A radar control method, device, vehicle and storage medium

Abstract

This application provides a radar control method, apparatus, vehicle, and storage medium. The method includes acquiring environmental information of the vehicle; identifying obstacles faced by the vehicle based on the environmental information; determining whether there is a collision risk between the vehicle and the obstacle; and, if the collision risk is determined to exist, cutting off the power supply to the vehicle's radar. This method can effectively utilize radar while avoiding or mitigating eye injuries to people outside the vehicle due to a collision.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a radar control method, apparatus, vehicle, and storage medium in the field of vehicles. Background Technology

[0002] With the rapid development of intelligent driving technology, people can be completely liberated. During the journey, people can do whatever they want in the car without having to drive manually for long periods of time, giving people a brand new life experience.

[0003] After a vehicle activates its intelligent driving function, it uses radar to emit laser beams to detect the surrounding environment in real time, enabling obstacle avoidance and other vehicle control operations. Currently, the power consumption and emitted beam of onboard LiDAR are controlled under normal operating conditions. However, because the LiDAR is installed externally on the vehicle body, damage to the LiDAR in a collision can lead to abnormal power consumption, causing the emitted laser beam to potentially cause unpredictable harm to pedestrians. Therefore, ensuring human eye safety while effectively utilizing radar is a pressing issue that needs to be addressed. Summary of the Invention

[0004] This application provides a radar control method, device, vehicle, and storage medium that can effectively utilize radar while avoiding or mitigating eye injuries to people outside the vehicle caused by a collision.

[0005] In a first aspect, a radar control method is provided, the method comprising: acquiring environmental information of the vehicle; identifying obstacles faced by the vehicle based on the environmental information; determining whether there is a risk of collision between the vehicle and the obstacle; and cutting off the power supply to the vehicle's radar if the risk of collision is determined to exist.

[0006] In the above technical solution, environmental information about the vehicle's location is acquired, and obstacles facing the vehicle are identified based on this information. If a collision risk is determined, the power supply to the vehicle's radar is cut off. This avoids abnormal radar power consumption due to radar damage after a collision, and further prevents the radar's emitted laser beams from posing a risk to pedestrians. Therefore, this technical solution can effectively utilize radar while avoiding or mitigating eye injuries to people outside the vehicle due to a collision.

[0007] In conjunction with the first aspect, in some possible implementations, when the aforementioned collision risk is determined to exist, cutting off the power supply to the vehicle's radar includes: determining whether a collision between the vehicle and the obstacle can be avoided; if it is determined that a collision between the vehicle and the obstacle cannot be avoided, estimating the estimated collision position on the vehicle body at the time of the collision; determining whether the distance between the estimated collision position and the installation position of the radar is less than a preset distance; and if it is determined that the distance between the estimated collision position and the installation position of the radar is less than the preset distance, cutting off the power supply to the vehicle's radar.

[0008] In the aforementioned technical solution, since a collision between the vehicle and an obstacle is unavoidable, and the estimated collision location is close to the radar's installation position, the radar is highly likely to be damaged. Therefore, cutting off the radar's power supply in advance in this situation helps to avoid or mitigate potential eye injuries to people outside the vehicle caused by the collision. Simultaneously, it also helps to avoid the need for easily cutting off the radar's power supply.

[0009] In conjunction with the first aspect and the above implementation, in some possible implementations, after estimating the estimated collision position on the vehicle body at the time of the estimated collision, the method further includes: adjusting the estimated collision position; wherein the adjusted estimated collision position is a position on the vehicle body other than the installation position of the radar; determining whether the distance between the estimated collision position and the installation position of the radar is less than a preset distance includes: determining whether the distance between the adjusted estimated collision position and the installation position of the radar is less than a preset distance.

[0010] In the aforementioned technical solution, although it is currently known that collisions between vehicles and obstacles cannot be completely avoided, the estimated collision location can be adjusted to avoid or mitigate damage to the radar. This allows the estimated collision location on the vehicle body to be positioned as far away from the radar as possible, thereby helping to avoid or reduce eye injuries to people outside the vehicle caused by the collision. Simultaneously, it also helps to avoid easily cutting off the radar's power supply to some extent.

[0011] In combination with the first aspect and the above implementation, in some possible implementations, after determining whether a collision between the vehicle and the obstacle can be avoided, the method further includes: if it is determined that a collision between the vehicle and the obstacle can be avoided, determining an obstacle avoidance strategy matching the vehicle, and controlling the vehicle according to the obstacle avoidance strategy to avoid a collision between the vehicle and the obstacle.

[0012] In the above technical solution, when it is determined that the collision between the vehicle and the obstacle can be avoided, the vehicle is controlled according to the obstacle avoidance strategy matched with the vehicle to avoid the collision between the vehicle and the obstacle. That is, it is ensured that the power supply of the radar will not be easily cut off, so that while avoiding or reducing the eye injury to people outside the vehicle caused by the collision, the radar can be reasonably used to perform vehicle control operations such as obstacle avoidance between vehicles.

[0013] In conjunction with the first aspect and the above implementation, in some possible implementations, after the power supply to the vehicle's radar is cut off, the method further includes: when a collision between the vehicle and the obstacle is detected, determining whether the vehicle is stationary and in a safe state; when the vehicle is determined to be stationary and in a safe state, determining the actual collision location on the vehicle body; based on the actual collision location and the radar's installation location, determining whether the radar has collided; if the radar has collided, maintaining the power supply off state of the radar; if the radar has not collided, turning on the power supply to the radar.

[0014] In the above technical solution, when a real collision is detected, if it is determined that the vehicle is currently stationary and in a safe state, and it is determined that the radar on the vehicle body did not actually collide with the radar, but rather collided with a non-radar location on the vehicle, that is, although a collision actually occurred, the collision did not damage the radar. At this time, it will not affect the normal function of the radar. Therefore, turning on the radar power at the appropriate time can achieve effective utilization of the radar.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the above-mentioned estimation of the estimated collision position on the vehicle body at the time of collision includes: obtaining the state information of the obstacle and the driving information of the vehicle; and estimating the estimated collision position on the vehicle body at the time of collision based on the state information of the obstacle and the driving information of the vehicle.

[0016] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the driving information includes: driving speed and driving direction; when the obstacle is a static obstacle, the state information includes the position of the static obstacle; the estimation of the estimated collision position on the vehicle body at the time of collision based on the state information of the obstacle and the driving information of the vehicle includes: determining a first overlap area between the vehicle and the static obstacle when the vehicle travels at the above driving speed along the above driving direction to the position of the static obstacle; estimating the estimated collision position on the vehicle body at the time of collision based on the first overlap area; when the obstacle is a dynamic obstacle, the state information includes the moving speed and moving direction of the dynamic obstacle; the estimation of the estimated collision position on the vehicle body at the time of collision based on the state information of the obstacle and the driving information of the vehicle includes: determining a second overlap area between the vehicle and the dynamic obstacle when the vehicle and the dynamic obstacle come into contact based on the driving speed and driving direction of the vehicle and the moving speed and moving direction of the dynamic obstacle; estimating the estimated collision position on the vehicle body at the time of collision based on the second overlap area.

[0017] Secondly, a radar control device is provided, comprising: an acquisition module for acquiring environmental information of the vehicle; an identification module for identifying obstacles faced by the vehicle based on the environmental information; a determination module for determining whether there is a collision risk between the vehicle and the obstacle; and a cut-off module for cutting off the power supply to the vehicle's radar when the collision risk is determined to exist.

[0018] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0019] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0020] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0021] Figure 1 This is a schematic flowchart of a radar control method provided in an embodiment of this application;

[0022] Figure 2 This is a schematic flowchart illustrating the implementation of step 104 provided in the embodiments of this application;

[0023] Figure 3 This is a flowchart of the power supply for turning on the radar provided in an embodiment of this application;

[0024] Figure 4 This is a schematic flowchart of another radar control method provided in the embodiments of this application;

[0025] Figure 5 This is a schematic diagram of the radar control device provided in the embodiments of this application;

[0026] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0027] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0029] With the rapid development of LiDAR technology, its application areas are constantly expanding. For example, LiDAR is used in autonomous driving, industry, drones, robotics, and 3D mapping. The composition and working principle of LiDAR are as follows:

[0030] Laser emission system: The excitation source periodically drives the laser to emit laser pulses. The laser modulator controls the direction and number of emitted laser pulses through the beam controller. Finally, the laser is emitted to the target object through the emission optics system.

[0031] Laser receiving system: The receiving optical system and photodetector receive the laser light reflected back from the target object and generate a received signal.

[0032] Information processing system: The received signal is amplified and converted from digital to analog. The information processing module calculates and obtains the surface morphology, physical properties and other characteristics of the target object, and finally establishes an object model of the target object.

[0033] The scanning system rotates at a stable speed to scan the plane it is on and generate real-time planar image information.

[0034] Studies have shown that different wavelengths of laser light emitted by lidar have different penetration levels, resulting in different locations of eye damage, as detailed in Table 1.

[0035] Table 1

[0036] Wavelength range (nanometers: nm) Main injury site 180～400 cornea, lens 400～700 retina, choroid 700～1400 retina, choroid, lens 1400～10600 cornea

[0037] The fluid inside the eye prevents laser light from reaching the retina at the back of the eye. This fluid is essentially transparent within the visible wavelength range (390–780 nm). Studies have shown that lasers below 1400 nm can penetrate this fluid and damage the retina. Lasers with wavelengths exceeding 1550 nm cannot penetrate the fluid, but prolonged direct exposure to a high-power laser with a wavelength exceeding 1550 nm can still potentially burn the cornea at the front of the eye.

[0038] LiDAR is primarily used in the field of autonomous driving to detect environmental information around vehicles for obstacle avoidance and other vehicle control operations. Currently, the power consumption and emitted beam of vehicle-mounted LiDAR are controlled under normal operating conditions. However, because LiDAR is installed on the exterior of the vehicle, if a collision occurs and the LiDAR is damaged, the abnormal power consumption can cause the emitted beam to cause unpredictable harm to pedestrians in the vicinity.

[0039] In view of the above problems, this application provides a radar control method, device, vehicle and computer-readable storage medium to effectively utilize radar while avoiding or mitigating eye injuries to people outside the vehicle caused by collisions.

[0040] The radar control method provided in this application is applied to a vehicle controller. The vehicle has intelligent driving capabilities, and the radar can be a lidar (LiDAR). The radar is mounted externally to the vehicle body, meaning it is positioned outside the vehicle's body. The field of view of the laser beam emitted by the radar faces the front and / or rear of the vehicle. Specifically, the front of the vehicle includes the directly front and the front side, and the rear of the vehicle includes the directly rear and the rear side. At least one radar is mounted externally to the vehicle body. When the intelligent driving function is activated, the radar emits a laser beam with a preset field of view, which can improve the accuracy of vehicle control operations such as obstacle avoidance.

[0041] The vehicle controller can be connected to a high-precision positioning module, an intelligent driving map module, and a sensor module. The controller receives information from the high-precision positioning module, the intelligent driving map module, and the sensor module, and performs reasonable control of the vehicle based on the received information to realize the intelligent driving function of the vehicle.

[0042] like Figure 1 As shown, Figure 1 A schematic flowchart of a radar control method provided in an embodiment of this application is shown. The radar control method includes the following scheme:

[0043] Step 101: Obtain environmental information of the vehicle.

[0044] Step 102: Based on the above environmental information, identify the obstacles faced by the vehicle.

[0045] Step 103: Determine if there is a risk of collision between the vehicle and the obstacle. If so, proceed to Step 104; otherwise, the process ends.

[0046] Step 104: Disconnect the power supply to the radar of the aforementioned vehicle.

[0047] exist Figure 1 In the illustrated embodiment, by acquiring environmental information about the vehicle, identifying obstacles the vehicle faces based on that information, and cutting off the power supply to the vehicle's radar when a collision risk is determined, abnormal radar power consumption due to radar damage after a collision can be avoided. This further prevents harm to pedestrians from laser beams emitted by the radar due to abnormal power consumption. Therefore, Figure 1 The illustrated embodiment can effectively utilize radar while avoiding or mitigating eye injuries to people outside the vehicle caused by a collision.

[0048] In step 101, the environmental information of the vehicle can be the environmental information around the vehicle, which may include environmental point cloud data and / or environmental images.

[0049] For example, sensor modules in a vehicle include LiDAR, cameras, millimeter-scale radar, and ultrasonic sensors. Environmental information surrounding the vehicle can be acquired through these sensor modules; for instance, LiDAR can acquire point cloud data of the surrounding environment, and cameras can acquire images of the surrounding environment. After acquiring this environmental information, the sensor modules can send it to the vehicle's controller, allowing the controller to obtain the vehicle's environmental information.

[0050] For example, during vehicle operation, the aforementioned sensor module can acquire real-time environmental information about the vehicle's surroundings and send this information to the vehicle's controller.

[0051] In step 102, the vehicle controller can identify obstacles faced by the vehicle based on the aforementioned environmental information. These obstacles can be dynamic or static obstacles that the vehicle will encounter during its journey. Dynamic obstacles include moving objects such as pedestrians and vehicles, while static obstacles include stationary objects such as pillars, parked vehicles, and road signs.

[0052] For example, the vehicle's controller can extract information about the obstacle from the aforementioned environmental information, including obstacle point cloud data and / or obstacle images. Based on the obstacle point cloud data and / or obstacle images, it can be identified whether the obstacle is a static or dynamic obstacle.

[0053] Furthermore, the vehicle controller can also obtain the obstacle's state information based on obstacle point cloud data and / or obstacle images. For example, when the obstacle is static, the state information may include the static obstacle's position information. Optionally, the static obstacle's position information may be the static obstacle's position relative to the vehicle, such as: the static obstacle is located 100 meters directly in front of the vehicle, or the static obstacle is located 100 meters to the side and in front of the vehicle, etc. When the obstacle is dynamic, the state information may include the dynamic obstacle's speed and direction of movement.

[0054] In step 103, the vehicle's controller can estimate whether there is a risk of collision between the vehicle and the obstacle. If a collision risk is estimated, the process proceeds to step 104; if no collision risk is estimated, the process ends.

[0055] For example, the vehicle's controller can acquire the vehicle's driving information and, based on this information and the state information of the aforementioned obstacles, estimate whether there is a risk of collision between the vehicle and the obstacles. The vehicle's driving information may include the vehicle's direction of travel, speed, acceleration, and current position.

[0056] When the obstacle is a static obstacle, the relative distance between the static obstacle and the vehicle can be determined based on the obstacle's location information and the vehicle's driving information. This relative distance can then be used to determine if there is a risk of collision between the static obstacle and the vehicle. For example, if the relative distance is less than or equal to a preset safety distance, it can be determined that there is a risk of collision between the static obstacle and the vehicle. The preset safety distance can be set according to actual needs; this embodiment does not specifically limit the size of the preset safety distance.

[0057] When the obstacle is a dynamic obstacle, the relative distance and relative speed between the dynamic obstacle and the vehicle can be determined based on the obstacle's moving speed and direction, as well as the vehicle's driving direction and speed. Combining these relative positions and speeds, it can be determined whether there is a risk of collision between the dynamic obstacle and the vehicle. The relative speed can be understood as the speed difference V1-V2 between the vehicle's driving speed V1 and the dynamic obstacle's moving speed V2. For example, if the relative distance is less than or equal to a preset safety distance, and / or the speed difference is greater than or equal to a preset safety speed, it can be determined that there is a risk of collision between the dynamic obstacle and the vehicle. The preset safety distance and preset safety speed can be set according to actual needs; this embodiment does not impose specific limitations on them.

[0058] In step 104, if a collision risk is determined, the vehicle's controller can cut off the power to the radar to shut it down and make it inoperable.

[0059] For example, the vehicle's controller can send control information to the body domain controller to cut off the radar power supply. The body domain controller is the hardware controller of the vehicle's power management module. The body domain controller determines the power management of the vehicle's electrical components through the control switch of an electromagnetic relay. The aforementioned radar is connected to the body domain controller via an electromagnetic relay. After receiving the control information to cut off the radar power supply, the body domain controller controls the electromagnetic relay to disconnect, thereby cutting off the radar's power supply.

[0060] For example, after the radar power is cut off, the controller can check at preset intervals whether the conditions for turning on the radar power are met. When the conditions for turning on the radar power are detected, the radar power is turned on so that the radar can work normally. The conditions for turning on the radar power can be set according to actual needs. The principle for setting the conditions for turning on the radar power can include: not harming the human eye, so that the radar can be activated without harming the human eye to assist intelligent driving. The preset time can be set according to actual needs, and this embodiment does not specifically limit it.

[0061] In an exemplary embodiment, the implementation of step 104 described above can be found in [reference needed]. Figure 2 ,include:

[0062] Step 1041: Determine whether a collision between the vehicle and the obstacle can be avoided. If yes, proceed to step 1045; otherwise, proceed to step 1042.

[0063] Step 1042: Estimate the estimated collision location on the vehicle body at the time of the collision.

[0064] Step 1043: Determine whether the distance between the estimated collision location and the radar installation location is less than a preset distance. If yes, proceed to step 1044; otherwise, proceed to step 1046.

[0065] Step 1044: Disconnect the power to the vehicle's radar.

[0066] Step 1045: Determine the obstacle avoidance strategy that matches the vehicle, and control the vehicle according to the obstacle avoidance strategy to avoid collisions between the vehicle and obstacles.

[0067] Step 1046: Control the radar to operate normally.

[0068] exist Figure 2 In the illustrated embodiment, the vehicle's radar power is cut off only when it is determined that a collision between the vehicle and an obstacle is unavoidable, and the distance between the estimated collision location and the radar's installation location is less than a preset distance. In other words, the radar power is cut off only when it is determined that a collision between the vehicle and an obstacle is unavoidable and the estimated collision location is close to the radar's installation location. Since the radar is likely to be damaged when a collision between the vehicle and an obstacle is unavoidable and the estimated collision location is close to the radar's installation location, cutting off the radar power in advance helps avoid or mitigate potential eye injuries to people outside the vehicle due to the collision. Furthermore, when it is determined that a collision between the vehicle and an obstacle can be avoided, the vehicle is controlled according to an obstacle avoidance strategy matched to the vehicle to prevent a collision with the obstacle. This ensures that the radar power is not easily cut off, allowing for the reasonable use of radar for obstacle avoidance and other vehicle control operations while avoiding or mitigating eye injuries to people outside the vehicle due to collisions.

[0069] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiment will be explained below:

[0070] In step 1041, the vehicle controller can determine whether a collision between the vehicle and the obstacle can be avoided based on environmental information surrounding the vehicle, obstacle status information, and vehicle driving information. Specifically, the controller can determine whether the vehicle has sufficient space to support longitudinal or lateral obstacle avoidance. When the vehicle has sufficient space to support longitudinal or lateral obstacle avoidance, it can be determined that a collision between the vehicle and the obstacle can be avoided. When the vehicle does not have sufficient space to support longitudinal or lateral obstacle avoidance, it can be determined that a collision between the vehicle and the obstacle cannot be avoided.

[0071] For example, the aforementioned longitudinal obstacle avoidance can be achieved through braking. Determining whether the vehicle has sufficient space to support longitudinal obstacle avoidance can be understood as: whether there is a sufficient longitudinal safety distance allowing the vehicle to avoid the obstacle through braking. This longitudinal safety distance can be set according to actual needs, and this embodiment does not impose specific limitations on it. For instance, if the vehicle is traveling at maximum deceleration, and after the vehicle stops, the distance between the vehicle's current position and the obstacle's current position is greater than or equal to the longitudinal safety distance, then it can be determined that a collision between the vehicle and the obstacle can be avoided. When the obstacle is a dynamic obstacle, the vehicle may not need to stop. If, when the vehicle's speed is controlled to be the same as the dynamic obstacle's, the distance between the vehicle and the dynamic obstacle is still greater than or equal to the longitudinal safety distance, then it can be determined that a collision between the vehicle and the obstacle can be avoided.

[0072] For example, the aforementioned lateral obstacle avoidance can be achieved through steering. Determining whether the vehicle has sufficient space to support lateral obstacle avoidance can be understood as: whether there is sufficient lateral safety distance allowing the vehicle to avoid the obstacle through steering. This lateral safety distance can be set according to actual needs, and this embodiment does not impose specific limitations on it. For instance, if the vehicle has steering space, i.e., sufficient lateral safety distance, it can change lanes by suddenly swerving, thus ensuring that a collision with the obstacle can be avoided.

[0073] In step 1042, the vehicle controller can estimate the predicted collision location on the vehicle body at the time of the collision. This predicted collision location can be the predicted point on the vehicle body where the obstacle will collide with it at the time of the collision.

[0074] In an exemplary embodiment, step 1042 can be implemented by: acquiring obstacle state information and vehicle driving information; estimating the estimated collision location on the vehicle body at the time of a collision based on the obstacle state information and vehicle driving information. For example, the relative position of the obstacle and the vehicle at the time of a collision can be estimated based on the obstacle state information and vehicle driving information, and the estimated collision location on the vehicle body can be determined based on the relative position of the obstacle and the vehicle.

[0075] For example, once an obstacle is detected, a three-dimensional coordinate system can be established with the target point as the origin. Both the vehicle and the obstacle have their own coordinate points in this three-dimensional coordinate system. The target point can be a point on the vehicle or a point on the obstacle. During the movement of the vehicle or obstacle, the three-dimensional coordinate system remains unchanged, while the coordinates of the vehicle or obstacle within it can change dynamically. When the coordinates of the vehicle and obstacle coincide in this three-dimensional coordinate system, a collision can be considered to have occurred, and the estimated collision location on the vehicle body can be determined based on the coincident coordinates. For instance, the position of the coincident coordinates on the vehicle body can be used as the estimated collision location.

[0076] In an exemplary embodiment, the vehicle's driving information includes driving speed and driving direction. When the obstacle is a static obstacle, the state information includes the position of the static obstacle. The method for estimating the estimated collision position on the vehicle body at the time of a collision based on the obstacle's state information and the vehicle's driving information may include: determining a first overlap area between the vehicle and the static obstacle when the vehicle travels at its driving speed along its driving direction to the position of the static obstacle, and estimating the estimated collision position on the vehicle body at the time of a collision based on the first overlap area.

[0077] It is understandable that when a vehicle collides with a static obstacle, there will be a certain overlap between the areas where the vehicle and the static obstacle are located. Therefore, in this embodiment, the process of the vehicle traveling at this speed and in this direction can be simulated in advance. When the vehicle reaches a position facing the static obstacle, the overlap area between the vehicle and the static obstacle is determined, and this overlap area is designated as the first overlap area. Then, based on the first overlap area, the estimated collision position on the vehicle body at the time of the collision is estimated. For example, the position of the first overlap area on the vehicle body can be used as the estimated collision position.

[0078] For example, by combining the above-mentioned three-dimensional coordinate system, during the process of simulating a vehicle traveling at its speed along its direction of travel, the coordinates of the vehicle and the static obstacle in the above-mentioned three-dimensional coordinate system can be determined in real time. Thus, when the vehicle travels to a position facing the static obstacle, the coordinates of the overlapping area of ​​the vehicle and the static obstacle in the above-mentioned three-dimensional coordinate system can be determined. Then, based on the coordinates of the overlapping area of ​​the vehicle and the static obstacle in the above-mentioned three-dimensional coordinate system, the estimated collision position can be determined.

[0079] In an exemplary embodiment, the vehicle's driving information includes its speed and direction of travel. When the obstacle is a dynamic obstacle, the state information includes the moving speed and direction of the dynamic obstacle. Based on the obstacle's state information and the vehicle's driving information, the estimated collision position on the vehicle body at the time of collision is estimated, including: determining a second overlap area between the vehicle and the dynamic obstacle when they come into contact, based on the vehicle's speed and direction of travel and the dynamic obstacle's speed and direction of travel. Based on the second overlap area, the estimated collision position on the vehicle body at the time of collision is estimated.

[0080] It is understandable that when a vehicle collides with a dynamic obstacle, there will be a certain overlap between the areas where the vehicle and the dynamic obstacle are located. Therefore, in this embodiment, the process of the vehicle traveling at its speed and in its direction of travel, and the process of the dynamic obstacle moving at its speed and in its direction of travel, can be simulated in advance. During the vehicle's travel and the dynamic obstacle's movement, the overlapping area between the vehicle and the dynamic obstacle when they come into contact is determined, and this overlapping area is designated as the second overlapping area. Then, based on the second overlapping area, the estimated collision location on the vehicle body at the time of the collision is estimated. For example, the position of the second overlapping area on the vehicle body can be used as the estimated collision location.

[0081] For example, by combining the above-mentioned three-dimensional coordinate system, during the process of simulating a vehicle traveling at its speed along its direction of travel and a dynamic obstacle moving at its speed and direction of travel, the coordinates of the vehicle and the dynamic obstacle in the above-mentioned three-dimensional coordinate system can be determined in real time. Thus, when the vehicle comes into contact with the dynamic obstacle, the coordinates of the overlapping area of ​​the vehicle and the dynamic obstacle, i.e. the contact area, in the above-mentioned three-dimensional coordinate system can be determined. Then, based on the coordinates of the contact area in the above-mentioned three-dimensional coordinate system, the estimated collision position can be determined.

[0082] In step 1043, the vehicle's controller calculates the distance between the estimated collision location and the radar's installation location, and then determines whether the calculated distance is less than a preset distance. If the distance is less than the preset distance, the estimated collision location is considered to be close to the radar's installation location, further indicating that the impending collision may affect the radar's normal operation. If the distance is greater than or equal to the preset distance, the estimated collision location is considered to be far from the radar's installation location, further indicating that the impending collision may not affect the radar's normal operation. The preset distance can be set according to actual needs and is intended to measure whether the estimated collision location is near the radar's installation location.

[0083] In step 1044, the controller can send a control message to the vehicle domain controller to cut off the radar power supply, so that the vehicle domain controller cuts off the radar power supply, so that the radar does not work and will not emit laser.

[0084] In step 1045, if the controller determines that a collision between the vehicle and an obstacle can be avoided, then full obstacle avoidance of the entire vehicle is prioritized. Specifically, the controller can determine an obstacle avoidance strategy that matches the vehicle and control the vehicle according to the obstacle avoidance strategy to avoid a collision between the vehicle and the obstacle.

[0085] For example, the controller can determine an obstacle avoidance strategy that matches the vehicle based on the relative position and relative speed between the vehicle and the obstacle. For instance, the obstacle avoidance strategy could be braking to control the vehicle to decelerate, or turning the steering wheel to control the vehicle to change its direction of travel.

[0086] In step 1046, this is equivalent to controlling the radar to operate normally when the estimated collision location is determined to be far from the radar's installation location. Since a long distance between the estimated collision location and the radar's installation location indicates that the impending collision may not affect the radar's normal operation, controlling the radar to operate normally is beneficial for effectively utilizing the radar for obstacle avoidance and other vehicle control actions.

[0087] In an exemplary embodiment, after step 1042, the method may further include: adjusting the estimated collision position; wherein the adjusted estimated collision position is a location on the vehicle body other than the radar mounting position. Correspondingly, step 1043 may specifically involve: determining whether the distance between the adjusted estimated collision position and the radar mounting position is less than a preset distance.

[0088] In this embodiment, if it is determined that a collision between the vehicle and an obstacle cannot be avoided, the estimated collision position can be adjusted so that the adjusted estimated collision position is a location on the vehicle body other than the radar mounting location. For example, the vehicle's driving parameters can be adjusted based on the relative position of the obstacle and the radar so that the estimated collision position is located on the vehicle body at a location other than the radar. Adjusting the vehicle's driving parameters can involve turning the steering wheel to adjust the vehicle's direction of travel so that the estimated collision position is located on the vehicle body at a location other than the radar. After adjusting the estimated collision position, it is determined whether the distance between the adjusted estimated collision position and the radar mounting location is less than a preset distance, that is, whether the adjusted estimated collision position is still near the radar mounting location.

[0089] For example, the estimated collision position can be adjusted using the aforementioned three-dimensional coordinate system. For instance, the positional difference between the estimated collision position and the radar's mounting position can be observed in the three-dimensional coordinate system, allowing the estimated collision position to be adjusted to a target position, which is a location on the vehicle body excluding the radar's mounting position. Furthermore, by adjusting the vehicle's driving parameters, the estimated collision position can be positioned at the aforementioned target location on the vehicle body.

[0090] Understandably, while it's now certain that collisions between vehicles and obstacles are unavoidable, the estimated collision location can be adjusted to avoid or mitigate damage to the radar. This adjustment allows the estimated collision point on the vehicle to be positioned as far away from the radar as possible, thus helping to prevent or reduce eye injuries to people outside the vehicle caused by the collision. Simultaneously, it also helps to avoid easily cutting off the radar's power supply to some extent.

[0091] In an exemplary embodiment, after cutting off the power to the vehicle's radar, the method further includes a process of turning on the radar's power. The flowchart for turning on the radar's power can be found in [reference needed]. Figure 3 ,include:

[0092] Step 301: After a collision between the vehicle and an obstacle is detected, determine whether the vehicle is stationary and in a safe state. If so, proceed to step 302; otherwise, continue with step 301.

[0093] Step 302: Determine the actual collision location on the vehicle body.

[0094] Step 303: Based on the actual collision location and the installation location of the radar, determine whether a collision has occurred. If yes, proceed to step 304; otherwise, proceed to step 305.

[0095] Step 304: Maintain the radar power off.

[0096] Step 305: Turn on the radar power.

[0097] exist Figure 3 In the embodiment shown, when a real collision is detected, if it is determined that the vehicle is currently stationary and in a safe state, and it is determined that the radar on the vehicle body did not actually collide with the radar, but rather collided with a non-radar location on the vehicle, that is, although a collision actually occurred, the collision did not damage the radar. At this time, it will not affect the normal function of the radar. Therefore, turning on the radar power at the appropriate time can achieve effective utilization of the radar.

[0098] The following is about Figure 3 The specific implementation methods of each step in the illustrated embodiment will be explained below:

[0099] In step 301, when a real collision occurs, the controller can detect the collision information between the vehicle and the obstacle, thereby determining whether the vehicle is currently stationary and in a safe state, that is, whether the vehicle has stopped and escaped the dangerous environment of the collision. If it is determined that the vehicle is stationary and in a safe state, proceed to step 302; otherwise, continue executing step 301.

[0100] For example, detecting a collision between a vehicle and an obstacle can be achieved as follows: Upon receiving collision information, the controller obtains the vehicle's acceleration value from the collision information. If the acceleration value exceeds a preset threshold, a collision is determined to have occurred. This preset threshold can be set according to actual needs, indicating that the vehicle's acceleration value is large, and that this large acceleration value may be caused by a collision. For instance, the vehicle's airbag module can send collision information to the controller, allowing the controller to obtain the vehicle's acceleration value from the collision information upon receipt.

[0101] The vehicle airbag module may include: collision sensors, an electronic control unit, an airbag module, a monitoring device, a reserve power supply, and an acceleration sensor. The airbag module may include a gas generator, an airbag, and an igniter. The vehicle airbag module can acquire real-time collision information from the collision sensors and send this information to the controller. The collision information includes the acceleration detected by the acceleration sensor.

[0102] For example, detecting a collision between a vehicle and an obstacle can be achieved by: obtaining the status of the vehicle's airbags; if the airbags are deployed, a collision is confirmed. Considering serious traffic accidents, after a collision, the airbags deploy to protect the occupants, and users generally do not or cannot get out of the vehicle to check the collision situation in a very short time. Therefore, the status of the airbags can be used to determine whether a collision has occurred. The airbag status includes deployed and deactivated states; if the airbags are deployed, a collision is confirmed, allowing for rapid identification of whether a collision has occurred.

[0103] In step 302, the controller can determine the actual collision location on the vehicle body after detecting a collision between the vehicle and an obstacle, and after determining that the vehicle is stationary and in a safe state. For example, the vehicle's airbag module can use collision sensors to determine the collision point, i.e., the actual collision location, and collision intensity information of the entire vehicle in real time.

[0104] For example, determining the actual collision location on the vehicle body can be achieved by: acquiring the identification information carried by the collision information, determining the collision sensor to which the identification information belongs, and determining the actual collision location based on the determined installation location of the collision sensor on the vehicle. For instance, multiple collision sensors can be installed on the vehicle body, each with its own identification information. Each collision sensor can detect collisions occurring at different locations on the vehicle body and send the detected collision information to the controller. This collision information can carry corresponding identification information to indicate which collision sensor detected the collision. Therefore, the controller can determine the actual collision location based on the installation location of the collision sensor to which the identification information belongs on the vehicle.

[0105] For example, determining the actual collision location on the vehicle body can be done by: determining the vehicle's acceleration direction, determining the direction of the collision based on the acceleration direction, and determining the actual collision location based on the direction of the collision. After determining that a collision has occurred, the vehicle's acceleration direction can be obtained from the aforementioned collision information. This acceleration direction is the direction of acceleration during the collision process, and the direction it points to is the direction of the collision. Then, the vehicle body position corresponding to the direction of the collision is determined as the actual collision location.

[0106] For example, stress sensors and obstacle distance sensors can be arranged around the vehicle body, such as on the front, rear, left, and right sides of the vehicle. The actual collision location can be determined on the vehicle body by using either the collision location coordinates (x1, y1, z1) obtained from the stress sensors or the collision location coordinates (x2, y2, z2) obtained from the obstacle distance sensors. Alternatively, the average coordinates of (x1, y1, z1) and (x2, y2, z2) can be calculated and used as the actual collision location.

[0107] In step 303, the controller can determine whether a collision has occurred with the radar based on the proximity of the actual collision location and the radar's installation location. For example, it can determine whether the overlapping area between the actual collision location and the radar's installation location is greater than a preset area. If the overlapping area is greater than the preset area, it can be determined that a collision has occurred with the radar, meaning the radar may have been damaged by the actual collision. If the overlapping area is less than the preset area, it can be determined that no collision has occurred with the radar, meaning the radar has not been damaged by the actual collision.

[0108] In step 304, when the controller determines that the radar may be damaged by an actual collision, it maintains the radar in a power-off state to avoid or mitigate eye injuries to people outside the vehicle caused by the collision.

[0109] In step 305, once the controller determines that the radar has not been damaged by the actual collision, it turns on the radar's power supply, allowing the radar to function normally. Specifically, the controller can send a control signal to the vehicle domain controller to start the radar, causing the vehicle domain controller to turn on the radar's power supply upon receiving the control signal.

[0110] In an exemplary embodiment, a flowchart of the radar control method can be found. Figure 4 ,include:

[0111] Step 401: Obtain environmental information of the vehicle.

[0112] Step 402: Identify obstacles facing the vehicle based on environmental information.

[0113] Step 403: Determine if there is a risk of collision between the vehicle and the obstacle. If so, proceed to step 404; otherwise, the process ends.

[0114] Step 404: Determine whether a collision between the vehicle and the obstacle can be avoided. If yes, proceed to step 406; otherwise, proceed to step 405.

[0115] Step 405: Estimate the estimated collision location on the vehicle body at the time of the collision.

[0116] Step 406: Determine the obstacle avoidance strategy that matches the vehicle, and control the vehicle according to the obstacle avoidance strategy to avoid collisions between the vehicle and obstacles.

[0117] Step 407: Adjust the estimated collision location to a non-radar location.

[0118] Step 408: Determine whether the distance between the adjusted estimated collision location and the radar installation location is less than the preset distance. If yes, proceed to step 409; otherwise, proceed to step 410.

[0119] Step 409: Disconnect the power to the vehicle's radar.

[0120] Step 410: Control the radar to operate normally.

[0121] Step 411: After a collision between the vehicle and an obstacle is detected, determine whether the vehicle is stationary and in a safe state. If so, proceed to step 412; otherwise, continue with step 411.

[0122] Step 412: Determine the actual collision location on the vehicle body.

[0123] Step 413: Based on the actual collision location and the radar's installation location, determine whether a collision has occurred. If yes, proceed to step 414; otherwise, proceed to step 415.

[0124] Step 414: Maintain the radar power off.

[0125] Step 415: Turn on the radar power.

[0126] In this embodiment, to address the unpredictable impact of vehicle collisions on radar performance, proactive power management of the radar helps to avoid or mitigate eye injuries to people outside the vehicle caused by the collision. Simultaneously, after a collision, the radar's integrity is reassessed to determine whether power should be restored, ensuring safety and reliability.

[0127] Figure 5 This is a schematic diagram of the structure of a radar control device provided in an embodiment of this application.

[0128] For example, such as Figure 5 As shown, the device includes:

[0129] The acquisition module 501 is used to acquire environmental information of the vehicle.

[0130] The identification module 502 is used to identify obstacles faced by the vehicle based on the aforementioned environmental information.

[0131] The determination module 503 is used to determine whether there is a risk of collision between the aforementioned vehicle and the aforementioned obstacle;

[0132] The cut-off module 504 is used to cut off the power supply to the radar of the vehicle when it is determined that there is a collision risk as described above.

[0133] In one possible implementation, the cut-off module 504 is specifically used to: determine whether a collision between the vehicle and the obstacle can be avoided; if it is determined that a collision between the vehicle and the obstacle cannot be avoided, estimate the estimated collision position on the vehicle body at the time of the collision; determine whether the distance between the estimated collision position and the installation position of the radar is less than a preset distance; and if it is determined that the distance between the estimated collision position and the installation position of the radar is less than the preset distance, cut off the power supply to the radar of the vehicle.

[0134] In one possible implementation, after the cut-off module 504 estimates the estimated collision position on the vehicle body at the time of the collision, it is further configured to: adjust the estimated collision position; wherein the adjusted estimated collision position is a position on the vehicle body other than the installation position of the radar; the determination of whether the distance between the estimated collision position and the installation position of the radar is less than a preset distance includes: determining whether the distance between the adjusted estimated collision position and the installation position of the radar is less than a preset distance.

[0135] In one possible implementation, the device further includes an obstacle avoidance module, which determines an obstacle avoidance strategy matching the vehicle when it is determined that a collision between the vehicle and the obstacle can be avoided, and controls the vehicle according to the obstacle avoidance strategy to avoid a collision between the vehicle and the obstacle.

[0136] In one possible implementation, the device further includes a startup module and a maintenance module. The startup module is used to determine whether the vehicle is stationary and in a safe state after detecting a collision between the vehicle and the obstacle; when the vehicle is determined to be stationary and in a safe state, it determines the actual collision location on the vehicle body; based on the actual collision location and the installation location of the radar, it determines whether the radar has collided; and if the radar has not collided, it turns on the power supply to the radar. The maintenance module is used to maintain the power supply to the radar in a de-energized state when the radar has collided.

[0137] In one possible implementation, the cutting module 504 estimates the estimated collision position on the vehicle body when a collision occurs, including: acquiring the state information of the obstacle and the driving information of the vehicle; and estimating the estimated collision position on the vehicle body when a collision occurs based on the state information of the obstacle and the driving information of the vehicle.

[0138] In one possible implementation, the driving information includes driving speed and driving direction; when the obstacle is a static obstacle, the state information includes the position of the static obstacle, and the cutting module 504 is specifically used to determine the first overlap area between the vehicle and the static obstacle when the vehicle travels at the driving speed and along the driving direction to the position of the static obstacle; based on the first overlap area, the estimated collision position on the vehicle body at the time of collision is estimated; when the obstacle is a dynamic obstacle, the state information includes the moving speed and moving direction of the dynamic obstacle, and the cutting module 504 is specifically used to determine the second overlap area between the vehicle and the dynamic obstacle when the vehicle and the dynamic obstacle come into contact based on the driving speed and driving direction of the vehicle and the moving speed and moving direction of the dynamic obstacle; based on the second overlap area, the estimated collision position on the vehicle body at the time of collision is estimated.

[0139] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0140] For example, such as Figure 6 As shown, the vehicle includes a memory 601 and a processor 602, wherein the memory 601 stores executable program code, and the processor 602 is used to call and execute the executable program code to perform a radar control method.

[0141] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0142] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, an identification module, a determination module, a cutoff module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0143] The vehicle provided in this embodiment is used to execute the radar control method described above, and therefore can achieve the same effect as the above implementation method.

[0144] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0145] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0146] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the aforementioned method steps to implement the radar control method in the above embodiment.

[0147] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the radar control method described in the above embodiment.

[0148] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor can call and execute the instructions to make the chip execute the radar control method in the above embodiments.

[0149] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0150] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0151] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or 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. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0152] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A radar control method, characterized in that, The method includes: Obtain information about the vehicle's environment; Based on the environmental information, identify the obstacles facing the vehicle; Determine whether there is a risk of collision between the vehicle and the obstacle; If the collision risk is determined, it is determined whether the collision between the vehicle and the obstacle can be avoided; wherein, when there is space to support the vehicle's longitudinal or lateral obstacle avoidance, it is determined that the collision between the vehicle and the obstacle can be avoided; when there is no space to support the vehicle's longitudinal or lateral obstacle avoidance, it is determined that the collision between the vehicle and the obstacle cannot be avoided. If it is determined that a collision between the vehicle and the obstacle cannot be avoided, the estimated collision location on the vehicle body at the time of the collision is estimated. Determine whether the distance between the estimated collision location and the installation location of the radar is less than a preset distance; If the distance between the estimated collision location and the radar installation location is determined to be less than a preset distance, the power supply to the vehicle's radar is cut off.

2. The method according to claim 1, characterized in that, After estimating the estimated collision location on the vehicle body at the time of the collision, the method further includes: Adjust the estimated collision position; wherein the adjusted estimated collision position is a position on the vehicle body other than the installation position of the radar; Determining whether the distance between the estimated collision location and the radar installation location is less than a preset distance includes: Determine whether the distance between the adjusted estimated collision location and the radar installation location is less than a preset distance.

3. The method according to claim 1 or 2, characterized in that, After determining whether a collision between the vehicle and the obstacle can be avoided, the method further includes: If it is determined that the collision between the vehicle and the obstacle can be avoided, an obstacle avoidance strategy matching the vehicle is determined, and the vehicle is controlled according to the obstacle avoidance strategy to avoid the collision between the vehicle and the obstacle.

4. The method according to claim 1, characterized in that, After cutting off the power to the vehicle's radar, the method further includes: When a collision between the vehicle and the obstacle is detected, it is determined whether the vehicle is stationary and in a safe state. When it is determined that the vehicle is stationary and in a safe state, the actual collision location is determined on the vehicle body; Based on the actual collision location and the installation location of the radar, determine whether the radar has collided; If a collision is determined to have occurred with the radar, the power supply to the radar shall be kept off. Once it is determined that no collision has occurred with the radar, the power supply to the radar is turned on.

5. The method according to claim 1, characterized in that, The estimated collision location on the vehicle body at the time of the estimated collision includes: Obtain the status information of the obstacle and the driving information of the vehicle; Based on the state information of the obstacle and the driving information of the vehicle, the estimated collision position on the vehicle body at the time of the collision is estimated.

6. The method according to claim 5, characterized in that, The driving information includes: driving speed and driving direction; When the obstacle is a static obstacle, the state information includes the position of the static obstacle. The step of estimating the estimated collision position on the vehicle body at the time of a collision based on the obstacle's state information and the vehicle's driving information includes: The first overlap area between the vehicle and the static obstacle is determined when the vehicle travels at the specified speed along the specified direction to the position of the static obstacle; Based on the first overlapping area, the estimated collision location on the vehicle body at the time of the collision is estimated. When the obstacle is a dynamic obstacle, the state information includes the moving speed and direction of the dynamic obstacle. The step of estimating the estimated collision position on the vehicle body at the time of collision based on the obstacle's state information and the vehicle's driving information includes: Based on the vehicle's speed and direction of travel, and the dynamic obstacle's speed and direction of movement, determine the second overlap area between the vehicle and the dynamic obstacle when they come into contact. Based on the second overlapping area, the estimated collision location on the vehicle body at the time of the collision is estimated.

7. A radar control device, characterized in that, The device includes: The acquisition module is used to acquire environmental information about the vehicle's location; The identification module is used to identify obstacles facing the vehicle based on the environmental information. A determination module is used to determine whether there is a risk of collision between the vehicle and the obstacle; The cutoff module is used to determine whether a collision between the vehicle and the obstacle can be avoided when a collision risk is identified. Specifically, if there is space to support longitudinal or lateral obstacle avoidance, it is determined that a collision can be avoided; if there is no space to support longitudinal or lateral obstacle avoidance, it is determined that a collision cannot be avoided. If a collision cannot be avoided, the module estimates the predicted collision location on the vehicle body at the time of the collision; determines whether the distance between the predicted collision location and the radar's mounting location is less than a preset distance; and if the distance between the predicted collision location and the radar's mounting location is less than the preset distance, it cuts off the power to the vehicle's radar.

8. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 6.

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