual vehicle speed of the vehicle;

[0019] Determining an actual side wind impact level corresponding to the actual kinematic signal and the actual vehicle speed according to a preset second side wind impact level correspondence relationship table;

[0020] The target driving control strategy is adjusted according to the actual crosswind impact level and the kinematic signal, wherein the kinematic signal includes lateral acceleration, yaw angular velocity and gravitational acceleration.

[0021] In this embodiment, after the vehicle is controlled to travel according to the target travel control strategy, and when the vehicle is detected to travel to the second position, the actual kinematic signal corresponding to the second position and the actual vehicle speed can also be obtained in real time, and the actual crosswind impact level can be determined according to the actual kinematic signal and the actual vehicle speed, and the target travel control strategy can be adjusted and corrected in real time according to the actual crosswind impact level and the kinematic signal of the vehicle. Through such a setting, the error caused by the large difference between the predicted crosswind information and the actual information can be avoided, so that the target travel control strategy can more accurately respond to the impact of the crosswind, and further achieve accurate control and response to the crosswind impact.

[0022] In a possible implementation manner, adjusting the target driving control strategy according to the actual crosswind impact level and the kinematic signal specifically includes:

[0023] Determining a first driving control strategy corresponding to the actual side wind impact level according to a preset correspondence relationship between the side wind impact level and the driving control strategy;

[0024] During the process of controlling the vehicle to travel according to the first travel control strategy, continuously acquiring a kinematic signal of the vehicle;

[0025] The vehicle speed, steering angle or vehicle torque in the first driving control strategy is corrected according to the kinematic signal.

[0026] In this embodiment, the first driving control strategy corresponding to the vehicle can be determined according to the actual crosswind impact level, and the driving control strategy can be corrected as a whole, so that the first driving control strategy is more in line with the actual crosswind impact. Then, in the process of controlling the vehicle driving according to the first driving control strategy, the kinematic signal of the vehicle's steering system can be continuously obtained. If a certain kinematic signal exceeds the corresponding threshold, it means that the first driving control strategy has not completely eliminated the impact of the crosswind, and the steering angle or vehicle torque in the first driving control strategy needs to be corrected according to the kinematic signal. Through such a setting, the driving condition of the vehicle can be monitored in real time so as to correct the driving direction of the vehicle in time, so that the vehicle can also drive normally according to the route on an open road, avoiding the vehicle being affected by the crosswind when driving on an open road and causing driving hazards.

[0027] In a possible implementation manner, after controlling the vehicle to travel according to the target travel control strategy, the method further includes:

[0028] Outputting side wind hazard warning information according to the vehicle speed and the vehicle driving category.

[0029] In this embodiment, by outputting the crosswind hazard warning information to the driver, the driver can be reminded of the danger ahead and the need to be vigilant and respond in time to avoid traffic accidents caused by the driver's untimely response.

[0030] In a possible implementation manner, determining whether the path where the second position is located is an empty path specifically includes:

[0031] Determine information about obstacles within a preset range of the second position using an image acquisition device, a radar detection device, and a vehicle-mounted high-precision map, wherein the obstacle information includes the number of obstacles and the height of the obstacles;

[0032] Determining whether the number of obstacles within the preset range of the second position is less than a number threshold and whether the height of the obstacles is less than a height threshold;

[0033] If so, the path where the second position is located is an open path.

[0034] In this embodiment, various image acquisition devices such as long-focus and short-focus cameras can be used to accurately acquire images of obstacles; radar detection devices such as laser radar and millimeter-wave radar can be used to detect the number and height of obstacles; and the vehicle-mounted high-precision map can be used to locate the position of obstacles, determine whether the obstacles are within the preset range of the second position, and even mark the height. Therefore, the number and height of obstacles within the preset range of the second position can be accurately acquired by using image acquisition devices, radar detection devices, and vehicle-mounted high-precision maps, thereby improving the accuracy of determining the open path. Furthermore, only when the number of obstacles within the preset range of the second position is less than the number threshold and the height of the obstacles is less than the height threshold, the path at the second position is determined to be an open path, further improving the accuracy of determining the open path.

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

[0036] A position acquisition module, used to acquire a first position of the vehicle and determine a second position with a preset path length from the first position;

[0037] An information acquisition module, configured to acquire predicted crosswind information corresponding to the second position when the path where the second position is located is an open path;

[0038] A strategy generation module, used for determining a target driving control strategy according to the predicted crosswind information and the current speed of the vehicle;

[0039] A driving control module is used to control the driving of the vehicle according to the target driving control strategy.

[0040] In a possible implementation, the vehicle driving control device is used to execute any possible method of the first aspect.

[0041] In a third aspect, the present application provides a vehicle driving control device, comprising: a processor, and a memory communicatively connected to the processor;

[0042] The memory stores computer-executable instructions;

[0043] The processor executes the computer-executable instructions stored in the memory to implement the above method.

[0044] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to implement the above-mentioned method when executed by a processor.

[0045] In a fifth aspect, the present application provides a computer program product, including a computer program, which implements the above method when executed by a processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A schematic diagram of a crosswind detection process;

[0047] Figure 2 A system architecture diagram of an embodiment of the present application;

[0048] Figure 3 A schematic diagram of a vehicle driving control process according to an embodiment of the present application;

[0049] Figure 4 A flow chart of a vehicle driving control method according to an embodiment of the present application;

[0050] Figure 5 A flow chart of a vehicle driving control method according to another embodiment of the present application;

[0051] Figure 6 This is a schematic structural diagram of a vehicle driving control device according to an embodiment of the present application;

[0052] Figure 7 It is a structural schematic diagram of a vehicle driving control device according to an embodiment of the present application.

[0053] Figure numerals: 1. vehicle; 2. coastal highway; 3. entrance; 4. target position; 5. camera; 6. radar detection device; 7. vehicle driving control device; 8. cloud; 61. position acquisition module; 62. type judgment module; 63. information acquisition module; 64. strategy generation module; 65. driving control module. DETAILED DESCRIPTION

[0054] Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements.

[0055] First, the terms involved in this application are explained:

[0056] Crosswind refers to wind that has an orthogonal component to a certain direction or the direction of travel. Simply put, the wind blowing from the side of the vehicle body is also called crosswind. When the vehicle is driving, the airflow outside the vehicle will form a downward pressure on the vehicle surface to enhance driving stability, but the sudden crosswind will break this vortex, change the original downforce direction, increase the drag and lift to a certain extent, and cause the vehicle to deviate from the driving route.

[0057] The vehicle driving control method of the embodiment of the present application can be applied to scenarios such as ports, highways, logistics, mines, closed parks, or urban traffic. As long as the scenario involves vehicle driving control on open paths, the method of the present application can be applied.

[0058] When a vehicle is driving, when passing through open roads, the seaside, bridges and other areas with few obstacles around, the normal driving direction of the vehicle is often affected by the crosswind. When the crosswind is strong, it may even deviate from the lane or overturn, especially for vehicles with large cross-sectional areas such as trucks. Due to the large cross-sectional area of ​​the truck body, the crosswind will generate an abnormal lateral force perpendicular to the driving direction of the vehicle. This lateral force will affect the normal driving direction of the vehicle and even cause the vehicle to deviate from the lane or overturn. The driver needs to apply additional steering wheel force to correct the driving direction of the vehicle, which will increase the driver's driving vigilance and fatigue, resulting in an increased probability of traffic accidents. If the crosswind encountered exceeds the driver's expectations, it may cause the vehicle to be unable to control, or even cause the vehicle to overturn, seriously affecting the driver's life safety.

[0059] Usually, sensors installed on the vehicle are used to detect various kinematic signals of the vehicle in real time, and the presence of crosswind is detected by the changes in various kinematic signals. For example, when the truck starts to drive, when the truck is driving on the coastal highway, the control center of the truck will use the body stability system installed on the vehicle to detect various kinematic signals such as the lateral acceleration and yaw acceleration of the truck in real time, and compare the various kinematic signals detected with the corresponding kinematic signal thresholds. When a kinematic signal is detected to exceed the corresponding kinematic signal threshold, it can be determined that there is a crosswind during the driving of the truck, and the control center can prompt the driver to take timely measures through the in-vehicle voice and other means to avoid the impact of the crosswind on the vehicle's driving.

[0060] However, the accuracy of the detection result is low when the kinematic signal is used to detect whether there is a crosswind during driving. For example, when the vehicle is avoiding the front and rear vehicles during driving, the vehicle's kinematic signal will also change significantly, resulting in errors in the crosswind detection result. In addition, this detection method can only identify when the vehicle has been affected by the crosswind for a certain period of time, which greatly increases the detection response time and may cause the user to miss the last opportunity to correct the error, resulting in driving danger. Figure 1 It is a schematic diagram of the crosswind detection process, such as Figure 1 As shown, when vehicle 1 just arrives at the entrance 3 of the coastal highway 2, due to the crosswind just appearing around the vehicle body, the kinematic signal of vehicle 1 gradually changes. However, in order to prevent misjudgment, it is generally set that the crosswind will not be judged until the kinematic signal changes continuously for a certain time limit. At this time, the vehicle may have already driven to the target position 4. The detection response time of the whole process is long, but at this time the normal driving of vehicle 1 has been continuously affected by the crosswind. At this time, the system intervention may not have time to take corresponding measures, or it may interfere with the measures taken by the driver before, making the vehicle more uncontrollable or even causing a traffic accident.

[0061] The vehicle driving control method provided by the present application is intended to solve the above technical problems. The method can determine in real time during the vehicle driving whether the path at the second position of the front side of the driving direction and the preset path length from the first position where the vehicle is located is an open path. If the path at the second position is an open path, the normal driving of the vehicle on the open path will be affected by the crosswind. Through such a setting, an open path with a crosswind can be detected in advance during the vehicle driving, and the accuracy of the crosswind detection is improved through the open path. At the same time, the detection of the crosswind can be responded to in advance to provide users with sufficient time to take corresponding measures, so as to avoid the long response time of the crosswind detection causing the user to miss the final error correction opportunity and cause driving danger. Further, after the open path with a crosswind is detected in advance, the target driving control strategy corresponding to the vehicle can be determined according to the current vehicle speed and the predicted crosswind information of the open path, and the vehicle driving can be controlled in advance according to the target driving control strategy, so that the vehicle can also drive normally according to the route on the open path, avoiding the vehicle being affected by the crosswind when driving on the open path and causing driving danger.

[0062] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0063] Figure 2 This is a system architecture diagram of an embodiment of the present application, such as Figure 2As shown, during the driving process, the vehicle driving control device 7 obtains the first position of the vehicle 1 according to the vehicle-mounted GPS system, and determines the second position 2km away from the first position in the front side of the driving direction in the planned driving path. Afterwards, the vehicle driving control device 7 uses the camera 5, the radar detection device 6 and the vehicle-mounted high-precision map set on the vehicle body to determine the obstacle information within the preset range of the second position, and judges whether the path where the second position is located is an open path according to the obstacle information. If so, the vehicle driving control device 7 uses the speed display panel on the vehicle 1 to determine the current speed of the vehicle 1, and obtains the predicted side wind information corresponding to the second position through the cloud 8. Afterwards, the vehicle driving control device 7 determines the target driving control strategy corresponding to the vehicle 1 according to the predicted side wind information and the current speed, and controls the vehicle 1 to drive according to the target driving control strategy. When it is detected that the vehicle 1 drives to the second position, the vehicle driving control device 7 uses the wheel speed sensor on the vehicle 1 to determine the actual speed of the vehicle 1, and uses the body stability system set on the vehicle body to obtain the kinematic signal in real time. Afterwards, the vehicle driving control device 7 corrects the vehicle speed, steering angle or vehicle torque in the first driving control strategy according to the kinematic signal and the current speed. The vehicle driving control device 7 controls the vehicle 1 to drive according to the corrected first driving control strategy until the vehicle 1 drives out of an open path.

[0064] Figure 3 FIG. 1 is a schematic diagram of a vehicle driving control process according to an embodiment of the present application. Figure 3 As shown, when vehicle 1 drives to position A, vehicle 1 detects position B 2 km ahead of position A on the highway, and the coastal highway 2 where position B is located is an open path. After that, vehicle 1 drives in advance on the path from position A to position B according to the target driving control strategy that can eliminate the influence of side wind. When the vehicle drives to position B, the kinematic signal corresponding to position B and the actual speed of the vehicle are obtained in real time, the target driving control strategy is adjusted, and vehicle 1 is controlled to drive according to the adjusted driving control strategy until vehicle 1 drives out of the coastal highway 2.

[0065] Embodiment 1

[0066] Figure 4 This is a flow chart of a vehicle driving control method provided by an embodiment of the present application. The execution subject of the vehicle driving control method provided by the embodiment of the present application can be a vehicle integrated with a vehicle driving control device, or it can be a cloud server. This embodiment uses the execution subject as a vehicle integrated with a vehicle driving control device (referred to as: vehicle) to illustrate the vehicle driving control method. Figure 4 As shown, the vehicle driving control method may include the following steps:

[0067] S101: Acquire a first position of a vehicle and determine a second position that is a preset path length away from the first position.

[0068] In this embodiment, the vehicle's first position can be acquired in real time using the vehicle's onboard GPS system. The second position can be a position in the planned driving path of the vehicle that is a preset path length in front of the first position in the driving direction. The planned driving path can be a path pre-planned by the onboard high-precision map based on the departure and destination input by the driver, so that the vehicle can travel according to the planned driving path. The front side in the driving direction refers to the front of the vehicle, that is, the side that the vehicle is about to arrive at.

[0069] In this embodiment, those skilled in the art may flexibly set the preset path length. For example, the preset path length may be 2 km or 2.5 km, and no limitation is made herein.

[0070] For example, the vehicle is located at position A on the highway and is traveling along the highway toward the right. Position B on the highway, which is located on the right side of the vehicle and 2 km away from position A, is the second position.

[0071] S102: When the path where the second position is located is an open path, obtain predicted crosswind information corresponding to the second position.

[0072] In this embodiment, an open path refers to a path with basically no obstacles or very low obstacles around, such as a coastal highway, a bridge between two mountains, etc. An open path will generate crosswinds due to the absence of obstacles, and the crosswinds will directly blow onto the vehicle body and have a negative impact on the driving of the vehicle. On the other hand, a path with obstacles around will hardly generate crosswinds due to the obstruction of the obstacles, and will not affect the driving of the vehicle. Therefore, by determining whether the path at the second position is an open path, it is possible to simply and accurately detect whether there is a crosswind, thereby improving the accuracy of crosswind detection.

[0073] In a possible implementation, whether the path of the second position in the above step S102 is an open path can be determined in the following manner: using an image acquisition device, a radar detection device, and an on-board high-precision map to determine information about obstacles within a preset range of the second position, the obstacle information including the number of obstacles and the height of obstacles; determining whether the number of obstacles within the preset range of the second position is less than a number threshold and whether the height of obstacles is less than a height threshold; if so, the path of the second position is an open path. If not, the path of the second position is not an open path, and the above step S101 is executed again.

[0074] In this embodiment, the barrier can be a naturally existing mountain, a tree, or an artificially constructed building, without any limitation, as long as it can play a blocking role. Those skilled in the art can flexibly set the preset range as needed. For example, the preset range can be a 50m radius with the second position as the center, or a 100m radius with the second position as the center, without any limitation. In addition, those skilled in the art can also flexibly set the number threshold and the height threshold as needed, without any limitation.

[0075] In this embodiment, various image acquisition devices such as long-focus and short-focus cameras can be used to accurately acquire images of obstacles; radar detection devices such as laser radar and millimeter-wave radar can be used to detect the number and height of obstacles; and the vehicle-mounted high-precision map can be used to locate the position of obstacles, determine whether the obstacles are within the preset range of the second position, and even mark the height. Therefore, the number and height of obstacles within the preset range of the second position can be accurately acquired by using image acquisition devices, radar detection devices, and vehicle-mounted high-precision maps, thereby improving the accuracy of determining the open path. Furthermore, only when the number of obstacles within the preset range of the second position is less than the number threshold and the height of the obstacles is less than the height threshold, the path at the second position is determined to be an open path, further improving the accuracy of determining the open path.

[0076] In this embodiment, the vehicle can send the side wind acquisition information to the cloud. After receiving the side wind acquisition information, the cloud can obtain the corresponding predicted side wind information according to the second position in the side wind acquisition information, and then the cloud sends the predicted side wind information to the vehicle. When the cloud obtains the predicted side wind information corresponding to the second position, illustratively, the weather forecast of the city or region where the second position is located at this time can be first determined, and then the predicted side wind information can be determined according to the wind force information such as the wind force level and wind speed in the weather forecast.

[0077] It should be noted that when the executing entity is a cloud server, after the second location is determined on the cloud, the cloud can determine the weather forecast for the city or region where the second location is located at this time, and determine the predicted side wind information corresponding to the second location based on wind information such as wind level and wind speed in the weather forecast.

[0078] In this embodiment, since the vehicle has not yet traveled to the second position, the crosswind information of the second position cannot be accurately detected, so the predicted crosswind information corresponding to the second position can be obtained through the cloud. The predicted crosswind information may include: crosswind level and wind speed.

[0079] S103: Determine a target driving control strategy corresponding to the vehicle according to the predicted crosswind information and the current vehicle speed.

[0080] In this embodiment, the current speed of the vehicle may be determined using a wheel speed sensor or the like on the vehicle.

[0081] In one possible implementation, the above-mentioned step S103 determines the target driving control strategy corresponding to the vehicle based on the predicted side wind information and the current speed of the vehicle, and may include: determining the target side wind impact level corresponding to the predicted side wind information and the current speed based on a preset first side wind impact level correspondence table; determining the target driving control strategy corresponding to the target side wind impact level based on the correspondence between the preset side wind impact level and the driving control strategy.

[0082] In this embodiment, different side wind information and vehicle speeds may correspond to different side wind impact levels. For example, if the side wind level is greater and the vehicle speed is greater, the impact of the side wind on the vehicle's driving will be greater, and the side wind impact level will be higher. On the contrary, if the side wind level is smaller and the vehicle speed is smaller, the impact of the side wind on the vehicle's driving will be smaller, and the side wind impact level will be lower.

[0083] Exemplarily, the following Table 1 shows a corresponding relationship table of the first crosswind impact level:

[0084] Table 1

[0085]

[0086] In this embodiment, the corresponding target side wind impact level is determined according to the predicted side wind information and the current vehicle speed, and the specific target driving control strategy is determined according to the target side wind impact level, so that the target driving control strategy can accurately respond to the impact of the side wind, achieve precise control and response to the side wind impact, and avoid driving hazards caused by driver's miscalculation.

[0087] In a possible implementation manner, the target driving control strategy may include one or more of a steering angle, a vehicle speed, a vehicle driving category, and a vehicle torque.

[0088] In this embodiment, the vehicle driving category refers to automatic driving and manual driving. When the crosswind impact level is high and the vehicle driving category is automatic driving, the automatic driving can be switched to manual driving to deal with the impact of the crosswind more flexibly and accurately. The steering angle and the vehicle torque both adjust the direction of the vehicle body. By adjusting the steering angle and the vehicle torque, the abnormal lateral force perpendicular to the vehicle's driving direction caused by the crosswind can be eliminated, so that the vehicle can travel in the normal direction. Since the impact of the crosswind on high-speed vehicles is much greater than that on low-speed vehicles, the impact of the crosswind on the vehicle can be reduced by reducing the speed. Of course, the target driving control strategy can also include other aspects. As long as the impact of the crosswind can be eliminated through the target driving control strategy, no restrictions are made here.

[0089] In this embodiment, different levels of side wind impact can correspond to different driving control strategies. For example, if the level of side wind impact is low, the driving control strategy can be to simply adjust the steering angle to avoid the impact of the side wind; if the level of side wind impact is high, the driving control strategy can be to adjust the steering angle and reduce the vehicle speed to the minimum speed of the highway to avoid the impact of the side wind.

[0090] Exemplarily, the following Table 2 shows the correspondence between the crosswind impact level and the driving control strategy:

[0091] Table 2

[0092]

[0093] It should be noted that the above-mentioned speed reduction can be a gradual speed reduction or a direct speed reduction to the minimum speed of the expressway (60 km / h). For example, when the crosswind impact level is medium, the current speed is 90 km / h, the speed can be first reduced to 80 km / h, then reduced to 70 km / h, or directly reduced to 60 km / h. The specific speed reduction method can be flexibly set by those skilled in the art and is not limited here.

[0094] It should also be noted that before controlling the vehicle driving according to the target driving control strategy, the current vehicle driving category can also be determined. If the current vehicle driving category is automatic driving and the crosswind impact level is high, the automatic driving needs to be switched to manual driving.

[0095] In this embodiment, by adjusting one or more of the steering angle, vehicle speed, vehicle driving category and vehicle torque, the target driving control strategy can more accurately respond to the impact of side winds, and further achieve precise control and response to the impact of side winds.

[0096] S104: Control the vehicle driving according to the target driving control strategy.

[0097] In this embodiment, when the execution subject is a cloud server, the cloud server can send the target driving control strategy to the vehicle to instruct the vehicle to drive according to the target driving control strategy.

[0098] In a possible implementation, after the vehicle is controlled to travel according to the target travel control strategy in step S105, the method may further include: outputting crosswind hazard warning information according to the vehicle speed and the vehicle driving category. By outputting the crosswind hazard warning information to the driver, the driver may be reminded of the danger ahead and the need to be vigilant and respond in time, thereby avoiding traffic accidents caused by the driver's untimely response.

[0099] In this embodiment, the crosswind hazard warning information can be output to the driver through the vehicle voice. For example, the crosswind hazard warning information can be: the crosswind impact level ahead is high, and the manual driving mode will be switched soon. Please adjust the steering angle and reduce the vehicle speed to the minimum speed, and drive slowly and carefully.

[0100] In this embodiment, it is possible to determine in real time during the driving of the vehicle whether the path at the second position of the front side of the driving direction and the preset path length from the first position where the vehicle is located is an open path. If the path at the second position is an open path, the normal driving of the vehicle on the open path will be affected by the crosswind. Through such a setting, an open path with a crosswind can be detected in advance during the driving of the vehicle, and the accuracy of the crosswind detection is improved through the open path. At the same time, the detection of the crosswind can be responded to in advance to provide the user with sufficient time to take corresponding measures, so as to avoid the long response time of the crosswind detection causing the user to miss the final error correction opportunity and cause driving danger. Further, after the open path with a crosswind is detected in advance, the target driving control strategy corresponding to the vehicle can be determined according to the current vehicle speed and the predicted crosswind information of the open path, and the vehicle driving can be controlled in advance according to the target driving control strategy, so that the vehicle can also drive normally according to the route on the open path, and the vehicle can avoid being affected by the crosswind when driving on the open path and causing driving danger.

[0101] Embodiment 2

[0102] Figure 5 This is a flow chart of a vehicle driving control method provided by an embodiment of the present application. The execution subject of the vehicle driving control method provided by the embodiment of the present application can be a vehicle integrated with a vehicle driving control device, or it can be a cloud server. This embodiment uses the execution subject as a vehicle integrated with a vehicle driving control device (referred to as: vehicle) to illustrate the vehicle driving control method. Figure 5 As shown, the vehicle driving control method may include the following steps:

[0103] S201: Acquire a first position of the vehicle and determine a second position with a preset path length from the first position. In this embodiment, the specific method for determining the second position is shown in step S101 of the first embodiment, which will not be described in detail here.

[0104] S202: When the path where the second position is located is an open path, obtain the predicted crosswind information corresponding to the second position. In this embodiment, the specific method of determining an open path and the method of obtaining the predicted crosswind information are shown in step S102 of the first embodiment, which will not be described in detail here.

[0105] S203: Determine the target driving control strategy corresponding to the vehicle according to the predicted crosswind information and the current vehicle speed. In this embodiment, the specific method for determining the target driving control strategy is shown in step S103 of the first embodiment, which will not be described in detail here.

[0106] S204: Control the vehicle to travel according to the target travel control strategy. In this embodiment, the specific control method is shown in step S104 of the first embodiment, which will not be described in detail here.

[0107] S205: When it is detected that the vehicle travels to the second position, an actual kinematic signal corresponding to the second position and an actual vehicle speed of the vehicle are acquired in real time.

[0108] In this embodiment, the current speed of the vehicle can be directly determined by using a wheel speed sensor on the vehicle. The kinematic signal includes the lateral acceleration, yaw rate and gravity acceleration of the vehicle body stability system.

[0109] S206: Determine the actual side wind impact level corresponding to the actual kinematic signal and the actual vehicle speed according to a preset second side wind impact level correspondence table.

[0110] Exemplarily, the following Table 3 shows the corresponding relationship table of the second crosswind impact level:

[0111] Table 3

[0112]

[0113] S207: Adjust the target driving control strategy according to the actual crosswind impact level and the kinematic signal. The adjustment content may include vehicle speed, steering angle or vehicle torque.

[0114] In this embodiment, after the vehicle is controlled to travel according to the target travel control strategy, and when the vehicle is detected to travel to the second position, the actual kinematic signal corresponding to the second position and the actual vehicle speed can also be obtained in real time, and the actual crosswind impact level can be determined according to the actual kinematic signal and the actual vehicle speed, and the target travel control strategy can be adjusted and corrected in real time according to the actual crosswind impact level and the kinematic signal of the vehicle. Through such a setting, the error caused by the large difference between the predicted crosswind information and the actual information can be avoided, so that the target travel control strategy can more accurately respond to the impact of the crosswind, and further achieve accurate control and response to the crosswind impact.

[0115] In a possible implementation, the step S208 of adjusting the target driving control strategy according to the actual crosswind impact level and the kinematic signal may include:

[0116] S2071: Determine a first driving control strategy corresponding to the actual side wind impact level according to a preset correspondence between the side wind impact level and the driving control strategy.

[0117] S2072: While controlling the vehicle's driving according to the first driving control strategy, continuously acquiring the vehicle's kinematic signals.

[0118] S2073: Correct the vehicle speed, steering angle or vehicle torque in the first driving control strategy according to the kinematic signal.

[0119] In this embodiment, the first driving control strategy corresponding to the vehicle can be determined according to the actual crosswind impact level, and the driving control strategy can be corrected as a whole, so that the first driving control strategy is more in line with the actual crosswind impact. Then, in the process of controlling the vehicle driving according to the first driving control strategy, the kinematic signal of the vehicle's steering system can be continuously obtained. If a certain kinematic signal exceeds the corresponding threshold, it means that the first driving control strategy has not completely eliminated the impact of the crosswind, and the steering angle or vehicle torque in the first driving control strategy needs to be corrected according to the kinematic signal. Through such a setting, the driving condition of the vehicle can be monitored in real time so as to correct the driving direction of the vehicle in time, so that the vehicle can also drive normally according to the route on an open road, avoiding the vehicle being affected by the crosswind when driving on an open road and causing driving hazards.

[0120] The vehicle driving control method of the present application is described below with reference to a specific embodiment.

[0121] Embodiment 3

[0122] In a specific embodiment, a driver drives a tractor trailer using an automatic driving function on a highway, and a vehicle driving control device of the vehicle drives the vehicle safely. The specific control process is as follows:

[0123] In the first step, the vehicle driving control device determines that the vehicle is currently located at position A through the on-board GPS system, and position B is 2 km ahead of position A in the current driving route in the on-board high-precision map.

[0124] In the second step, the vehicle driving control device uses the camera, radar detection device and the on-board high-precision map to determine that there are no obstacles within a radius of 100 meters at position B. It is a bridge highway spanning between two mountains and is an open path.

[0125] In the third step, the vehicle driving control device uses the wheel speed sensor on the vehicle to determine that the current speed of the vehicle is 90Km / h; the vehicle driving control device sends the side wind acquisition information to the cloud. After receiving the side wind acquisition information, the cloud obtains the corresponding predicted side wind level (side wind level 6) according to the weather forecast of the area where the position B in the side wind acquisition information is located, and then the cloud sends the predicted side wind level (side wind level 6) to the vehicle.

[0126] In the fourth step, the vehicle driving control device determines that the target sidewind impact level corresponding to the vehicle is high according to the predicted sidewind level (sidewind level 6) and the current vehicle speed (90Km / h), and the target driving control strategy corresponding to this level is to adjust the steering angle, reduce the vehicle speed to the minimum speed of the highway (60Km / h), switch the automatic driving to manual driving and output danger warnings to the driver through the in-vehicle voice.

[0127] In the fifth step, the vehicle driving control device controls the vehicle driving according to the target driving control strategy, and outputs crosswind hazard warning information to the driver through the in-vehicle voice: the crosswind impact level ahead is high, and it will be switched to manual driving mode soon. Please adjust the steering angle and reduce the vehicle speed to the minimum speed, and drive slowly and carefully.

[0128] In the sixth step, when the vehicle driving control device detects that the vehicle has traveled to position B, it uses the wheel speed sensor on the vehicle to determine that the current speed of the vehicle is 60Km / h; and obtains the kinematic signal of the body stability system set on the vehicle body and the actual vehicle speed.

[0129] In the seventh step, the vehicle driving control device determines that the target side wind impact level corresponding to the vehicle is low according to the actual kinematic signal and the current vehicle speed (60Km / h), and the first driving control strategy corresponding to this level is to adjust the steering angle.

[0130] In the eighth step, when controlling the vehicle driving according to the first driving control strategy, the vehicle driving control device continuously obtains the vehicle's lateral acceleration, yaw angular velocity and gravity acceleration, and determines that each kinematic signal does not exceed the corresponding threshold, and there is no need to correct the first driving control strategy.

[0131] In the ninth step, the vehicle driving control device continues to control the vehicle driving according to the first driving control strategy until the vehicle drives out of the bridge highway.

[0132] Figure 6 FIG. 1 is a schematic diagram of the structure of a vehicle driving control device according to an embodiment of the present application. Figure 6As shown, the vehicle driving control device includes: a position acquisition module 61, an information acquisition module 62, a strategy generation module 63 and a driving control module 64. Among them, the position acquisition module 61 is used to obtain the first position of the vehicle and determine the second position of a preset path length from the first position. The information acquisition module 62 is used to obtain the predicted side wind information corresponding to the second position when the path where the second position is located is an open path. The strategy generation module 63 is used to determine the target driving control strategy corresponding to the vehicle based on the predicted side wind information and the current speed of the vehicle. The driving control module 64 is used to control the vehicle driving according to the target driving control strategy. In one embodiment, the description of the specific functions implemented by the vehicle driving control device can refer to steps S101-S104 in Example 1, which will not be repeated here.

[0133] Figure 7 FIG. 1 is a schematic diagram of the structure of a vehicle driving control device according to an embodiment of the present application. Figure 7 As shown, the vehicle driving control device includes: a processor 101, and a memory 102 that is communicatively connected to the processor 101; the memory 102 stores computer execution instructions; the processor 101 executes the computer execution instructions stored in the memory 102 to implement the steps of the vehicle driving control method in the above-mentioned method embodiments.

[0134] The vehicle driving control device can be independent or a part of the vehicle, and the processor 101 and the memory 102 can adopt the existing hardware of the vehicle.

[0135] In the above-mentioned vehicle driving control device, the memory 102 and the processor 101 are electrically connected directly or indirectly to realize data transmission or interaction. For example, these elements can be electrically connected to each other through one or more communication buses or signal lines, such as through a bus connection. The memory 102 stores computer-executable instructions for implementing the data access control method, including at least one software function module that can be stored in the memory 102 in the form of software or firmware. The processor 101 executes various functional applications and data processing by running the software programs and modules stored in the memory 102.

[0136] The memory 102 may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electric erasable programmable read-only memory (EEPROM), etc. The memory 102 is used to store programs, and the processor 101 executes the programs after receiving the execution instruction. Furthermore, the software programs and modules in the above-mentioned memory 102 may also include an operating system, which may include various software components and / or drivers for managing system tasks (such as memory management, storage device control, power management, etc.), and may communicate with various hardware or software components to provide an operating environment for other software components.

[0137] The processor 101 may be an integrated circuit chip having the ability to process signals. The processor 101 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. The methods, steps, and logic diagrams disclosed in the embodiments of the present application may be implemented or executed. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc.

[0138] An embodiment of the present application further provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the steps of each method embodiment of the present application.

[0139] An embodiment of the present application further provides a computer program product, including a computer program, which implements the steps of each method embodiment of the present application when executed by a processor.

[0140] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0141] It should be understood that the present application is not limited to the exact construction that has been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof.

Claims

1. A vehicle driving control method, characterized in that: include: Acquire a first position of the vehicle, and determine a second position of a preset path length from the first position; When the path where the second position is located is an open path, obtaining predicted crosswind information corresponding to the second position; Determining a target driving control strategy according to the predicted crosswind information and the current speed of the vehicle; Controlling the vehicle to travel according to the target travel control strategy; When it is detected that the vehicle travels to the second position, acquiring in real time an actual kinematic signal corresponding to the second position and an actual vehicle speed of the vehicle; Determining an actual side wind impact level corresponding to the actual kinematic signal and the actual vehicle speed according to a preset second side wind impact level correspondence relationship table; The target driving control strategy is adjusted according to the actual crosswind impact level and the kinematic signal, wherein the kinematic signal includes lateral acceleration, yaw angular velocity and gravitational acceleration.

2. The method according to claim 1, characterized in that The determining of the target driving control strategy according to the predicted side wind information and the current vehicle speed includes: Determining a target side wind impact level corresponding to the predicted side wind information and the current vehicle speed according to a preset first side wind impact level correspondence table; According to the corresponding relationship between the preset side wind impact level and the driving control strategy, the target driving control strategy corresponding to the target side wind impact level is determined.

3. The method according to claim 2, characterized in that The target driving control strategy includes one or more of a steering angle, a vehicle speed, a vehicle driving category and a vehicle torque.

4. The method according to claim 1, characterized in that: The adjusting the target driving control strategy according to the actual crosswind impact level and the kinematic signal specifically includes: Determining a first driving control strategy corresponding to the actual side wind impact level according to a preset correspondence relationship between the side wind impact level and the driving control strategy; During the process of controlling the vehicle to travel according to the first travel control strategy, continuously acquiring a kinematic signal of the vehicle; The vehicle speed, steering angle or vehicle torque in the first driving control strategy is corrected according to the kinematic signal.

5. The method according to claim 3, characterized in that: After controlling the vehicle to travel according to the target travel control strategy, the method further includes: Outputting side wind hazard warning information according to the vehicle speed and the vehicle driving category.

6. The method according to claim 5, characterized in that Determining whether the path where the second position is located is an empty path specifically includes: Determine information about obstacles within a preset range of the second position using an image acquisition device, a radar detection device, and a vehicle-mounted high-precision map, wherein the obstacle information includes the number of obstacles and the height of the obstacles; Determining whether the number of obstacles within the preset range of the second position is less than a number threshold and whether the height of the obstacles is less than a height threshold; If so, the path where the second position is located is an open path.

7. A vehicle driving control device, comprising: A position acquisition module, used to acquire a first position of the vehicle and determine a second position with a preset path length from the first position; An information acquisition module, configured to acquire predicted crosswind information corresponding to the second position when the path where the second position is located is an open path; A strategy generation module, used for determining a target driving control strategy according to the predicted crosswind information and the current speed of the vehicle; A driving control module, used for controlling the driving of the vehicle according to the target driving control strategy; The information acquisition module is further configured to acquire, in real time, an actual kinematic signal corresponding to the second position and an actual vehicle speed of the vehicle when detecting that the vehicle has traveled to the second position; Determining an actual side wind impact level corresponding to the actual kinematic signal and the actual vehicle speed according to a preset second side wind impact level correspondence relationship table; The strategy generation module is further used to adjust the target driving control strategy according to the actual side wind impact level and the kinematic signal, wherein the kinematic signal includes lateral acceleration, yaw angular velocity and gravity acceleration.

8. A vehicle driving control device, comprising a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 6 when executed by a processor.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the computer program is used to implement the method according to any one of claims 1 to 6.

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