A vehicle control method and system

Abstract

This application provides a vehicle control method and system. The vehicle control method includes: preset horn and deceleration commands; real-time acquisition of road and obstacle information during the vehicle's driving process; when a curve is detected ahead of the vehicle based on the road information, acquiring the curvature angle of the curve, and further combining the curvature angle and obstacle information to determine whether a curve blind spot exists; when a curve blind spot exists, the system executes the horn command, simultaneously acquiring the real-time speed of the vehicle, and controlling the vehicle to execute the deceleration command based on the real-time speed, so that the vehicle's speed is controlled within a safe threshold. This application can assist the driver in driving the vehicle when a curve blind spot exists, to a certain extent avoiding traffic accidents and protecting the safety of the driver and others; and by combining radar to acquire road condition information during the vehicle's driving process, it enriches the application scenarios of radar.

Description

Technical Field

[0001] This application relates to the field of vehicle identification and control technology, and in particular to a vehicle control method and system. Background Technology

[0002] With the development of science and technology and the improvement of people's living standards, automobiles have gradually become the preferred means of transportation. During a car's journey, it typically encounters various types of road sections, such as curves, tunnels, bridges, and steep slopes.

[0003] Some areas have complex terrain with many mountain roads. These mountain roads are rugged, narrow, and have many bends, making them more complex than urban roads. Often, when there is a bend ahead, obstacles such as mountains and trees can obstruct the driver's view. Mountain road maps often do not show these obstacles, making it difficult for drivers to determine whether there are oncoming vehicles and leading to collisions. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a vehicle control method and system capable of identifying blind spots on curves.

[0005] Specifically, this application provides a vehicle control method, wherein the vehicle includes a sensor or receiver capable of acquiring real-time road condition information of the road where the vehicle is located, the road condition information including at least road information and obstacle information, and the vehicle control method includes the following steps:

[0006] S100: Pre-set vehicle control commands.

[0007] S200: Acquire and parse the road condition information in real time, and execute corresponding vehicle control commands based on the road condition information;

[0008] Specifically, based on the road information and obstacle information, it is determined whether there is a blind spot ahead of the vehicle, and if a blind spot exists, at least one vehicle control command is executed, either a deceleration command or a horn-honking command.

[0009] The above method can identify the blind spot in front of the vehicle on a curve, so that the vehicle can be controlled to honk its horn and / or slow down in time before or when passing through the blind spot, so as to avoid collision with oncoming vehicles and protect the life and property safety of oneself and others.

[0010] In step S200, the method for determining whether there is a blind spot ahead of the current vehicle includes:

[0011] Based on the road information, determine whether there is a curve ahead of the vehicle. If so, obtain the curvature angle of the curve.

[0012] Before determining the blind spot of a curve, it is necessary to first determine whether the curve exists. Obtaining the curvature angle of the curve is to use the curvature angle as reference data when judging the blind spot of the curve. This allows for a preliminary determination of whether there is a possible blind spot in front of the current vehicle. To a certain extent, this can improve the accuracy of the blind spot judgment.

[0013] In step S200, the method for determining whether there is a blind spot ahead of the current vehicle on a curve further includes:

[0014] S201: When the current vehicle is at a preset distance from the bend entrance of the curve, determine whether there are target obstacles on both sides of the current vehicle based on the obstacle information. If there are, proceed to step S202.

[0015] S202: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve. Calculate the entry angle between the current vehicle and the curve based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S204; otherwise, determine the height of the target obstacle and the height of the current vehicle.

[0016] S203: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S204; otherwise, determine that there is a blind spot ahead of the current vehicle.

[0017] S204: Determines that there is no blind spot ahead of the current vehicle.

[0018] In the process of determining the blind spot of a curve, by comparing the current vehicle's entry angle into the curve with the curve's curvature, and by comparing the height of the target obstacle with that of the current vehicle, it is possible to accurately determine whether there is a blind spot in front of the current vehicle. Moreover, the above process is relatively simple to implement, which can further ensure the rapid identification of the blind spot.

[0019] In step S200, the method for determining whether there is a blind spot ahead of the current vehicle on a curve further includes:

[0020] S211: When the current vehicle is at a preset distance from the bend, determine whether the height of the obstacles on both sides of the current vehicle is greater than the preset height based on the obstacle information. If it is greater, determine that the obstacle is the target obstacle, the height of the obstacle is the height of the target obstacle, and execute step S212.

[0021] S212: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve. Calculate the entry angle between the current vehicle and the curve based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S214; otherwise, determine the height of the current vehicle.

[0022] S213: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S214; otherwise, determine that there is a blind spot ahead of the current vehicle.

[0023] S214: Determines that there is no blind spot ahead of the current vehicle.

[0024] Compared to steps S201-S204, the above process obtains the height of the obstacle while judging the target obstacle, which adds another feasible way to implement the solution and makes the implementation process more flexible.

[0025] Step S200 further includes:

[0026] When there is a blind spot ahead of the vehicle due to a curve, a horn-honking command is executed. At the same time, if the vehicle's real-time speed is greater than a preset speed threshold, a deceleration command is executed to reduce the real-time speed to the preset speed threshold.

[0027] When there is a blind spot on a curve, the horn is sounded first to prevent oncoming vehicles from not knowing that a vehicle is about to enter, which can avoid collisions to some extent. Furthermore, when the real-time vehicle speed exceeds the preset speed threshold, the deceleration command is executed to ensure the vehicle can safely navigate the curve and avoid traffic accidents caused by not seeing obstacles due to excessive speed.

[0028] The bending angle is the angle between the extension of the inner edge of the straight section and the tangent of the inner edge of the curve, and the point of tangency between the tangent of the inner edge of the curve and the inner edge of the curve is the inflection point of the straight section and the curve.

[0029] The bending angle defined above is easy to obtain and simple to calculate.

[0030] The target obstacle is an obstacle whose height is greater than a preset height.

[0031] The purpose of explaining the height of the target obstacle is to provide a standard for judging whether there is a target obstacle on either side of the current vehicle based on obstacle information. Furthermore, there are various types of obstacles, and even if target obstacles such as mountains and forests are preset, they cannot cover all types of obstacles. Judging by the height of the obstacle can maximize the acquisition of the target obstacle.

[0032] The corner angle is the angle between the line connecting the current vehicle and the inflection point and the inner edge of the straight section.

[0033] When obtaining the curvature angle, the inflection point of the straight road and the curve, as well as the inner edge of the straight road, can be identified. By simply connecting the current vehicle and the inflection point, the entry angle of the curve can be obtained. This acquisition process is relatively simple and does not require additional hardware.

[0034] Based on the same concept, this application also provides a vehicle control system, the system comprising:

[0035] Setting module: used to pre-set vehicle control commands; the vehicle control commands include at least horn sounding commands and deceleration commands.

[0036] Acquisition module: used to acquire real-time road condition information of the vehicle during its driving process through sensors or receivers; the road condition information includes at least road information and obstacle information.

[0037] Determination module: used to determine whether there is a blind spot ahead of the current vehicle based on the road condition information.

[0038] Control module: When there is a blind spot ahead of the current vehicle on a curve, control the current vehicle to execute at least one of the deceleration command and the horn command.

[0039] The system described above can identify blind spots on curves and automatically sound the horn and slow down the vehicle when a blind spot exists in front of it, thus assisting the driver and reducing the likelihood of a collision.

[0040] The acquisition module is also used to acquire the curvature angle of the curve, the first distance between the current vehicle and the inner edge of the straight road, the second distance between the current vehicle and the curve entrance, the height of the target obstacle, the height of the current vehicle, and the real-time speed of the current vehicle.

[0041] The determining module includes:

[0042] First judgment unit: used to determine whether there is a curve ahead of the current vehicle based on the road information.

[0043] The second judgment unit is used to determine whether there are target obstacles on both sides of the current vehicle when there is a curve in front of the current vehicle; the target obstacle is an obstacle with a height greater than a preset height.

[0044] Calculation unit: used to calculate the angle between the current vehicle and the curve entrance based on the first distance and the second distance.

[0045] The first comparison unit is used to compare the entry angle of the curve obtained by the calculation unit with the curvature angle of the curve, and also to compare the height of the target obstacle with the height of the current vehicle to determine whether there is a blind spot in front of the current vehicle.

[0046] The control module includes:

[0047] The second comparison unit is used to compare the real-time speed of the current vehicle obtained by the acquisition module with a preset speed threshold.

[0048] Control unit: Used to control the current vehicle to execute a horn command, and when the real-time speed is greater than the preset speed threshold, control the current vehicle to execute a deceleration command to reduce the real-time speed to the preset speed threshold.

[0049] The acquisition module, determination module, and control module work together to determine blind spots on curves and provide driving assistance to the driver.

[0050] Compared with the prior art, the beneficial effects of this application are as follows:

[0051] This application can automatically sound the horn and slow down the vehicle when there is a blind spot in front of the vehicle on a curve, so as to assist the driver in driving the vehicle, avoid traffic accidents to a certain extent, and protect the safety of the driver and others; it solves the technical problem in the prior art that the driver cannot identify the blind spot and thus cannot determine whether there is a vehicle traveling in the opposite direction, resulting in a collision accident. Attached Figure Description

[0052] Figure 1 This is a flowchart of the vehicle control method described in this application.

[0053] Figure 2 for Figure 1 The flowchart describes the method for determining whether there is a blind spot ahead of the current vehicle.

[0054] Figure 3 for Figure 1 Flowchart of another method for determining whether there is a blind spot ahead of the current vehicle.

[0055] Figure 4 for Figure 1 The system framework diagram of the vehicle control method described above. Detailed Implementation

[0056] This application provides a vehicle control method and system to solve the technical problem in the prior art where blind spots prevent corresponding identification, leading to the driver's inability to determine whether there are oncoming vehicles ahead, resulting in collision accidents.

[0057] This application provides a vehicle control method, the general idea of ​​which is as follows:

[0058] The system has preset horn and deceleration commands and acquires real-time road and obstacle information for the vehicle during its journey. When a curve is detected ahead of the vehicle based on the road information, the system obtains the curvature angle of the curve and further combines the curvature angle with obstacle information to determine if a blind spot exists. When a blind spot exists, the system executes the horn command, acquires the real-time speed of the vehicle, and controls the vehicle to execute the deceleration command based on the real-time speed to keep the vehicle's speed within a safe threshold.

[0059] The following describes in further detail a vehicle control method and system according to this application, with reference to specific embodiments and accompanying drawings. Example 1

[0060] For details, please see Figure 1 This application provides a vehicle control method, wherein the vehicle includes a sensor or receiver capable of acquiring real-time road condition information of the road where the vehicle is located, the road condition information including at least road information and obstacle information, and the vehicle control method includes the following steps:

[0061] S100: Pre-set vehicle control commands.

[0062] It should be noted that the vehicle control commands include at least horn-honking commands and deceleration commands.

[0063] The horn command can be a long press, a short press, or alternating horn presses; the deceleration command controls the current vehicle to decelerate to a preset speed threshold, which can be set to 30 km / h, or other speed values, which are not limited here.

[0064] In addition, those skilled in the art can also adaptively set lighting instructions and reminder instructions; the lighting instructions, such as alternating flashing of high beams and low beams, are used to alert oncoming vehicles to give way and prevent traffic accidents; the reminder instructions, such as alert sounds and pop-up windows, are used, where the pop-up window can be displayed on the vehicle's infotainment screen or instrument panel to alert the driver to blind spots or to slow down.

[0065] The above vehicle control commands can be combined arbitrarily, and there are no restrictions on them here.

[0066] In one feasible implementation, the vehicle control commands include horn commands, deceleration commands, and light commands; wherein, the horn command is to alternately honk the horn, the deceleration command is to control the current vehicle to decelerate to 30 km / h, and the light commands are to alternately flash the high and low beam headlights.

[0067] In another feasible implementation, the vehicle control commands include a horn command, a deceleration command, and a warning command; wherein, the horn command is to press the horn for a long time, the deceleration command is to control the current vehicle to decelerate to 15 km / h, and the warning command is a prompt tone indicating that there is a blind spot on the curve and please decelerate to 15 km / h.

[0068] It should also be noted that the sensor or receiver can be a combination of navigation and radar. In one feasible implementation, the road condition information is mainly obtained through navigation, and the navigation process is mainly completed using a map. In order to make the navigation information more accurate, a high-precision map is used. At present, high-precision maps are maps specifically designed for autonomous driving, with higher accuracy and richer information, storing lane-level road information and fixed landmark information.

[0069] Obstacle information is primarily acquired using radar, which is positioned at the front of the vehicle to detect obstacles in front of and to the sides. There are various types of radar, but the radars used in automobiles mainly include ultrasonic radar, millimeter-wave radar, and lidar.

[0070] Ultrasonic radar uses an ultrasonic transmitter to emit ultrasonic waves and a receiver to receive the reflected ultrasonic waves to calculate the distance. It has advantages such as low cost, strong penetration, and waterproof and dustproof properties. However, ultrasonic radar has a large error at high vehicle speeds and is not conducive to long-distance signal transmission. Based on these characteristics, ultrasonic radar is mainly used in functions such as reversing and automatic parking.

[0071] Millimeter-wave radar is a type of radar that operates in the millimeter-wave band. It measures the target's position and distance by transmitting radio waves and analyzing the time difference between receiving the echo and transmitting the signal. It has advantages such as strong penetration, strong anti-interference capabilities, and strong anti-stealth capabilities. However, millimeter-wave radar has high component costs and relatively high processing precision requirements, and it is usually used in conjunction with cameras.

[0072] LiDAR is a radar system that uses laser beams to detect the position, velocity, and other characteristics of a target. It can also be called optical radar. Its working principle is to transmit detection information to the target, and then compare the received signal reflected back from the target with the transmitted signal. After appropriate processing, relevant information about the target can be obtained, such as the target's distance, azimuth, altitude, velocity, attitude, and even shape. It has the advantage of fast propagation speed, but LiDAR is expensive and has a short lifespan.

[0073] Those skilled in the art can select any of the above radars or combinations of radars according to the actual application scenario, and the type of radar in this embodiment is not limited.

[0074] After the vehicle control commands are pre-set, step S200 can be executed.

[0075] S200: Acquire and parse the road condition information in real time, and execute corresponding vehicle control commands based on the road condition information;

[0076] Specifically, based on the road information and obstacle information, it is determined whether there is a blind spot ahead of the vehicle, and if a blind spot exists, at least one vehicle control command is executed, either a deceleration command or a horn-honking command.

[0077] One method for determining whether there is a blind spot ahead of the vehicle on a curve is:

[0078] Based on the road information, determine whether there is a curve ahead of the vehicle. If so, obtain the curvature angle of the curve.

[0079] Wherein, the bending angle is the angle between the extension of the inner edge of the straight road and the tangent of the inner edge of the curve, and the point of tangency between the tangent of the inner edge of the curve and the inner edge of the curve is the inflection point of the straight road and the curve.

[0080] In one feasible implementation, navigation data is used to determine whether there is a curve ahead of the vehicle. If a curve is found, the curvature angle of the curve is further obtained. The curvature angle can be determined based on the navigation data. This method is relatively simple to implement and does not require additional hardware.

[0081] In another feasible implementation, the bending angle can be determined by a lane line fitting algorithm. Specifically, a video of the environment in front of the current vehicle is recorded by a camera to obtain the pixel coordinates of each lane line, which are then projected onto a bird's-eye view. The coordinates of the bird's-eye view are then fitted with a cubic curve using the least squares method, and the curvature of the lane lines is calculated based on the fitting results to obtain the bending angle of the curve. The bending angle obtained in this way has high accuracy.

[0082] Please see Figure 2 Methods for determining whether there is a blind spot ahead of the vehicle on a curve also include:

[0083] S201: When the current vehicle is at a preset distance from the bend entrance of the curve, determine whether there are target obstacles on both sides of the current vehicle based on the obstacle information. If there are, proceed to step S202.

[0084] It should be noted that the target obstacle is an obstacle with a height greater than the preset height; the target obstacle can be a mountain, a forest, a tall building, or other obstacle that easily obstructs the view.

[0085] S202: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve. Calculate the entry angle between the current vehicle and the curve based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S204; otherwise, determine the height of the target obstacle and the height of the current vehicle.

[0086] It should be noted that the angle of entry into the curve is the angle between the line connecting the current vehicle and the turning point and the inner edge of the straight section.

[0087] S203: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S204; otherwise, determine that there is a blind spot ahead of the current vehicle.

[0088] S204: Determines that there is no blind spot ahead of the current vehicle.

[0089] Step S200 further includes:

[0090] When there is a blind spot ahead of the vehicle due to a curve, a horn-honking command is executed. At the same time, if the vehicle's real-time speed is greater than a preset speed threshold, a deceleration command is executed to reduce the real-time speed to the preset speed threshold.

[0091] In one feasible implementation, when the current vehicle is 50 meters away from the curve, information on obstacles on both sides is acquired, and it is determined whether there are obstacles such as mountains, forests, or tall buildings that may obstruct the view. Assuming there are mountains on both sides of the current vehicle, the angle ∠a between the current vehicle and the curve is calculated based on the distance L1 between the current vehicle and the inner edge of the straight road, and the distance L2 between the current vehicle and the curve. Where tan∠a = L1 / L2, ∠a can be obtained based on tan∠a.

[0092] Compare ∠a with the current curve angle ∠b. If ∠a < ∠b, it is considered that there is no curve blind spot. If ∠a > ∠b, then the height of the mountain H1 and the height of the current vehicle H2 are further identified and compared. If H1 < H2, it is considered that there is no curve blind spot. If H1 > H2, it is considered that there is a curve blind spot.

[0093] When there is a blind spot ahead of the vehicle due to a curve, a horn-honking command is executed, and the real-time speed of the vehicle is obtained. It is then determined whether the real-time speed is greater than a preset speed threshold. If it is greater, a deceleration command is executed, and the real-time speed is reduced to the preset speed threshold. Otherwise, the vehicle continues to travel at the real-time speed.

[0094] In one feasible implementation, when it is determined that there is a blind spot ahead of the current vehicle, a pre-set vehicle control command needs to be executed, such as automatically pressing the horn briefly, while acquiring the real-time speed V of the current vehicle and comparing it with a preset speed threshold. When the preset speed threshold is 30 km / h and V > 30 km / h, the current vehicle is controlled to decelerate to 30 km / h. The horn will only turn off after the current vehicle passes through the curve, which helps to avoid collisions and other accidents when meeting oncoming traffic on mountain road curves.

[0095] In another feasible implementation, when the real-time speed V > 30 km / h, a pop-up window can be used to remind the driver that the current speed is too high and needs to be reduced to 30 km / h. The pop-up window will not disappear until the driver has completed the deceleration. Example 2

[0096] This application also provides variations of the above-described vehicle control method, wherein, please refer to... Figure 3 The method to determine whether there is a blind spot ahead of the vehicle on a curve can also be achieved through the following process:

[0097] S211: When the current vehicle is at a preset distance from the bend entrance of the curve, determine whether the height of the obstacles on both sides of the current vehicle is greater than the preset height based on the obstacle information. If it is greater, determine that the obstacle is the target obstacle, the height of the obstacle is the height of the target obstacle, and execute step S212.

[0098] S212: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve. Calculate the entry angle between the current vehicle and the curve based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S214; otherwise, determine the height of the current vehicle.

[0099] S213: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S214; otherwise, determine that there is a blind spot ahead of the current vehicle.

[0100] S214: Determines that there is no blind spot ahead of the current vehicle. Example 3

[0101] This application also provides a vehicle control system, which corresponds one-to-one with the vehicle control methods in the above embodiments. Please refer to [link / reference needed]. Figure 4 The system includes:

[0102] Setting module: used to pre-set vehicle control commands; the vehicle control commands include at least horn sounding commands and deceleration commands.

[0103] It should be noted that, in addition to pre-setting horn and deceleration commands, those skilled in the art can also set light and warning commands according to actual application needs to further ensure vehicle safety when cornering.

[0104] Acquisition module: used to acquire real-time road condition information of the vehicle during its driving process through sensors or receivers; the road condition information includes at least road information and obstacle information.

[0105] The acquisition module is also used to acquire the curvature angle of the curve, the first distance between the current vehicle and the inner edge of the straight road, the second distance between the current vehicle and the curve entrance, the height of the target obstacle, the height of the current vehicle, and the real-time speed of the current vehicle.

[0106] It should be noted that the sensor or receiver can be a combination of navigation and radar, with navigation achieved through a map, and map data needing to be acquired via a network; the radar can be one or any combination of ultrasonic radar, millimeter-wave radar and lidar, and is not limited here.

[0107] Determination module: used to determine whether there is a blind spot ahead of the current vehicle based on the road condition information.

[0108] The determining module includes: a first judgment unit: used to determine whether there is a curve ahead of the current vehicle based on the road information.

[0109] The second judgment unit is used to determine whether there are target obstacles on both sides of the current vehicle when there is a curve in front of the current vehicle; the target obstacle is an obstacle with a height greater than a preset height.

[0110] Calculation unit: used to calculate the angle between the current vehicle and the curve entrance based on the first distance and the second distance.

[0111] The first comparison unit is used to compare the entry angle of the curve obtained by the calculation unit with the curvature angle of the curve, and also to compare the height of the target obstacle with the height of the current vehicle to determine whether there is a blind spot in front of the current vehicle.

[0112] It should be noted that the determination module is equipped with a curve blind spot algorithm, which implements the technical solutions described in the first judgment unit, the second judgment unit, the calculation unit and the first comparison unit mentioned above.

[0113] Control module: When there is a blind spot ahead of the current vehicle on a curve, control the current vehicle to execute at least one of the deceleration command and the horn command.

[0114] The control module includes: a second comparison unit, used to compare the real-time speed of the current vehicle acquired by the acquisition module with a preset speed threshold.

[0115] Control unit: Used to control the current vehicle to execute a horn command, and when the real-time speed is greater than the preset speed threshold, control the current vehicle to execute a deceleration command to reduce the real-time speed to the preset speed threshold.

[0116] The horn command and deceleration command are transmitted to the vehicle's central control system and power system via the vehicle's CAN bus, respectively, so that the central control system can control the vehicle horn and the power system can control the vehicle speed.

[0117] In one feasible implementation, the preset speed threshold is set to 30 km / h. The deceleration command will only disappear when the vehicle's real-time speed is reduced to 30 km / h. Furthermore, the horn command continues throughout the entire process of the vehicle cornering. The horn command is activated when a blind spot in the curve is detected and ends when the vehicle completes the cornering, which can, to some extent, prevent collision accidents.

[0118] It should be noted that the vehicle control system is equivalent to a vehicle domain controller, which is equipped with a state machine. The setting module, acquisition module, determination module and control module are implemented by setting the working mode of the state machine; each module has different implementation units.

[0119] In summary, this application provides a vehicle control method and system that determines whether a blind spot exists ahead of the vehicle by acquiring road condition information. If a blind spot exists, the system controls the vehicle to sound its horn. Furthermore, the system acquires the vehicle's real-time speed and controls the vehicle to maintain a safe speed based on a comparison with a preset speed threshold. In practical applications, this application can help drivers identify road conditions and take appropriate measures when a blind spot exists, thereby reducing the occurrence of traffic accidents.

[0120] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0121] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0122] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0123] The various component embodiments of this application can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules according to the embodiments of this application. This application can also be implemented as an apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such an implementation of this application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0124] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0125] Although the description of this application has been made in conjunction with the specific embodiments described above, it will be apparent to those skilled in the art that many substitutions, modifications, and variations can be made based on the foregoing. Therefore, all such substitutions, modifications, and variations are included within the spirit and scope of the appended claims.

Claims

1. A vehicle control method, characterized in that, The vehicle includes sensors or receivers capable of acquiring real-time road condition information of the road where the vehicle is located. The road condition information includes at least road information and obstacle information. The vehicle control method includes the following steps: S100: Pre-set vehicle control commands; S200: Acquire and parse the road condition information in real time, and execute corresponding vehicle control commands based on the road condition information; Specifically, based on the road information and obstacle information, it is determined whether there is a curve blind spot in front of the vehicle, and when there is a curve blind spot, at least one of the deceleration command and the horn command is executed. The method for determining whether there is a blind spot ahead of the current vehicle in S200 includes: S201: When the current vehicle is at a preset distance from the bend entrance of the curve, determine whether there are target obstacles on both sides of the current vehicle based on the obstacle information. If there are, proceed to step S202. S202: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve entrance. Calculate the entry angle between the current vehicle and the curve entrance based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S204; otherwise, determine the height of the target obstacle and the height of the current vehicle. S203: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S204; otherwise, determine that there is a blind spot ahead of the current vehicle. S204: Determines that there is no blind spot ahead of the current vehicle.

2. The vehicle control method according to claim 1, characterized in that, In step S200, the method for determining whether there is a curve blind spot in front of the current vehicle includes: judging whether there is a curve in front of the current vehicle based on the road information; if there is, obtaining the curvature angle of the curve.

3. The vehicle control method according to claim 2, characterized in that, In step S200, the method for determining whether there is a blind spot ahead of the current vehicle on a curve further includes: S211: When the current vehicle is at a preset distance from the bend entrance of the curve, determine whether the height of the obstacles on both sides of the current vehicle is greater than the preset height based on the obstacle information. If it is greater, determine that the obstacle is the target obstacle, the height of the obstacle is the height of the target obstacle, and execute step S212. S212: Calculate the first distance between the current vehicle and the inner edge of the straight section of the road, and the second distance between the current vehicle and the curve. Calculate the entry angle between the current vehicle and the curve based on the first and second distances, and compare the entry angle with the curvature angle of the curve. If the entry angle is greater than the curvature angle, proceed to step S214; otherwise, determine the height of the current vehicle. S213: If the height of the target obstacle is less than the height of the vehicle, then proceed to step S214; otherwise, determine that there is a blind spot ahead of the current vehicle. S214: Determines that there is no blind spot ahead of the current vehicle.

4. The vehicle control method according to claim 3, characterized in that, Step S200 further includes: when there is a blind spot ahead of the vehicle, a horn-honking command is executed; and if the vehicle's real-time speed is greater than a preset speed threshold, a deceleration command is executed to reduce the real-time speed to the preset speed threshold.

5. The vehicle control method according to claim 4, characterized in that, The bending angle is the angle between the extension of the inner edge of the straight road and the tangent of the inner edge of the curve, and the point of tangency between the tangent of the inner edge of the curve and the inner edge of the curve is the inflection point of the straight road and the curve. The target obstacle is an obstacle whose height is greater than a preset height; The corner angle is the angle between the line connecting the current vehicle and the inflection point and the inner edge of the straight section.

6. A system employing the vehicle control method as described in any one of claims 1-5, characterized in that, The system includes: Setting module: used to pre-set vehicle control commands; the vehicle control commands include at least horn sounding commands and deceleration commands; Acquisition module: used to acquire real-time road condition information of the vehicle during its driving process through sensors or receivers; the road condition information includes at least road information and obstacle information; Determination module: used to determine whether there is a blind spot ahead of the current vehicle based on the road condition information; Control module: When there is a blind spot ahead of the current vehicle on a curve, control the current vehicle to execute at least one of the deceleration command and the horn command.

7. The system according to claim 6, characterized in that, The acquisition module is also used to acquire the curvature angle of the curve, the first distance between the current vehicle and the inner edge of the straight road, the second distance between the current vehicle and the curve entrance, the height of the target obstacle, the height of the current vehicle, and the real-time speed of the current vehicle.

8. The system according to claim 7, characterized in that, The determining module includes: First judgment unit: used to determine whether there is a curve ahead of the current vehicle based on the road information; The second judgment unit is used to determine whether there are target obstacles on both sides of the current vehicle when there is a curve in front of the current vehicle; the target obstacle is an obstacle with a height greater than a preset height. Calculation unit: used to calculate the angle between the current vehicle and the curve entrance based on the first distance and the second distance; The first comparison unit is used to compare the entry angle of the curve obtained by the calculation unit with the curvature angle of the curve, and also to compare the height of the target obstacle with the height of the current vehicle to determine whether there is a blind spot in front of the current vehicle.

9. The system according to claim 8, characterized in that, The control module includes: The second comparison unit is used to compare the real-time speed of the current vehicle obtained by the acquisition module with a preset speed threshold. Control unit: Used to control the current vehicle to execute a horn command, and when the real-time speed is greater than the preset speed threshold, control the current vehicle to execute a deceleration command to reduce the real-time speed to the preset speed threshold.

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