Vehicle-meeting control method, device, vehicle control equipment and storage medium

Abstract

The present invention discloses a meeting control method, device, vehicle control equipment and storage medium. When a main vehicle is traveling, it is determined whether the driving condition of the main vehicle is a preset driving condition based on environmental data sensed by the main vehicle. The preset driving condition is that the width of a drivable area between a first obstacle on a lane where the main vehicle is located and a second obstacle on an opposite lane is less than a preset width. When an oncoming vehicle is detected traveling toward the drivable area, a yielding time difference for the main vehicle to yield to the oncoming vehicle is calculated as a first yielding cost based on environmental data, first state data of the main vehicle and second state data of the oncoming vehicle. A yielding time difference for the oncoming vehicle to yield to the main vehicle is calculated as a second yielding cost. The main vehicle is controlled to meet other vehicles based on the first yielding cost and the second yielding cost, so that the main vehicle calculates the first yielding cost and the second yielding cost and decides whether to yield to the oncoming vehicle, thereby avoiding the main vehicle from getting stuck when meeting other vehicles, and allowing the main vehicle and the oncoming vehicle to meet safely.

Description

Technical Field

[0001] The present invention relates to the technical field of autonomous driving vehicles, and in particular to a vehicle-meeting control method, device, vehicle control equipment and storage medium. Background Art

[0002] As more and more self-driving vehicles are being used, it is inevitable that they will meet other vehicles while driving on the road.

[0003] like Figure 1 As shown, when there are obstacles C and D on the road, resulting in that the width of the drivable area E between obstacles C and D can only pass one vehicle, the main vehicle A (autonomous driving vehicle) and the oncoming vehicle B are traveling in opposite directions and need to pass through the drivable area E. For the main vehicle A, the main vehicle A cannot decide whether the main vehicle A passes through the drivable area E first or the oncoming vehicle B passes through the drivable area E first, resulting in the main vehicle A and the oncoming vehicle B possibly traveling to the drivable area E at the same time. The main vehicle A brakes suddenly, and the main vehicle A and the oncoming vehicle B are stuck in the drivable area E. The back-end needs to remotely control the main vehicle A to solve the stuck situation. Summary of the invention

[0004] The present invention provides a meeting control method, device, vehicle control equipment and storage medium to solve the problem in the prior art that an autonomous driving vehicle is unable to make a decision to meet another vehicle, resulting in the autonomous driving vehicle being stuck due to sudden brakes.

[0005] In a first aspect, the present invention provides a vehicle-meeting control method, comprising:

[0006] During the driving of the main vehicle, determining whether the driving condition of the main vehicle is a preset driving condition according to the environmental data sensed by the main vehicle, wherein the preset driving condition is that the width of the drivable area between a first obstacle on the lane where the main vehicle is located and a second obstacle on the opposite lane is less than a preset width;

[0007] If yes, when it is detected that an oncoming vehicle in the oncoming lane is driving towards the drivable area, the first state data of the host vehicle and the second state data of the oncoming vehicle are acquired;

[0008] According to the environmental data, the first state data and the second state data, a time difference between the host vehicle and the oncoming vehicle for passing through the drivable area is calculated as a first yielding cost, and a time difference between the oncoming vehicle and the host vehicle for passing through the drivable area is calculated as a second yielding cost;

[0009] The host vehicle is controlled according to the first yielding cost and the second yielding cost so that the host vehicle meets the oncoming vehicle.

[0010] In a second aspect, the present invention provides a vehicle-meeting control device, comprising:

[0011] A driving road condition confirmation module is used to determine whether the driving road condition of the main vehicle is a preset driving road condition according to environmental data sensed by the main vehicle during the driving process of the main vehicle, and the preset driving road condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than a preset width;

[0012] A vehicle status data acquisition module, configured to acquire first status data of the host vehicle and second status data of the oncoming vehicle when detecting that an oncoming vehicle in the oncoming lane is traveling toward the drivable area;

[0013] a yield time difference calculation module, configured to calculate the yield time difference for the host vehicle to yield to the oncoming vehicle to pass through the drivable area as a first yield cost, and calculate the yield time difference for the oncoming vehicle to yield to the host vehicle to pass through the drivable area as a second yield cost according to the environmental data, the first state data, and the second state data;

[0014] The meeting control module is used to control the main vehicle according to the first yielding cost and the second yielding cost so that the main vehicle meets the oncoming vehicle.

[0015] In a third aspect, the present invention provides a vehicle control device, the vehicle control device comprising:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle meeting control method described in the first aspect of the present invention.

[0019] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle meeting control method described in the first aspect of the present invention when executed.

[0020] In the embodiment of the present invention, the preset driving condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is smaller than the preset width. When it is detected that the main vehicle is in the preset driving condition and there is an oncoming vehicle in the opposite lane driving towards the drivable area, the yield time difference of the main vehicle giving way to the oncoming vehicle to pass through the drivable area is calculated as the first yield cost through the environmental data, the first state data of the main vehicle and the second state data of the oncoming vehicle, and the yield time difference of the oncoming vehicle giving way to the main vehicle to pass through the drivable area is calculated as the second yield cost. The first yield cost and the second yield cost are used to control the main vehicle so that the main vehicle and the oncoming vehicle can meet each other. The first yield cost is calculated so that the main vehicle gives way to the oncoming vehicle to pass through the drivable area first, and the second yield cost is calculated so that the oncoming vehicle gives way to the main vehicle to pass through the drivable area. The first yield cost and the second yield cost are used to determine whether the main vehicle gives way to the oncoming vehicle or the oncoming vehicle gives way to the main vehicle. This solves the problem that the main vehicle cannot decide whether to give way to the oncoming vehicle during meeting, resulting in the main vehicle being stuck due to sudden brakes. This enables the main vehicle and the oncoming vehicle to meet smoothly and safely, avoids the main vehicle being stuck during meeting, and improves the performance of the autonomous driving vehicle.

[0021] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 is a schematic diagram of a vehicle-meeting scenario according to an embodiment of the present invention;

[0024] Figure 2 is a flow chart of a vehicle-meeting control method provided in Embodiment 1 of the present invention;

[0025] Figure 3A is a flow chart of a vehicle-meeting control method provided by Embodiment 2 of the present invention;

[0026] Figure 3B is a schematic diagram of a meeting trajectory in an embodiment of the present invention;

[0027] Figure 3C is a schematic diagram of a search algorithm generating a path in an embodiment of the present invention;

[0028] Figure 4is a structural schematic diagram of a vehicle-meeting control device provided in Embodiment 3 of the present invention;

[0029] Figure 5 It is a structural schematic diagram of a vehicle control device provided in Embodiment 4 of the present invention. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0031] Embodiment 1

[0032] Figure 2 This is a flow chart of a method for controlling a vehicle-on-road collision provided in the first embodiment of the present invention. This embodiment can be applied to controlling a self-driving vehicle and an oncoming vehicle to meet each other when there are obstacles on the road. The method can be executed by a vehicle-on-road collision control device, which can be implemented in the form of hardware and / or software. The vehicle-on-road collision control device can be configured in a vehicle control device, which can be a driving computer of the self-driving vehicle or a remote server that communicates with the self-driving vehicle. Figure 2 As shown, the vehicle-meeting control method includes:

[0033] S201. During driving of the host vehicle, determining whether a driving condition of the host vehicle is a preset driving condition based on environmental data sensed by the host vehicle.

[0034] In this embodiment, the preset driving condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than the preset width. The main vehicle may be an autonomous driving vehicle, and the first obstacle and the second obstacle may be illegally parked vehicles on the road or other objects that block the main vehicle and the opposite vehicle from driving.

[0035] like Figure 1 As shown, the main vehicle A is traveling on lane R1, and the oncoming vehicle B is traveling on lane R2. Lane R1 is the main lane, and lane R2 is the opposite lane. The first obstacle C is an obstacle located on lane R1 where the main vehicle A is located, and the second obstacle D is an obstacle located on opposite lane R2. The first obstacle C and the second obstacle D are at least partially arranged opposite to each other in a direction perpendicular to lane R1.

[0036] like Figure 1As shown, the area between the first obstacle C and the second obstacle D is the drivable area E. In this embodiment, the environment around the main vehicle can be sensed by the sensor on the main vehicle to obtain environmental data. The environmental data may include data such as the position and size of the first obstacle C and the second obstacle D, so as to determine whether the first obstacle C and the second obstacle D are directly opposite to each other, and calculate the width of the drivable area E between the first obstacle C and the second obstacle D. The width is the size of the drivable area E in the direction perpendicular to the lane. If the first obstacle C and the second obstacle D are respectively on the lane where the main vehicle is located and the opposite lane and are directly opposite to each other, and the width of the drivable area E is less than the preset width, it can be determined that the driving condition of the main vehicle A is the preset driving condition, and S202-S204 are executed. If not, the meeting control process of this embodiment is terminated, and environmental data is continuously obtained to determine whether it is in the preset driving condition.

[0037] S202: When it is detected that an oncoming vehicle is driving towards a drivable area in an opposite lane, first state data of the host vehicle and second state data of the oncoming vehicle are acquired.

[0038] like Figure 1 As shown, when the main vehicle A detects through the sensor that there is an oncoming vehicle R2 on the opposite lane R2 driving towards the drivable area E, the first state data of the main vehicle and the second state data of the oncoming vehicle can be obtained, wherein the state data of the main vehicle and the oncoming vehicle may include the speed, acceleration, position, and direction of the front of the vehicle, and of course may also include parameters such as the width, length, and other external dimensions of the vehicle.

[0039] In one example, the status data of the oncoming vehicle can be obtained through at least one of the laser sensor, camera, radar, ultrasonic sensor, and positioning sensor on the main vehicle A, and the status data of the main vehicle A can be obtained through the speed sensor, acceleration sensor, etc. on the main vehicle A.

[0040] S203, calculating the time difference for the host vehicle to give way to the oncoming vehicle through the drivable area as a first yielding cost based on the environmental data, the first state data and the second state data, and calculating the time difference for the oncoming vehicle to give way to the host vehicle through the drivable area as a second yielding cost.

[0041] The yield time difference is the difference between the time required for not giving way to other vehicles and the time required for giving way to other vehicles when vehicles arrive at the same target position. Specifically, in this embodiment, assuming that the host vehicle does not give way to the oncoming vehicle and the path of avoiding obstacles on the lane where the host vehicle is located is the first path, and the path of the host vehicle giving way to the oncoming vehicle and avoiding obstacles on the oncoming vehicle and the lane where the host vehicle is located is the second path, then the difference between the time required to complete the second path and the time required to complete the first path is the first yield cost.

[0042] Similarly, the path in which the oncoming vehicle does not give way to the main vehicle and avoids obstacles in the lane where the oncoming vehicle is located is the third path, and the path in which the oncoming vehicle gives way to the main vehicle and avoids obstacles in the lanes where the main vehicle and the oncoming vehicle are located is the fourth path. The difference between the time required to execute the fourth path and the time required to execute the third path is the second yield cost.

[0043] In this embodiment, the first path, the second path, the third path, and the fourth path can be planned by combining obstacle data, road data, environmental data such as data of other vehicles on the road, first state data of the main vehicle, second state data of the oncoming vehicle, and other data with path planning algorithms such as a search path planning algorithm and a secondary optimization path planning algorithm to calculate the first yield cost of the main vehicle and the second yield cost of the oncoming vehicle, so as to indicate the complexity of the main vehicle giving way to the oncoming vehicle through the first yield cost and to indicate the complexity of the oncoming vehicle giving way to the main vehicle through the second yield cost.

[0044] S204: Control the host vehicle according to the first yielding cost and the second yielding cost, so that the host vehicle meets the oncoming vehicle.

[0045] The first yield cost of this embodiment indicates the complexity of the main vehicle giving way to the oncoming vehicle, and the second yield cost indicates the complexity of the oncoming vehicle giving way to the main vehicle. It can be determined whether the first yield cost is less than the second yield cost. When the first yield cost is less than the second yield cost, it means that it is more complicated for the oncoming vehicle to give way to the main vehicle, and it is simpler for the main vehicle to give way to the oncoming vehicle. In this case, the main vehicle is controlled to give way to the oncoming vehicle and is controlled to travel along the planned yield path. When the first yield cost is greater than or equal to the second yield cost, it means that it is more complicated for the main vehicle to give way to the oncoming vehicle, and it is simpler for the oncoming vehicle to give way to the main vehicle. In this case, the main vehicle is controlled not to give way to the oncoming vehicle, that is, the main vehicle is controlled to travel along the planned path to avoid obstacles.

[0046] In the embodiment of the present invention, the preset driving condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is smaller than the preset width. When it is detected that the main vehicle is in the preset driving condition and there is an oncoming vehicle in the opposite lane driving towards the drivable area, the yield time difference of the main vehicle giving way to the oncoming vehicle to pass through the drivable area is calculated as the first yield cost through the environmental data, the first state data of the main vehicle and the second state data of the oncoming vehicle, and the yield time difference of the oncoming vehicle giving way to the main vehicle to pass through the drivable area is calculated as the second yield cost. The first yield cost and the second yield cost are used to control the main vehicle so that the main vehicle and the oncoming vehicle can meet each other. The first yield cost is calculated so that the main vehicle gives way to the oncoming vehicle to pass through the drivable area first, and the second yield cost is calculated so that the oncoming vehicle gives way to the main vehicle to pass through the drivable area. The first yield cost and the second yield cost are used to determine whether the main vehicle gives way to the oncoming vehicle or the oncoming vehicle gives way to the main vehicle. This solves the problem that the main vehicle cannot decide whether to give way to the oncoming vehicle during meeting, resulting in the main vehicle being stuck due to sudden brakes. This allows the main vehicle and the oncoming vehicle to meet smoothly and safely, avoids the main vehicle being stuck during meeting, and improves the performance of the autonomous driving vehicle.

[0047] Embodiment 2

[0048] Figure 3A Flow chart of a vehicle-meeting control method provided in Embodiment 2 of the present invention. Embodiment 2 of the present invention is optimized on the basis of Embodiment 1 above. Figure 3A As shown, the vehicle-meeting control method includes:

[0049] S301. During driving of the host vehicle, determine whether the driving condition of the host vehicle is a preset driving condition according to environmental data sensed by the host vehicle.

[0050] In this embodiment, the preset driving condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than the preset width. The main vehicle may be an autonomous driving vehicle, and the first obstacle and the second obstacle may be illegally parked vehicles on the road or other objects that block the main vehicle from driving.

[0051] In an optional embodiment, when it is determined that there is a first obstacle in the lane where the main vehicle is located based on the perceived environmental data during the driving process, it is determined whether there is a second obstacle in the opposite lane based on the environmental data. If so, taking the extension direction of the lane where the main vehicle is located as the coordinate axis, it is determined whether there is an overlapping interval between the axis coordinate interval of the first obstacle and the axis coordinate interval of the second obstacle. When there is an overlapping interval, it is determined whether the distance between the first obstacle and the second obstacle is less than a preset width. If so, it is determined that the driving condition of the main vehicle is the preset driving condition.

[0052] Specifically, the environmental data can be data sensed by sensors such as laser radar, millimeter wave radar, and cameras on the main vehicle. Obstacles can be identified through environmental data, such as illegally parked vehicles and construction fences parked on the roadside. Figure 1 As shown, when the main vehicle A is traveling on the lane R1, if the environment data identifies that there is a first obstacle C on the lane R1 where the main vehicle A is located, it is determined whether there is a second obstacle D on the opposite lane R2 identified by the environment data. If so, the extension direction of the lane R1 is used as the coordinate axis x, and the coordinate intervals of the first obstacle C and the second obstacle D on the coordinate axis x are obtained through the position data of the first obstacle C and the second obstacle D. If there is an overlapped interval between the coordinate intervals of the first obstacle C and the second obstacle D on the coordinate axis x, it means that the first obstacle C and the second obstacle D are at least partially arranged opposite to each other. Then, the distance d between the first obstacle C and the second obstacle D is further calculated. If the distance d is less than the preset width, it is determined that the driving condition of the main vehicle is the preset driving condition, and S302 is executed. If the driving condition of the main vehicle is not the preset driving condition, the meeting control process of the embodiment of the present invention is terminated.

[0053] In another example, the preset width can be set dynamically, that is, it can be set in real time according to the vehicle widths of the main vehicle and the oncoming vehicle. Optionally, the vehicle width of the oncoming vehicle and the vehicle width of the main vehicle can be obtained, and the sum of the vehicle widths of the oncoming vehicle and the vehicle width of the main vehicle can be calculated. The width matching the sum is searched in the preset comparison table as the preset width. Exemplarily, the preset comparison table includes a safety margin when vehicles of different widths meet. Generally speaking, the larger the sum of the vehicle widths of the main vehicle and the oncoming vehicle, the larger the safety margin is when at least one of the main vehicle and the oncoming vehicle is a large vehicle. A larger safety margin can be set, and the sum of the vehicle widths and the sum of the safety margins are calculated as the preset width. The preset width is dynamically adjusted according to the widths of the main vehicle and the oncoming vehicle. This can more accurately determine whether the width of the drivable area is suitable for passing the main vehicle and the oncoming vehicle at the same time, and can more accurately determine whether the main vehicle is in a preset driving condition.

[0054] S302: When it is detected that an oncoming vehicle is driving towards a drivable area in an opposite lane, first state data of the host vehicle and second state data of the oncoming vehicle are acquired.

[0055] like Figure 1 As shown, when the main vehicle A detects through the sensor that there is an oncoming vehicle R2 on the opposite lane R2 driving towards the drivable area E, the first state data of the main vehicle and the second state data of the oncoming vehicle can be obtained, wherein the state data of the main vehicle and the oncoming vehicle may include the vehicle's speed, acceleration, position, vehicle head direction, etc., and of course may also include parameters such as the vehicle's external dimensions.

[0056] In one example, the status data of the oncoming vehicle can be obtained through at least one of a laser sensor, a camera, a radar, an ultrasonic sensor, and a positioning sensor on the main vehicle A, and the status data of the main vehicle A can be obtained through a speed sensor, an acceleration sensor, etc. on the main vehicle A.

[0057] S303, generating a first path of the host vehicle and a second path of the oncoming vehicle according to the environmental data, the first state data and the second state data, wherein the first path is a path for the host vehicle to avoid a first obstacle, and the second path is a path for the oncoming vehicle to avoid a second obstacle.

[0058] In an optional embodiment, the environmental data includes road data, first obstacle data, second obstacle data, etc., and the first target position of the main vehicle after avoiding the first obstacle can be determined according to the road data and the first obstacle data, and the second target position of the oncoming vehicle after avoiding the second obstacle can be determined according to the road data and the second obstacle data. Taking the current position of the main vehicle as the starting point and the first target position as the end point, the first state data is input into the path planning algorithm to obtain the first path of the main vehicle. Taking the current position of the oncoming vehicle as the starting point and the second target position as the end point, the second state data is input into the path planning algorithm to obtain the second path of the oncoming vehicle.

[0059] like Figure 3B As shown, the road data may include the curb position, lane line position, data of other vehicles on the road, etc., the first obstacle data may include the position, external dimensions, etc. of the first obstacle C, and the second obstacle data may include the position, external dimensions, etc. of the second obstacle D. Then, the first target position A1 after the main vehicle A avoids the first obstacle C can be determined based on the road data and the data of the first obstacle C. In one example, the first target position A1 may be the position where the main vehicle A returns to the lane R1 after avoiding the first obstacle C. Similarly, the second target position B1 after the oncoming vehicle B avoids the second obstacle D can be determined based on the road data and the data of the second obstacle D. In one example, the second target position B1 may be the position where the oncoming vehicle B returns to the lane R2 after avoiding the second obstacle D.

[0060] For the main vehicle A, the current position A0 of the main vehicle A can be used as the starting point, the first target position A1 can be used as the end point, and the first state data of the main vehicle A can be input into the path planning algorithm to obtain the first path A0-A3-A1 of the main vehicle A. In an example, the first path A0-A3-A1 can be specifically planned by the following search algorithm:

[0061] S1. Set a search space for searching a path from the current position A0 of the main vehicle to the first target position A1, and set the state of the main vehicle to {x, y, t}, where x and y are two-dimensional coordinates, and t is the heading angle of the main vehicle A;

[0062] S2. For the search problem, given the initial state n_start = (xs, ys, ts) and the target state n_goal = (xg, yg, g) of the main vehicle A, search for an optimal path under the condition of meeting safety.

[0063] S3. Set safety conditions, map the data of the first obstacle C to the search space, and ensure that the path finally obtained by the search does not intersect with the first obstacle C, that is, the main vehicle A cannot collide with the first obstacle C when traveling along the searched path;

[0064] S4. Set optimization constraints: these may include the shortest path, the smallest steering wheel angle, etc.

[0065] The specific search process is as follows Figure 3C As shown:

[0066] 1) The initial state n0 = n_start (the state of the current position A0), which is the searched level 0.

[0067] 2) Starting from n0, using the model of the main vehicle A (the length, width, wheelbase and other parameters of the vehicle), deduce n11, n12, and n13, which is the first level of the search, level 1, for example:

[0068] a) n11 is the state obtained by turning the steering wheel to the left by a preset angle and walking a distance of 1 meter starting from n0.

[0069] b) n12 is the state obtained by maintaining the current steering wheel of n0 and walking a distance of 1 meter.

[0070] c) n13 is the state obtained by turning the steering wheel to the left by a preset angle and walking a distance of 1 meter starting from n0.

[0071] 3) n11, n12, and n13 are placed in a priority queue. The queue will recommend the state in the current queue that is most likely to build the optimal path based on the set optimal conditions. For example, as shown in 3C, the current optimal state in the queue is determined to be n12.

[0072] 4) Repeat the above process to obtain level2, level3, ..., levelm, until the search tree structure covers the target state n_goal (the state of the first target position A1) and satisfies certain termination conditions, that is, the search process ends and the optimal path is obtained.

[0073] Similarly, through the above search algorithm, the current position B0 of the reverse vehicle B can be used as the starting point, the second target position B1 can be used as the end point, and the second state data can be input into the path planning algorithm to obtain the second path B0-B3-B1 of the reverse vehicle B.

[0074] like Figure 3B As shown, the first path A0-A3-A1 can be the path that the main vehicle A takes from the current position A0 to the first target position A1 after avoiding the first obstacle C when the main vehicle A assumes that the oncoming vehicle B does not exist. The second path B0-B3-B1 can be the path that the oncoming vehicle B takes from the current position B0 to the second target position B1 after avoiding the second obstacle D when the oncoming vehicle B assumes that the main vehicle A does not exist.

[0075] Of course, in addition to the above-mentioned search algorithm, those skilled in the art may also generate a path through a secondary optimization algorithm or a neural network learning method. This embodiment does not limit the path planning algorithm.

[0076] S304, generating a third path of the main vehicle and a fourth path of the oncoming vehicle according to the environmental data, the first state data, the second state data, the first path and the second path, wherein the third path is a path for the main vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first, and the fourth path is a path for the oncoming vehicle to avoid the main vehicle and the second obstacle when the main vehicle passes through the drivable area first.

[0077] In an optional embodiment, the third path and the fourth path may be generated by the following steps:

[0078] S1. Determine a first avoidance position of the host vehicle when the host vehicle avoids the oncoming vehicle passing through the drivable area according to the road data, the first obstacle data and the second path, and determine a second avoidance position of the oncoming vehicle when the host vehicle avoids the oncoming vehicle passing through the drivable area according to the road data and the first obstacle data.

[0079] Specifically, Figure 3B As shown, when the main vehicle A gives way to the oncoming vehicle B, the oncoming vehicle B travels from B0 to B1 along the second path B0-B3-B1. In addition to avoiding the first obstacle C, the main vehicle A also needs to avoid the oncoming vehicle B. The first avoidance position A2 of the main vehicle A can be determined according to the road curb, lane lines, data of other vehicles on the road, the driving path of the oncoming vehicle B, the position and size of the first obstacle C, etc. The first avoidance position A2 can be a position on the lane R1 where the main vehicle A is located that does not occupy too much driving space for the oncoming vehicle B. In an example, the first avoidance position A2 can be a position that prevents the main vehicle A from colliding with the oncoming vehicle B and travels to the drivable area E with optimal comfort (such as less steering, smooth acceleration, etc.).

[0080] Similarly, if Figure 3B As shown, the first avoidance position A2 of the oncoming vehicle B can be determined based on the road curb, lane lines, data of other vehicles on the road, the first path B0-B3-B1 of the oncoming vehicle A, the position and size of the second obstacle D, etc.

[0081] S2. Taking the current position of the main vehicle as the starting point and the first avoidance position as the end point, the first state data is input into the path planning algorithm to obtain the first avoidance path of the main vehicle, and taking the first avoidance position as the starting point and the first target position as the end point, the first state data is input into the path planning algorithm to obtain the second avoidance path of the main vehicle.

[0082] Specifically, reference may be made to the search algorithm in S303, such as Figure 3B As shown, taking the current position A0 of the main vehicle A as the starting point and the first avoidance position A2 as the end point, the first state data is input into the path planning algorithm to obtain the first avoidance path A0-A2 of the main vehicle A, and taking the first avoidance position A2 as the starting point and the first target position A1 as the end point, the first state data is input into the path planning algorithm to obtain the second avoidance path A2-A3-A1 of the main vehicle A.

[0083] S3. Taking the current position of the oncoming vehicle as the starting point and the second avoidance position as the end point, the second state data is input into the path planning algorithm to obtain a third avoidance path of the oncoming vehicle; and taking the second avoidance position as the starting point and the second target position as the end point, the second state data is input into the path planning algorithm to obtain a fourth avoidance path of the oncoming vehicle.

[0084] Specifically, reference may be made to the search algorithm in S303, such as Figure 3B As shown, taking the current position B0 of the oncoming vehicle B as the starting point and the second avoidance position B2 as the end point, the second state data is input into the path planning algorithm to obtain the third avoidance path B0-B2 of the oncoming vehicle B, and taking the second avoidance position B2 as the starting point and the second target position B1 as the end point, the second state data is input into the path planning algorithm to obtain the fourth avoidance path B2-B3-B1 of the oncoming vehicle B.

[0085] S4, connecting the first avoidance path and the second avoidance path to obtain a third path of the host vehicle, and connecting the third avoidance path and the fourth avoidance path to obtain a fourth path of the oncoming vehicle.

[0086] Specifically, Figure 3B As shown, the third path for the main vehicle A to avoid the oncoming vehicle B is A0-A2-A3-A1, and the fourth path for the oncoming vehicle B to avoid the main vehicle A is B0-B2-B3-B1.

[0087] S305: Calculate the difference between the time taken by the host vehicle to complete the first path and the time taken to complete the third path to obtain a first yielding cost.

[0088] In this embodiment, the vehicle's driving path may include data such as the time, speed, acceleration, etc. of the vehicle at each point on the path. The time required for the main vehicle to execute the first path can be calculated by the execution time of the end point of the first path and the execution time of the starting point, and the time required for the main vehicle to execute the third path can be calculated by the execution time of the end point of the third path and the execution time of the starting point. The difference between the time it takes for the main vehicle to complete the first path and the time it takes to complete the third path is calculated to obtain the yield time difference of the main vehicle as the first yield cost of the main vehicle. The first yield cost indicates the complexity of the main vehicle giving way to the oncoming vehicle.

[0089] S306: Calculate the difference between the time taken by the oncoming vehicle to complete the second path and the time taken to complete the fourth path to obtain a second yielding cost.

[0090] Similarly, the time required for the oncoming vehicle to execute the second path can be calculated by the execution time of the end point of the second path and the execution time of the starting point, and the time required for the oncoming vehicle to execute the fourth path can be calculated by the execution time of the end point of the fourth path and the execution time of the starting point. The difference between the time it takes the oncoming vehicle to complete the second path and the time it takes to complete the fourth path is calculated to obtain the time difference for the oncoming vehicle to give way, which is used as the second yielding cost for the oncoming vehicle. The second yielding cost represents the complexity of the oncoming vehicle giving way to the main vehicle.

[0091] In another optional embodiment, the absolute value of the difference between the lengths of the first path and the third path can be calculated as the first yielding cost for the main vehicle, and the absolute value of the difference between the lengths of the second path and the fourth path can be calculated as the second yielding cost for the oncoming vehicle; or the curvature difference between the first path and the third path can be calculated as the first yielding cost for the main vehicle, and the curvature difference between the second path and the fourth path can be calculated as the second yielding cost for the oncoming vehicle; or the yielding cost can be obtained by weighted summing up at least one of the yielding time difference, length difference, and curvature difference in the two paths.

[0092] S307: Determine whether the first concession price is less than the second concession price.

[0093] The first yield cost of this embodiment represents the complexity of the host vehicle giving way to the oncoming vehicle, and the second yield cost represents the complexity of the oncoming vehicle giving way to the host vehicle. The first yield cost and the second yield cost can be compared, and S308 is executed when the first yield cost is less than the second yield cost, and S309 is executed when the first yield cost is greater than or equal to the second yield cost.

[0094] S308: Control the host vehicle to travel along the third path.

[0095] When the first yielding cost is less than the second yielding cost, it means that it is more complicated for the oncoming vehicle to yield to the host vehicle, and it is easier for the host vehicle to yield to the oncoming vehicle. Then the host vehicle is controlled to drive along the third path, wherein the third path is the path where the host vehicle avoids the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first. For example, Figure 3B As shown, the main vehicle A is controlled to first drive to the first avoidance position A2 according to the third path A0-A2-A3-A1, and then after the oncoming vehicle B drives through the drivable area E according to the second path B0-B3-B1, the main vehicle A continues to drive from the first avoidance position A2 to the first target position A1.

[0096] S309: Control the main vehicle to travel along the first path.

[0097] When the first yielding cost is greater than or equal to the second yielding cost, it means that it is more complicated for the host vehicle to yield to the oncoming vehicle, and it is simpler for the oncoming vehicle to yield to the host vehicle. In this case, the host vehicle is controlled not to yield to the oncoming vehicle, that is, the host vehicle is controlled to drive along the first path, wherein the first path is the path for the host vehicle to avoid the first obstacle, such as Figure 3B As shown, the main vehicle A is controlled to drive to the first target position A1 along the first path A0-A3-A1, and the oncoming vehicle B drives along the fourth path B0-B2-B3-B1, that is, the oncoming vehicle B first drives to the second avoidance position B2 along the fourth path B0-B2-B3-B1, and after the main vehicle A drives out of the drivable area E along the first path A0-A3-A1, the oncoming vehicle B continues to drive from the second avoidance position B2 to the second target position B1.

[0098] The preset driving condition in this embodiment is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than the preset width. When the driving condition of the main vehicle is the preset driving condition, a first path of the main vehicle and a second path of the oncoming vehicle are generated according to the environmental data, the first state data and the second state data, the first path being a path for the main vehicle to avoid the first obstacle, the second path being a path for the oncoming vehicle to avoid the second obstacle, and a third path of the main vehicle and a fourth path of the oncoming vehicle are generated, the third path being a path for the main vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first, and the fourth path being a path for the oncoming vehicle to avoid the main vehicle when the oncoming vehicle passes through the drivable area first. The method comprises the following steps: determining the path of the main vehicle and the second obstacle, calculating the difference between the time taken by the main vehicle to complete the first path and the third path to obtain a first yielding cost, calculating the difference between the time taken by the oncoming vehicle to complete the second path and the fourth path to obtain a second yielding cost, and judging whether the first yielding cost is less than the second yielding cost. If so, the main vehicle is controlled to drive along the third path; if not, the main vehicle is controlled to drive along the first path, so that the main vehicle can decide whether to give way to the oncoming vehicle based on the first yielding cost and the second yielding cost, thereby solving the problem that the main vehicle cannot decide whether to give way to the oncoming vehicle during meeting, resulting in the main vehicle being stuck due to sudden brakes, so that the main vehicle and the oncoming vehicle can meet smoothly and safely, avoiding the main vehicle being stuck during meeting, and improving the performance of the autonomous driving vehicle.

[0099] Embodiment 4

[0100] Figure 4 This is a schematic diagram of the structure of a vehicle-meeting control device provided in Embodiment 4 of the present invention. Figure 4 As shown, the vehicle-meeting control device comprises:

[0101] A driving condition confirmation module 401 is used to determine whether the driving condition of the main vehicle is a preset driving condition according to environmental data sensed by the main vehicle during the driving process of the main vehicle, wherein the preset driving condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than a preset width;

[0102] The vehicle state data acquisition module 402 is used to acquire the first state data of the host vehicle and the second state data of the oncoming vehicle when detecting that an oncoming vehicle is traveling towards the drivable area in the oncoming lane;

[0103] The yield cost calculation module 403 is used to calculate a first yield time difference for the host vehicle to yield to the oncoming vehicle through the drivable area, and calculate a second yield time difference for the oncoming vehicle to yield to the host vehicle through the drivable area according to the environmental data, the first state data and the second state data;

[0104] The meeting control module 404 is used to control the host vehicle according to the first yielding cost and the second yielding cost, so that the host vehicle meets the oncoming vehicle.

[0105] Optionally, the driving road condition confirmation module 401 includes:

[0106] An obstacle detection unit is used to determine whether there is a first obstacle in the lane where the main vehicle is located according to the perceived environmental data during the driving process of the main vehicle, and to determine whether there is a second obstacle in the opposite lane according to the environmental data;

[0107] a coordinate overlap interval determination unit, configured to determine whether an axis coordinate interval of the first obstacle and an axis coordinate interval of the second obstacle overlap with each other, with the extension direction of the lane where the host vehicle is located as the coordinate axis;

[0108] a width determination unit, configured to determine whether the distance between the first obstacle and the second obstacle is less than a preset width when there is an overlap interval;

[0109] The driving condition determination unit is used to determine that the driving condition of the host vehicle is a preset driving condition.

[0110] Optionally, the driving road condition confirmation module 401 further includes:

[0111] A vehicle width acquisition unit, used to acquire the vehicle width of the oncoming vehicle and the vehicle width of the host vehicle;

[0112] A vehicle width sum calculation unit, used to calculate the sum of the vehicle width of the oncoming vehicle and the vehicle width of the host vehicle;

[0113] The preset width search unit is used to search for a width matching the sum value in a preset comparison table as the preset width.

[0114] Optionally, the yield cost calculation module 403 includes:

[0115] an obstacle avoidance path generating unit, configured to generate a first path of the main vehicle and a second path of the oncoming vehicle according to the environmental data, the first state data, and the second state data, wherein the first path is a path for the main vehicle to avoid the first obstacle, and the second path is a path for the oncoming vehicle to avoid the second obstacle;

[0116] a yield path generating unit, configured to generate a third path of the host vehicle and a fourth path of the oncoming vehicle according to the environmental data, the first state data, the second state data, the first path, and the second path, wherein the third path is a path for the host vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first, and the fourth path is a path for the oncoming vehicle to avoid the host vehicle and the second obstacle when the host vehicle passes through the drivable area first;

[0117] A first yielding cost calculation unit, configured to calculate a difference between the time taken by the host vehicle to complete the first path and the time taken by the host vehicle to complete the third path to obtain a first yielding cost;

[0118] The second yield cost calculation unit is used to calculate the difference between the time taken by the oncoming vehicle to complete the second path and the time taken to complete the fourth path to obtain a second yield cost.

[0119] Optionally, the environmental data includes road data, first obstacle data, and second obstacle data, and the obstacle avoidance path generation unit includes:

[0120] a target position determination subunit, configured to determine a first target position of the host vehicle after avoiding the first obstacle according to the road data and the first obstacle data, and to determine a second target position of the oncoming vehicle after avoiding the second obstacle according to the road data and the second obstacle data;

[0121] A first path generating subunit is used for taking the current position of the main vehicle as a starting point and the first target position as an end point, and inputting the first state data into a path planning algorithm to obtain a first path of the main vehicle;

[0122] The second path generating subunit is used to take the current position of the reverse vehicle as the starting point and the second target position as the end point, and input the second state data into the path planning algorithm to obtain the second path of the reverse vehicle.

[0123] Optionally, the yield path generation unit includes:

[0124] an avoidance position determination subunit, configured to determine a first avoidance position of the host vehicle when avoiding the oncoming vehicle passing through the drivable area according to the road data, the first obstacle data, and the second path, and to determine a second avoidance position of the oncoming vehicle when avoiding the host vehicle passing through the drivable area according to the road data and the first obstacle data;

[0125] a host vehicle yield path segmentation generating subunit, configured to take the current position of the host vehicle as a starting point and the first avoidance position as an end point, input the first state data into a path planning algorithm to obtain a first avoidance path of the host vehicle, and take the first avoidance position as a starting point and the first target position as an end point, input the first state data into a path planning algorithm to obtain a second avoidance path of the host vehicle;

[0126] an oncoming vehicle yielding path segmentation generating subunit, configured to take the current position of the oncoming vehicle as a starting point and the second avoiding position as an end point, input the second state data into a path planning algorithm to obtain a third avoiding path of the oncoming vehicle, and take the second avoiding position as a starting point and the second target position as an end point, input the second state data into a path planning algorithm to obtain a fourth avoiding path of the oncoming vehicle;

[0127] The avoidance path connecting subunit is used to connect the first avoidance path and the second avoidance path to obtain a third path of the host vehicle, and to connect the third avoidance path and the fourth avoidance path to obtain a fourth path of the oncoming vehicle.

[0128] Optionally, the vehicle-meeting control module 404 includes:

[0129] a yield cost judgment unit, configured to judge whether the first yield cost is less than the second yield cost;

[0130] a first meeting control unit, configured to control the main vehicle to travel along a third path when the first yielding cost is less than the second yielding cost, the third path being a path for the main vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first;

[0131] The second vehicle meeting control unit is used to control the main vehicle to travel along a first path when the first yielding cost is greater than or equal to the second yielding cost, wherein the first path is a path for the main vehicle to avoid a first obstacle.

[0132] The vehicle-meeting control device provided in the embodiment of the present invention can execute the vehicle-meeting control method provided in the first embodiment and the second embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0133] Embodiment 4

[0134] Figure 5 A schematic diagram of a vehicle control device 50 that can be used to implement the present invention is shown. The vehicle control device is intended to represent a device that includes various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers.

[0135] like Figure 5 As shown, the vehicle control device includes at least one processor 51, and a memory connected to the at least one processor 51 in communication, such as a read-only memory (ROM) 52, a random access memory (RAM) 53, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 51 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 52 or the computer program loaded from the storage unit 58 to the random access memory (RAM) 53. In the RAM 53, various programs and data required for the operation of the vehicle control device 50 can also be stored. The processor 51, the ROM 52, and the RAM 53 are connected to each other through a bus 54. An input / output (I / O) interface 55 is also connected to the bus 54.

[0136] Multiple components in the vehicle control device 50 are connected to the I / O interface 55, including: an input unit 56, such as a keyboard, a mouse, a camera for acquiring a depth image, etc.; an output unit 57, such as various types of displays, speakers, etc.; a storage unit 58, such as a disk, an optical disk, etc.; and a communication unit 59, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 59 allows the vehicle control device 50 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0137] The processor 51 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 51 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 51 executes the various methods and processes described above, such as the vehicle-meeting control method.

[0138] In some embodiments, the vehicle-meeting control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 58. In some embodiments, part or all of the computer program may be loaded and / or installed on the vehicle control device 50 via the ROM 52 and / or the communication unit 59. When the computer program is loaded into the RAM 53 and executed by the processor 51, the vehicle-meeting control method described above, and / or one or more steps of the detection method may be executed. Alternatively, in other embodiments, the processor 51 may be configured to execute the vehicle-meeting control method in any other appropriate manner (e.g., by means of firmware).

[0139] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0140] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0141] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0142] To provide interaction with a user, the systems and techniques described herein may be implemented on a vehicle control device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the vehicle control device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0143] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0144] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0145] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0146] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle-meeting control method, characterized in that: include: During the driving of the main vehicle, determining whether the driving condition of the main vehicle is a preset driving condition according to the environmental data sensed by the main vehicle, wherein the preset driving condition is that the width of the drivable area between a first obstacle on the lane where the main vehicle is located and a second obstacle on the opposite lane is less than a preset width; If yes, when it is detected that an oncoming vehicle in the oncoming lane is driving towards the drivable area, the first state data of the host vehicle and the second state data of the oncoming vehicle are acquired; According to the environmental data, the first state data and the second state data, a time difference between the host vehicle and the oncoming vehicle for passing through the drivable area is calculated as a first yielding cost, and a time difference between the oncoming vehicle and the host vehicle for passing through the drivable area is calculated as a second yielding cost; controlling the host vehicle according to the first yielding cost and the second yielding cost so that the host vehicle meets the oncoming vehicle; The method of calculating the time difference of the host vehicle giving way to the oncoming vehicle to pass through the drivable area as the first yielding cost and calculating the time difference of the oncoming vehicle giving way to the host vehicle to pass through the drivable area as the second yielding cost according to the environmental data, the first state data and the second state data includes: Generate a first path of the main vehicle and a second path of the oncoming vehicle according to the environmental data, the first state data, and the second state data, wherein the first path is a path for the main vehicle to avoid the first obstacle, and the second path is a path for the oncoming vehicle to avoid the second obstacle; Generate a third path of the main vehicle and a fourth path of the oncoming vehicle according to the environmental data, the first state data, the second state data, the first path, and the second path, wherein the third path is a path for the main vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first, and the fourth path is a path for the oncoming vehicle to avoid the main vehicle and the second obstacle when the main vehicle passes through the drivable area first; Calculating the difference between the time taken by the host vehicle to complete the first path and the time taken by the host vehicle to complete the third path to obtain a first yielding cost; The second yield cost is obtained by calculating the difference between the time taken for the oncoming vehicle to complete the second path and the time taken for the oncoming vehicle to complete the fourth path.

2. The method according to claim 1, characterized in that The determining, based on the environmental data sensed by the host vehicle, whether the driving condition of the host vehicle is a preset driving condition includes: When it is determined that there is a first obstacle on the lane where the main vehicle is located according to the sensed environmental data during the driving process of the main vehicle, judging whether there is a second obstacle on the opposite lane according to the environmental data; If so, determining whether there is an overlap between the axis coordinate interval of the first obstacle and the axis coordinate interval of the second obstacle, with the extension direction of the lane where the host vehicle is located as the coordinate axis; When there is an overlapping interval, determining whether the distance between the first obstacle and the second obstacle is less than a preset width; If so, it is determined that the driving condition of the host vehicle is a preset driving condition.

3. The method according to claim 1, characterized in that Before determining whether the distance between the first obstacle and the second obstacle is less than a preset width, the method further includes: Obtaining the vehicle width of the oncoming vehicle and the vehicle width of the host vehicle; Calculating the sum of the width of the oncoming vehicle and the width of the host vehicle; The preset comparison table is searched for a width matching the sum value as the preset width.

4. The method according to claim 1, characterized in that The environmental data includes road data, first obstacle data, and second obstacle data, and generating the first path of the host vehicle and the second path of the oncoming vehicle according to the environmental data, the first state data, and the second state data includes: Determine a first target position of the host vehicle after avoiding the first obstacle according to the road data and the first obstacle data, and determine a second target position of the oncoming vehicle after avoiding the second obstacle according to the road data and the second obstacle data; Taking the current position of the main vehicle as the starting point and the first target position as the end point, the first state data is input into a path planning algorithm to obtain a first path of the main vehicle; Taking the current position of the reverse vehicle as the starting point and the second target position as the end point, the second state data is input into a path planning algorithm to obtain a second path of the reverse vehicle.

5. The method according to claim 4, characterized in that The generating of the third path of the host vehicle and the fourth path of the reverse vehicle according to the environmental data, the first state data, the second state data, the first path, and the second path comprises: Determine a first avoidance position of the host vehicle when avoiding the oncoming vehicle passing through the drivable area according to the road data, the first obstacle data, and the second path, and determine a second avoidance position of the oncoming vehicle when avoiding the host vehicle passing through the drivable area according to the road data and the first obstacle data; Taking the current position of the host vehicle as a starting point and the first avoidance position as an end point, inputting the first state data into a path planning algorithm to obtain a first avoidance path of the host vehicle, and taking the first avoidance position as a starting point and the first target position as an end point, inputting the first state data into a path planning algorithm to obtain a second avoidance path of the host vehicle; Taking the current position of the oncoming vehicle as a starting point and the second avoidance position as an end point, inputting the second state data into a path planning algorithm to obtain a third avoidance path of the oncoming vehicle, and taking the second avoidance position as a starting point and the second target position as an end point, inputting the second state data into a path planning algorithm to obtain a fourth avoidance path of the oncoming vehicle; The first avoidance path and the second avoidance path are connected to obtain a third path of the host vehicle, and the third avoidance path and the fourth avoidance path are connected to obtain a fourth path of the oncoming vehicle.

6. The method according to any one of claims 1 to 5, characterized in that: The controlling the host vehicle according to the first yielding cost and the second yielding cost so that the host vehicle meets the oncoming vehicle includes: determining whether the first concession cost is less than the second concession cost; When the first yield cost is less than the second yield cost, controlling the main vehicle to travel along a third path, wherein the third path is a path for the main vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first; When the first yield cost is greater than or equal to the second yield cost, the main vehicle is controlled to travel along a first path, where the first path is a path for the main vehicle to avoid a first obstacle.

7. A vehicle-meeting control device, characterized in that: include: A driving road condition confirmation module is used to determine whether the driving road condition of the main vehicle is a preset driving road condition according to environmental data sensed by the main vehicle during the driving process of the main vehicle, and the preset driving road condition is that the width of the drivable area between the first obstacle on the lane where the main vehicle is located and the second obstacle on the opposite lane is less than a preset width; A vehicle status data acquisition module, configured to acquire first status data of the host vehicle and second status data of the oncoming vehicle when detecting that an oncoming vehicle in the oncoming lane is traveling toward the drivable area; a yield cost calculation module, configured to calculate the yield time difference for the host vehicle to yield to the oncoming vehicle through the drivable area as a first yield cost, and calculate the yield time difference for the oncoming vehicle to yield to the host vehicle through the drivable area as a second yield cost according to the environmental data, the first state data, and the second state data; a meeting control module, configured to control the host vehicle according to the first yielding cost and the second yielding cost, so that the host vehicle meets the oncoming vehicle; The yield cost calculation module includes: an obstacle avoidance path generating unit, configured to generate a first path of the main vehicle and a second path of the oncoming vehicle according to the environmental data, the first state data, and the second state data, wherein the first path is a path for the main vehicle to avoid the first obstacle, and the second path is a path for the oncoming vehicle to avoid the second obstacle; a yield path generating unit, configured to generate a third path of the host vehicle and a fourth path of the oncoming vehicle according to the environmental data, the first state data, the second state data, the first path, and the second path, wherein the third path is a path for the host vehicle to avoid the oncoming vehicle and the first obstacle when the oncoming vehicle passes through the drivable area first, and the fourth path is a path for the oncoming vehicle to avoid the host vehicle and the second obstacle when the host vehicle passes through the drivable area first; A first yield cost calculation unit, configured to calculate a difference between the time taken by the host vehicle to complete the first path and the time taken by the host vehicle to complete the third path to obtain a first yield cost; The second yield cost calculation unit is used to calculate the difference between the time taken by the oncoming vehicle to complete the second path and the time taken to complete the fourth path to obtain a second yield cost.

8. A vehicle control device, characterized in that: The vehicle control device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle meeting control 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 instructions, and the computer instructions are used to enable a processor to implement the vehicle-meeting control method according to any one of claims 1 to 6 when executed.

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