Vehicle control method and device, vehicle and storage medium
By monitoring the path deviation between the vehicle and the target vehicle at unprotected intersections, predicting right-of-way allocation, and controlling vehicle movement, the problem of low efficiency for autonomous vehicles at unprotected intersections is solved, achieving safe and efficient passage.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GUANGZHOU XIAOPENG CONNECTIVITY TECH CO LTD
- Filing Date
- 2023-06-19
- Publication Date
- 2026-05-19
AI Technical Summary
In urban driving scenarios, autonomous vehicles cannot effectively handle target vehicles with significantly different driving directions when encountering unprotected intersections, leading to reduced traffic efficiency and the risk of traffic congestion.
By monitoring the distance and directional deviation between vehicles and unprotected intersections, the planned and predicted paths of both the vehicle and the target vehicle are obtained, the right-of-way is predicted, and the vehicle is controlled to leave the intersection first to ensure safety.
It improves the traffic efficiency of autonomous vehicles and avoids traffic congestion caused by blindly slowing down.
Smart Images
Figure CN116863736B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of path planning technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Technology
[0002] In urban driving scenarios, traffic lights are typically installed at intersections to maintain traffic order. Some intersections have traffic lights that only restrict straight-ahead traffic, without restrictions on left or right turns; these intersections are referred to as unprotected intersections.
[0003] In the autonomous driving solutions provided by related technologies, when an autonomous vehicle approaches an unprotected intersection, if it detects a target vehicle with a significantly different driving direction (for example, the autonomous vehicle is going straight while the target vehicle is turning left), the autonomous vehicle will usually adopt a more conservative driving strategy, that is, it will slow down first and continue driving only after the target vehicle has left the unprotected intersection.
[0004] The technical solutions provided by related technologies have led to a decrease in the traffic efficiency of autonomous vehicles and may even bring the risk of traffic congestion. Summary of the Invention
[0005] This application discloses a vehicle control method, apparatus, vehicle, and storage medium.
[0006] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: when the distance between a vehicle and a designated intersection is detected to be less than a first preset distance, determining a target vehicle, wherein the angular deviation between the driving direction of the vehicle and the driving direction of the target vehicle is greater than a first preset angle, and the designated intersection represents an intersection without a specified traffic facility restricting the specified direction; obtaining the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle; predicting the right-of-way based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle, wherein the right-of-way represents the right to leave the designated intersection first, and the right-of-way belongs to either the vehicle or the target vehicle; and controlling the vehicle's driving based on the right-of-way.
[0007] Secondly, embodiments of this application provide a vehicle control device, comprising: a vehicle determination module, configured to determine a target vehicle when the distance between a vehicle and a designated intersection is detected to be less than a first preset distance, wherein the angular deviation between the driving direction of the vehicle and the driving direction of the target vehicle is greater than a first preset angle, and the designated intersection represents an intersection where traffic lights do not control the designated direction; a path acquisition module, configured to acquire the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle; a right-of-way prediction module, configured to predict the right-of-way based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle, wherein the right-of-way represents the right to leave the designated intersection first, and the right-of-way belongs to either the vehicle or the target vehicle; and a vehicle control module, configured to control the vehicle's driving based on the right-of-way.
[0008] Thirdly, embodiments of this application provide a vehicle, the vehicle including: one or more processors; a memory; one or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, and the one or more applications are configured to perform the method as described in the first aspect.
[0009] Fourthly, embodiments of this application provide a computer-readable storage medium storing program code, which is invoked by a processor to execute the method as described in the first aspect.
[0010] Fifthly, embodiments of this application provide a computer program product that, when executed, is used to implement the method as described in the first aspect.
[0011] Compared to existing technologies, the technical solution provided in this application, when detecting that it is about to enter an unprotected intersection, if a target vehicle with a significant deviation from its own driving direction is identified, its planned path and the predicted path of the target vehicle are obtained. Based on the planned path and the predicted path, the right-of-way is predicted to belong to itself or the target vehicle. That is, it is predicted which of the two vehicles can leave the unprotected intersection first, provided that driving safety is ensured. Finally, the vehicle driving is controlled according to the prediction results. On the one hand, this can improve the traffic efficiency of vehicles, and on the other hand, it can avoid traffic congestion caused by blindly slowing down. Attached Figure Description
[0012] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0013] Figure 1This is a schematic diagram of a vehicle provided in one embodiment of this application.
[0014] Figure 2 This is a flowchart of a vehicle control method provided in one embodiment of this application.
[0015] Figure 3 This is a schematic diagram of a signal light with a specified pattern provided in one embodiment of this application.
[0016] Figure 4 This is a schematic diagram of the driving of a vehicle and a target vehicle provided in one embodiment of this application.
[0017] Figure 5 This is a flowchart of a vehicle control method provided in another embodiment of this application.
[0018] Figure 6 This is a schematic diagram illustrating the prediction of right-of-way allocation provided in one embodiment of this application.
[0019] Figure 7 This is a flowchart of a vehicle control method provided in another embodiment of this application.
[0020] Figure 8 This is a schematic diagram illustrating the prediction of right-of-way allocation provided in another embodiment of this application.
[0021] Figure 9 This is a block diagram of a vehicle control device provided in one embodiment of this application.
[0022] Figure 10 This is a structural block diagram of a vehicle provided in one embodiment of this application.
[0023] Figure 11 This is a block diagram of a computer-readable storage medium provided in one embodiment of this application. Detailed Implementation
[0024] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.
[0025] To enable those skilled in the art to better understand the solutions of this application, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.
[0026] Please refer to Figure 1 This diagram illustrates an implementation environment provided in one embodiment of the present application. The implementation environment includes a vehicle 100.
[0027] In this embodiment, when vehicle 100 detects that it is about to enter an unprotected intersection, if it identifies a target vehicle with a significant deviation from its own driving direction, it will obtain its own planned path and the predicted path of the target vehicle. Based on the planned path and the predicted path, it will predict whether the right-of-way belongs to itself or the target vehicle. That is, it will predict which of the two vehicles can leave the unprotected intersection first, provided that driving safety is ensured. Finally, it will control the vehicle's driving based on the prediction result. Compared with the related technologies that use conservative strategies to control the vehicle's driving through unprotected intersections, the technical solution provided by this embodiment can improve the vehicle's traffic efficiency on the one hand, and avoid traffic congestion caused by blindly slowing down on the other hand.
[0028] In some embodiments, vehicle 100 includes vehicle sensors for monitoring various operating conditions of the vehicle during operation. These vehicle sensors may include speed sensors, acceleration sensors, steering angle sensors, torque sensors, etc. In some embodiments, vehicle 100 includes an environmental perception module for monitoring environmental information during operation. This environmental perception module may include an image acquisition device, lidar, millimeter-wave radar, ultrasonic radar, etc. In this embodiment, vehicle 100 acquires detection information through an image acquisition device and lidar. This detection information indicates whether vehicle 100 has entered an unprotected intersection, and whether there is a target vehicle with a significant deviation from the vehicle 100's direction of travel within a preset range corresponding to the unprotected intersection.
[0029] In some embodiments, the vehicle 100 includes a path planning module for planning the driving path of the vehicle 100 using a preset path planning algorithm, which includes, but is not limited to, A* algorithm, D* algorithm, artificial potential field algorithm, Dijkstra's algorithm, etc. In some embodiments, the vehicle 100 includes a path prediction algorithm for predicting the driving trajectory of the target vehicle based on the detected driving data of the target vehicle.
[0030] Please refer to Figure 2 The diagram illustrates a flowchart of a vehicle control method provided in one embodiment of this application. The method includes the following procedures.
[0031] S201, if the distance between the vehicle and the designated intersection is less than the first preset distance, the target vehicle is identified.
[0032] A designated intersection, also known as an unprotected intersection, is an intersection where there are no designated traffic facilities to restrict the designated direction. The designated direction includes left turns and right turns. The designated traffic facility can be a traffic light. Restricting the designated direction through designated traffic facilities means specifying the time periods for travel in that direction. Conversely, an intersection without designated traffic facilities does not restrict the time periods for travel in that direction.
[0033] In some embodiments, the distance between a vehicle and a designated intersection is obtained as follows: an image acquisition device is provided in the front direction of the vehicle, the vehicle identifies the first environmental image acquired by the image acquisition device, and if the first environmental image is identified to include the designated intersection, the vehicle obtains its current position, and then calculates the distance between the vehicle and the designated intersection based on the pre-stored position of the designated intersection and the current position.
[0034] There are two ways to determine whether a vehicle recognizes a designated intersection in the first environmental image: In one possible implementation, if the vehicle recognizes that the first environmental image includes an intersection, but the designated traffic facility is not included within a preset range corresponding to the intersection, then the intersection is determined to be a designated intersection. In another possible implementation, if the vehicle recognizes that the first environmental image includes an intersection, and the designated traffic facility is included within the preset range corresponding to the intersection, and the designated traffic facility does not include a traffic light with a designated pattern, then the intersection is determined to be a designated intersection. A traffic light with a designated pattern is a signal light that restricts traffic in a designated direction. When the traffic light with the designated pattern is lit in a first color (e.g., green), it indicates that vehicles are allowed to travel in the designated direction; when the traffic light with the designated pattern is lit in a second color (e.g., red), it indicates that vehicles are prohibited from traveling in the designated direction. (Refer to the reference.) Figure 3 This illustrates a schematic diagram of a signal light with a specified pattern provided in one embodiment of this application. Figure 3 The signal light with the first designated pattern shown in part (a) is used to restrict traffic in the left-turn direction; Figure 3 The second designated pattern of the traffic lights shown in part (b) is used to restrict traffic in the right-turn direction.
[0035] The first preset distance is set according to actual needs; for example, the first preset distance is 25m. If the distance between the vehicle and the designated intersection is less than the first preset distance, it indicates that the vehicle is about to enter the designated intersection. In some embodiments, when the vehicle detects that the distance between itself and the designated intersection is less than the first preset distance, it further determines whether the distance between itself and the designated intersection is decreasing. If so, the target vehicle is identified; otherwise, subsequent steps are not performed.
[0036] The deviation between the vehicle's direction of travel and the target vehicle's direction of travel is greater than a first preset angle. The first preset angle is set based on experiments or experience; for example, the first preset angle is 90°.
[0037] In some embodiments, the vehicle acquires a second environmental image using an image acquisition device, and identifies the second environmental image to determine whether a target vehicle with a significant deviation from its own driving direction exists. The second environmental image and the first environmental image can be the same image or different images. In other embodiments, a detection device (such as a lidar) is installed at the front of the vehicle. The detection device acquires detection data, which includes information such as the shape, speed, and driving direction of obstacles around the vehicle. The vehicle can determine whether a target vehicle with a significant deviation from its own driving direction exists based on the detection data.
[0038] In some embodiments, the vehicle is traveling in a straight direction, and the target vehicle is heading in a left-turn or right-turn direction; in other embodiments, the vehicle is traveling in a left-turn or right-turn direction, and the target vehicle is traveling in a straight direction. (Refer to the references...) Figure 4 This diagram illustrates the driving directions of a vehicle and a target vehicle according to an embodiment of this application. Figure 4 In part (a), vehicle 41 travels straight, and target vehicle 42 turns left. The angular deviation between their travel directions is... The angle is greater than the first preset angle; Figure 4 In part (b), vehicle 41 turns left, and target vehicle 42 goes straight. The angular deviation between their driving directions is... It is also greater than the first preset angle.
[0039] S202, obtain the planned path for the vehicle and the predicted path for the target vehicle.
[0040] The planned path for a vehicle includes its planned position at different times and its planned speed parameters (including speed, acceleration, lateral acceleration, longitudinal acceleration, etc.) at each planned position. In this embodiment, the vehicle obtains its planned path through a path planning module, and the path planning process will be described in the following embodiments.
[0041] The predicted path for the target vehicle includes the predicted position of the vehicle at different times and the predicted speed parameters at each position. In this embodiment, the vehicle obtains the planned path through a path prediction module, and the path planning process will be described in the following embodiments.
[0042] S203 predicts the right-of-way allocation based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle.
[0043] Right-of-way represents the right to leave a designated intersection first. The right-of-way belongs to either the vehicle or the target vehicle. If the right-of-way belongs to the vehicle, it means the vehicle is allowed to leave the designated intersection first. If the right-of-way belongs to the target vehicle, it means the target vehicle is allowed to leave the designated intersection first. The specific implementation method for predicting right-of-way allocation will be described in the following examples.
[0044] In some embodiments, before S203, the vehicle can also detect whether there is an intersection between the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle. If there is an intersection, the subsequent right-of-way prediction process is executed. If there is no intersection, the minimum distance between the vehicle and the target vehicle is obtained based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle. If the minimum distance is less than or equal to the safe distance, the subsequent right-of-way prediction process is executed. If the minimum distance is greater than the safe distance, the vehicle is directly controlled to drive according to its own planned path without executing the right-of-way prediction process.
[0045] S204 controls vehicle movement based on right-of-way allocation.
[0046] In this embodiment, when the right-of-way is determined to belong to the vehicle, the vehicle controls itself to travel along the originally planned route so as to leave the designated intersection as soon as possible. When the right-of-way is determined to belong to the target vehicle, the vehicle controls itself to slow down so that when the target vehicle leaves the designated intersection first, the vehicle can maintain a safe distance from the target vehicle.
[0047] In summary, the technical solution provided in this application allows a vehicle to detect when it is about to enter an unprotected intersection. If there is a target vehicle with a significant deviation from its own driving direction, the vehicle obtains its planned path and the predicted path of the target vehicle. Based on the planned path and the predicted path, the vehicle predicts whether the right-of-way belongs to itself or the target vehicle. In other words, it predicts which vehicle, either itself or the target vehicle, can leave the unprotected intersection first, provided that driving safety is ensured. Finally, the vehicle's driving is controlled according to the prediction results. This improves traffic efficiency and avoids traffic congestion caused by blindly slowing down.
[0048] Please refer to Figure 5 The diagram illustrates a flowchart of a vehicle control method provided in one embodiment of this application. The method includes the following procedures.
[0049] S501: If the distance between a vehicle and a designated intersection is less than a first preset distance, the target vehicle is identified.
[0050] The angular deviation between the vehicle's direction of travel and the target vehicle's direction of travel is greater than a first preset angle. A designated intersection represents an intersection where no designated traffic facility restricts the designated direction.
[0051] S502, when the vehicle is in a turning scenario, obtain the first planned path corresponding to the vehicle and the first predicted path corresponding to the target vehicle.
[0052] Turning scenarios include left-turning scenarios and right-turning scenarios. In this embodiment, the vehicle can acquire its own lateral acceleration. If the lateral acceleration is greater than a specified value, it indicates that the vehicle is in a turning scenario. The specified value is set based on experiments or experience; for example, the specified value is 0. Furthermore, the vehicle can also determine whether it is in a left-turning scenario or a right-turning scenario based on the direction of the aforementioned lateral acceleration.
[0053] In this embodiment, the vehicle acquires its current speed and planned acceleration. Based on these, it predicts the vehicle's different positions at different times, thereby obtaining a first planned path. The planned acceleration may include lateral acceleration and longitudinal acceleration, and can be set based on experiments or experience; this embodiment does not limit this setting. For example, the planned acceleration may be 1.0 m / s². .
[0054] In this embodiment of the application, the vehicle acquires detection data through a detection component. The detection data includes the speed of the target vehicle at multiple times. Based on the speed of the target vehicle at multiple times, the acceleration of the target vehicle can be calculated. Then, the vehicle performs path prediction on the target vehicle using a preset path prediction algorithm, the current speed of the target vehicle, and the acceleration, predicting the predicted position of the target vehicle at multiple times after the current time, thereby obtaining the first predicted path.
[0055] S503, based on the first planned path and the first predicted path, determine the first position of the target vehicle when it travels to the first designated position.
[0056] The first designated location is the intersection of the first planned path and the first predicted path. The vehicle searches for the time corresponding to the first designated location on the first predicted path. This time is also the predicted time when the target vehicle arrives at the first designated location. Then, the vehicle searches for the location corresponding to this time on the first planned path, which is taken as the first location.
[0057] S504 predicts the right-of-way allocation based on the distance between the first position and the first designated position, and the angle deviation between the vehicle's current driving angle and the first driving angle.
[0058] The first driving angle represents the driving angle of the vehicle at the first position.
[0059] In some embodiments, if the distance between the first designated position and the first location is greater than a second preset distance, and the angular deviation between the vehicle's current driving angle and the first driving angle is greater than the second preset angle, then the right-of-way is determined to belong to the vehicle. The second preset distance can be a safe distance to ensure that the vehicle does not collide with the target vehicle; for example, the second preset distance is 5 meters. The second preset angle is set based on experiments or experience; for example, the second preset angle is 75°. If the distance between the first designated position and the first location is greater than the second preset distance, and the angular deviation between the vehicle's current driving angle and the first driving angle is greater than the second preset angle, it indicates that the vehicle has completed its turn and moved away from the first designated position before the target vehicle reaches it. At this time, the vehicle determines that it can leave the designated right-of-way first, that is, it determines that the right-of-way belongs to it.
[0060] In some embodiments, if the distance between the first designated location and the first position is less than or equal to a second preset distance, or if the angular deviation between the vehicle's current driving angle and the first driving angle is less than or equal to a second preset angle, then the right-of-way is determined to belong to the target vehicle. If the distance between the first designated location and the first position is less than the second preset distance, it indicates that a collision is highly likely when the target vehicle reaches the first designated location. If the angular deviation between the vehicle's current driving angle and the first driving angle is less than or equal to the second preset angle, it indicates that the target vehicle has not yet completed its turn when it reaches the first designated location. In this case, the vehicle determines that the target vehicle can leave the designated right-of-way first, i.e., the right-of-way is determined to belong to the target vehicle.
[0061] Reference Figure 6 This diagram illustrates the predicted right-of-way allocation provided in this embodiment. Vehicle 61 is in a left-turn scenario, while target vehicle 62 is traveling straight. The first planned path 611 of vehicle 61 and the first predicted path 621 of target vehicle 62 intersect at a first designated position 63. When target vehicle 62 reaches the first designated position 63, vehicle 61 is at a first position 64. The distance between the first designated position 63 and the first position 64 is greater than a first preset distance, and the driving angle of vehicle 61 at the first position 64 deviates significantly from its current driving angle at the current moment. Vehicle 61 has completed the left turn and is far from the first designated position 63 when target vehicle 62 reaches it. The right-of-way belongs to vehicle 61.
[0062] In other possible implementations, the vehicle predicts right-of-way allocation based on the distance between the first location and the first designated location, and the second relative positional relationship between the vehicle and the target vehicle. Specifically, if the distance between the first location and the first designated location is greater than a second preset distance, and the second relative positional relationship is a third positional relationship, then the right-of-way is determined to belong to the vehicle; if the distance between the first location and the first designated location is less than or equal to the second preset distance, or if the second relative positional relationship is a fourth positional relationship, then the right-of-way is determined to belong to the target vehicle; the third positional relationship and the fourth positional relationship are opposite.
[0063] When a vehicle is making a left turn, the third positional relationship means the vehicle is to the left of the target vehicle, and the fourth positional relationship means the target vehicle is to the right of the vehicle. In this case, the rear of the target vehicle is opposite the side of the vehicle. When a vehicle is making a right turn, the third positional relationship means the vehicle is to the right of the target vehicle, and the fourth positional relationship means the vehicle is to the left of the target vehicle.
[0064] Step S505: Control vehicle movement based on right-of-way allocation.
[0065] In some embodiments, when it is determined that the right-of-way belongs to the vehicle, the vehicle controls itself to travel along a first planned path so that it can leave the designated intersection as soon as possible.
[0066] In other embodiments, when it is determined that the right-of-way belongs to the target vehicle, the vehicle obtains a second planned path and controls the vehicle to drive according to the second planned path, so that the target vehicle leaves the designated intersection first, and maintains a safe distance from the target vehicle while the target vehicle leaves the designated intersection.
[0067] Optionally, the vehicle first obtains the predicted time when the target vehicle will arrive at the first designated location, then determines the first target location. The lateral distance between the first target location and the first designated location is greater than the safety distance. The vehicle takes the target location as the end point of the path, and the first constraint is that the time when it travels to the target location must be the same as or later than the predicted time. The vehicle then re-plans the path using a preset path planning algorithm and the first constraint to obtain the second planned path.
[0068] It should be noted that when the vehicle is traveling along the first planned path, the speed, acceleration, etc. of the target vehicle need to be monitored. If the speed of the target vehicle is greater than the first preset speed, or if the acceleration of the target vehicle is greater than the first preset acceleration, the vehicle will re-plan its deceleration so that the target vehicle can leave the designated intersection first.
[0069] In summary, the technical solution provided in this application allows a vehicle to obtain its planned path and the predicted path of the target vehicle when it detects that it is about to turn left into an unprotected intersection. Based on the planned and predicted paths, the vehicle determines whether it can complete the turn and move away from the target vehicle when the target vehicle reaches the first designated position (the intersection of the first planned path and the first predicted path), thereby determining the right-of-way. Finally, the vehicle's driving is controlled according to the prediction results, which improves the efficiency of vehicle traffic and avoids traffic congestion caused by blind deceleration.
[0070] Please refer to Figure 7 The diagram illustrates a flowchart of a vehicle control method provided in one embodiment of this application. The method includes the following procedures.
[0071] S701: If the distance between a vehicle and a designated intersection is less than a first preset distance, the target vehicle is identified.
[0072] The angular deviation between the vehicle's direction of travel and the target vehicle's direction of travel is greater than a first preset angle. A designated intersection represents an intersection where no designated traffic facility restricts the designated direction.
[0073] S702, when the vehicle is in a straight-ahead scenario, obtains the third planned path for the vehicle and the second predicted path for the target vehicle.
[0074] In this embodiment, the vehicle can acquire its own lateral acceleration. If the lateral acceleration is less than or equal to a specified value, it indicates that the vehicle is in a straight-ahead scenario. The specified value is set based on experiments or experience; for example, the specified value is 0.
[0075] In this embodiment, the vehicle acquires its current speed and planned acceleration. Based on these, the vehicle's position at different times is predicted, thus obtaining a third planned path. The planned acceleration can be set experimentally or empirically, and this embodiment does not limit this setting. For example, the planned acceleration could be 1.0 m / s². .
[0076] In this embodiment, the vehicle acquires detection data via a detection component. This data includes the target vehicle's current speed, and then the predicted acceleration is obtained. Subsequently, the vehicle uses a preset path prediction algorithm, the target vehicle's current speed, and the predicted acceleration to predict the target vehicle's path at multiple time points after the current moment, thus obtaining a second predicted path. The predicted acceleration is set based on experiments or experience; for example, the predicted acceleration is -1.5 m / s². .
[0077] In some embodiments, the vehicle obtains the lateral distance between itself and the target vehicle. If the lateral distance between the target vehicle and itself is greater than a third preset distance, the step of obtaining the second predicted path corresponding to the target vehicle is executed. If the lateral distance between the target vehicle and itself is less than or equal to the third preset distance, deceleration planning is performed so that the target vehicle can leave the designated intersection first. The deceleration planning process can be referred to in step S705 below. The third preset distance is set according to experiments or experience, for example, the third preset distance is 5m.
[0078] S703, based on the third planned path, determines the first moment when the vehicle travels to the second designated location, and based on the second predicted path, determines the second moment when the target vehicle travels to the second designated location.
[0079] The second designated location is the intersection of the third planned path and the second predicted path. The time when the vehicle searches for the second designated location on the third planned path is taken as the first time. The time when the vehicle searches for the second designated location on the second predicted path is taken as the second time.
[0080] S704 predicts right-of-way allocation based on the first and second time points.
[0081] In some embodiments, if the duration between the first moment and the second moment is greater than a preset duration and the first moment is earlier than the second moment, then the right-of-way is determined to belong to the vehicle; if the duration between the first moment and the second moment is greater than a preset duration and the first moment is later than the second moment, then the right-of-way is determined to belong to the vehicle.
[0082] The preset duration is set based on experiments or experience; for example, a preset duration of 3 seconds. If the first moment is earlier than the second moment, it means the vehicle arrives at the second designated location first. If the time between the first and second moments is longer than the preset duration, it means that after the vehicle arrives at the second designated location, it will take a relatively long time for the target vehicle to arrive as well. The probability of a collision is low, and in this case, the vehicle determines that it can leave the designated right-of-way first, meaning the right-of-way belongs to it. If the first moment is later than the second moment, it means the target vehicle arrives at the second designated location first. If the time between the first and second moments is longer than the preset duration, it means that after the target vehicle arrives at the second designated location, it will take a relatively long time for the target vehicle to arrive as well. The probability of a collision is low, and in this case, the vehicle determines that the target vehicle can leave the designated right-of-way first, meaning the right-of-way belongs to the target vehicle.
[0083] In some embodiments, if the time interval between the first moment and the second moment is less than a preset time interval, the second position of the target vehicle when the vehicle travels to the second designated position is obtained; based on the second designated position and the second position, the relative positional relationship between the vehicle and the target vehicle is determined; if the relative positional relationship between the vehicle and the target vehicle is a first positional relationship, the right-of-way is determined to belong to the vehicle; if the relative positional relationship between the vehicle and the target vehicle is a second positional relationship, the right-of-way is determined to belong to the target vehicle, and the first positional relationship is the opposite of the second positional relationship.
[0084] When the target vehicle is making a left turn, the first positional relationship means that the target vehicle is on the left side of the vehicle, and the front of the target vehicle is opposite the side of the vehicle. The second positional relationship means that the target vehicle is on the right side of the vehicle, and the rear of the target vehicle is opposite the side of the vehicle.
[0085] When the target vehicle is turning right, the first positional relationship means that the target vehicle is on the right side of the vehicle, and the front of the target vehicle is opposite the side of the vehicle. The second positional relationship means that the target vehicle is on the left side of the vehicle, and the rear of the target vehicle is opposite the side of the vehicle.
[0086] Reference Figure 8 This diagram illustrates the predicted right-of-way allocation provided in this embodiment. Vehicle 81 is in a straight-ahead scenario, and target vehicle 82 is in a left-turn scenario. The third planned path 811 of vehicle 81 and the second predicted path 821 of target vehicle 82 intersect at a second designated position 83. At the first moment when vehicle 81 reaches the second designated position 83, the second moment when target vehicle 82 reaches the second designated position 83 is relatively close. When vehicle 81 reaches the second designated position 83, target vehicle 82 is at the second position 84. Based on the second designated position 83 and the second position 84, it can be determined that target vehicle 82 is to the left of the vehicle, and at this time, the right-of-way belongs to vehicle 81.
[0087] S705 controls vehicle movement based on right-of-way allocation.
[0088] In some embodiments, when it is determined that the right-of-way belongs to the vehicle, the vehicle controls itself to travel according to the third planned path so that the vehicle leaves the designated intersection earlier than the target vehicle leaves the designated intersection, and the vehicle can leave the designated intersection as soon as possible.
[0089] In other embodiments, when it is determined that the right-of-way belongs to the target vehicle, the vehicle obtains a fourth planned path and controls the vehicle to travel according to the fourth planned path, so that the vehicle leaves the designated intersection later than the target vehicle leaves the designated intersection, the target vehicle leaves the designated intersection first, and the vehicle maintains a safe distance from the target vehicle while the target vehicle leaves the designated intersection.
[0090] Optionally, the vehicle first obtains the first moment when the target vehicle arrives at the second designated location, then determines the second target location. The longitudinal distance between the second target location and the second designated location is greater than the safety distance. The vehicle takes the second target location as the end point of the path, and the second constraint is that the time when it travels to the second target location must be the same as or later than the first moment. The path is re-planned through a preset path planning algorithm and the second constraint to obtain the fourth planned path.
[0091] It should be noted that when the vehicle is traveling along the third planned path, the speed, acceleration, etc. of the target vehicle need to be monitored. If the speed of the target vehicle is greater than the second preset speed, or if the acceleration of the target vehicle is greater than the second preset acceleration, the vehicle will re-plan its deceleration so that the target vehicle leaves the designated intersection first.
[0092] In summary, the technical solution provided in this application allows a vehicle to obtain its planned path and the predicted path of the target vehicle when it detects that it is about to enter an unprotected intersection. Based on the planned and predicted paths, the vehicle determines whether it can reach the second designated location (the intersection of the third planned path and the second predicted path) before the target vehicle reaches the second designated location. This determines the right-of-way and controls the vehicle's movement based on the prediction results. This improves traffic efficiency and avoids traffic congestion caused by blindly slowing down.
[0093] Please refer to Figure 9 The diagram illustrates a structural block diagram of a vehicle control device according to an embodiment of this application. The vehicle control device includes: a vehicle determination module 910, a route acquisition module 920, a right-of-way prediction module 930, and a vehicle control module 940.
[0094] The vehicle determination module 910 is used to determine the target vehicle when the distance between the detected vehicle and the designated intersection is less than a first preset distance. The angular deviation between the driving direction of the vehicle and the driving direction of the target vehicle is greater than a first preset angle. The designated intersection represents an intersection where the designated direction is not controlled by traffic lights.
[0095] The path acquisition module 920 is used to acquire the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle.
[0096] The right-of-way prediction module 930 is used to predict the right-of-way based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle. The right-of-way represents the right to leave the designated intersection first, and the right-of-way belongs to the vehicle or the target vehicle.
[0097] The vehicle control module 940 is used to control vehicle movement based on right-of-way allocation.
[0098] In some embodiments, the path acquisition module 920 is used to acquire a first planned path corresponding to the vehicle and a first predicted path corresponding to the target vehicle when the vehicle is in a turning scenario. The right-of-way prediction module 930 is used to determine the first position of the target vehicle when it travels to a first designated position based on the first planned path and the first predicted path, where the first designated position is the intersection of the first planned path and the first predicted path; and to predict the right-of-way based on the distance between the first position and the first designated position, and the angle deviation between the vehicle's current driving angle and the first driving angle, where the first driving angle represents the driving angle of the vehicle at the first position.
[0099] In some embodiments, the right-of-way prediction module 930 is configured to determine that the right-of-way belongs to the vehicle if the distance between the first designated location and the first location is greater than a second preset distance and the angle deviation between the vehicle's current driving angle and the first driving angle is greater than a second preset angle; and to determine that the right-of-way belongs to the target vehicle if the distance between the first designated location and the first location is less than or equal to the second preset distance, or the angle deviation between the vehicle's current driving angle and the first driving angle is less than or equal to the second preset angle.
[0100] In some embodiments, the vehicle control module 940 is configured to control the vehicle to travel along a first planned path when the right-of-way belongs to the vehicle, so that the vehicle leaves the designated intersection earlier than the target vehicle leaves the designated intersection; and to obtain a second planned path when the right-of-way belongs to the target vehicle, and control the vehicle to travel along the second planned path so that the vehicle leaves the designated intersection later than the target vehicle leaves the designated intersection.
[0101] In some embodiments, the path acquisition module 920 is used to acquire the third planned path corresponding to the vehicle and the second predicted path corresponding to the target vehicle when the vehicle is in a straight-ahead scenario. The right-of-way prediction module 930 is used to determine the first moment when the vehicle reaches the second designated position based on the third planned path, and the second moment when the target vehicle reaches the second designated position based on the second predicted path, wherein the second designated position is the intersection of the third planned path and the second predicted path; and to predict the right-of-way based on the first moment and the second moment.
[0102] In some embodiments, the right-of-way prediction module 930 is used to determine that the right-of-way belongs to a vehicle if the first time is earlier than the second time, and to determine that the right-of-way belongs to a target vehicle if the first time is later than the second time.
[0103] In some embodiments, the right-of-way prediction module 930 is configured to: if the difference between the first time and the second time is less than a preset difference, obtain the second position of the target vehicle when the vehicle travels to the second designated position; determine the relative positional relationship between the vehicle and the target vehicle based on the second designated position and the second position; if the relative positional relationship between the vehicle and the target vehicle is a first positional relationship, determine that the right-of-way belongs to the vehicle; if the relative positional relationship between the vehicle and the target vehicle is a second positional relationship, determine that the right-of-way belongs to the target vehicle, wherein the first positional relationship is the opposite of the second positional relationship.
[0104] In some embodiments, the vehicle control module 940 is configured to control the vehicle to travel along a third planned path when the right-of-way belongs to the vehicle, so that the vehicle leaves the designated intersection earlier than the target vehicle leaves the designated intersection; and to obtain a fourth planned path when the right-of-way belongs to the target vehicle, and control the vehicle to travel along the fourth planned path so that the vehicle leaves the designated intersection later than the target vehicle leaves the designated intersection.
[0105] In summary, the technical solution provided in this application allows a vehicle to detect when it is about to enter an unprotected intersection. If there is a target vehicle with a significant deviation from its own driving direction, the vehicle obtains its planned path and the predicted path of the target vehicle. Based on the planned path and the predicted path, the vehicle predicts whether the right-of-way belongs to itself or the target vehicle. In other words, it predicts which vehicle, either itself or the target vehicle, can leave the unprotected intersection first, provided that driving safety is ensured. Finally, the vehicle's driving is controlled according to the prediction results. This improves traffic efficiency and avoids traffic congestion caused by blindly slowing down.
[0106] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.
[0107] In the several embodiments provided in this application, the coupling between modules can be electrical, mechanical, or other forms of coupling.
[0108] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.
[0109] like Figure 10 As shown, this application example also provides a vehicle 1000, which includes a processor 1010 and a memory 1020. The memory 1020 stores computer program instructions.
[0110] The processor 1010 may include one or more processing cores. The processor 1010 connects to various parts of the entire battery management system using various interfaces and lines, and performs various functions and processes data of the battery management system by running or executing instructions, programs, code sets, or instruction sets stored in the memory 1020, and by calling data stored in the memory 1020. Optionally, the processor 1010 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 1010 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 1010 and may be implemented separately through a communication chip.
[0111] The memory 1020 may include random access memory (RAM) or read-only memory (ROM). The memory 1020 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 1020 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, etc.), instructions for implementing various method examples described below, etc. The data storage area may also store data generated during vehicle use.
[0112] Please see Figure 11 The present application also provides a computer-readable storage medium 1100, which stores computer program instructions 1110 that can be invoked by a processor to execute the methods described in the above embodiments.
[0113] The computer-readable storage medium 1100 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 1100 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 1100 has storage space for computer program instructions 1110 that perform any of the method steps described above. These computer program instructions 1110 can be read from or written to one or more computer program products. The computer program instructions 1110 may be compressed in an appropriate form.
[0114] The above are merely preferred examples of this application and are not intended to limit this application in any way. Although this application has disclosed the preferred examples above, they are not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent examples without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes and alterations made to the above examples based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.
Claims
1. A vehicle control method, characterized in that, The method includes: If the distance between the vehicle and the designated intersection is less than a first preset distance, the target vehicle is identified. The angle deviation between the driving direction of the vehicle and the driving direction of the target vehicle is greater than a first preset angle. The designated intersection represents an intersection where no designated traffic facility restricts the designated direction. Obtain the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle; wherein, obtaining the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle includes: when the vehicle is in a turning scenario, obtaining the first planned path corresponding to the vehicle and the first predicted path corresponding to the target vehicle. Based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle, the right-of-way is predicted, whereby the right-of-way represents the right to leave the designated intersection first, and the right-of-way belongs to either the vehicle or the target vehicle. The prediction of right-of-way based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle includes: determining the first position of the vehicle when it reaches a first designated position based on the first planned path and the first predicted path, where the first designated position is the intersection of the first planned path and the first predicted path; and predicting the right-of-way based on the distance between the first position and the first designated position, and the angular deviation between the vehicle's current driving angle and the first driving angle, where the first driving angle represents the vehicle's driving angle at the first position. Based on the ownership of the right-of-way, the movement of the vehicle is controlled.
2. The method according to claim 1, characterized in that, The prediction of right-of-way allocation based on the distance between the first location and the first designated location, and the angular deviation between the vehicle's current driving angle and the first driving angle, includes: If the distance between the first designated location and the first location is greater than the second preset distance, and the angle deviation between the current driving angle of the vehicle and the first driving angle is greater than the second preset angle, then it is determined that the right-of-way belongs to the vehicle. If the distance between the first designated location and the first location is less than or equal to the second preset distance, or if the angular deviation between the vehicle's current driving angle and the first driving angle is less than or equal to the second preset angle, then the right-of-way is determined to belong to the target vehicle.
3. The method according to claim 1, characterized in that, Controlling the vehicle's movement based on the right-of-way allocation includes: When the right-of-way belongs to the vehicle, the vehicle is controlled to travel along the first planned path so that the vehicle leaves the designated intersection earlier than the target vehicle leaves the designated intersection. If the right-of-way belongs to the target vehicle, a second planned path is obtained, and the vehicle is controlled to travel according to the second planned path so that the time when the vehicle leaves the designated intersection is later than the time when the target vehicle leaves the designated intersection.
4. The method according to claim 1, characterized in that, The step of obtaining the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle further includes: When the vehicle is in a straight-ahead scenario, obtain the third planned path corresponding to the vehicle and the second predicted path corresponding to the target vehicle; The prediction of right-of-way allocation based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle includes: The first moment when the vehicle reaches the second designated location is determined based on the third planned path, and the second moment when the target vehicle reaches the second designated location is determined based on the second predicted path, wherein the second designated location is the intersection of the third planned path and the second predicted path; Based on the first time point and the second time point, the ownership of the right-of-way is predicted.
5. The method according to claim 4, characterized in that, The prediction of right-of-way allocation based on the first time point and the second time point includes: If the duration between the first moment and the second moment is greater than a preset duration, and the first moment is earlier than the second moment, then the right-of-way is determined to belong to the vehicle. If the duration between the first moment and the second moment is greater than a preset duration, and the first moment is later than the second moment, then the right-of-way is determined to belong to the vehicle.
6. The method according to claim 4, characterized in that, The prediction of right-of-way allocation based on the first time point and the second time point includes: If the time interval between the first moment and the second moment is less than a preset time interval, then the second position of the target vehicle when the vehicle travels to the second designated position is obtained; Based on the second designated location and the second location, the relative positional relationship between the vehicle and the target vehicle is determined; If the relative positional relationship between the vehicle and the target vehicle is a first positional relationship, then the right-of-way is determined to belong to the vehicle. If the relative positional relationship between the vehicle and the target vehicle is a second positional relationship, then the right-of-way is determined to belong to the target vehicle, and the first positional relationship is the opposite of the second positional relationship.
7. The method according to claim 4, characterized in that, The control of vehicle movement based on the allocation of right-of-way includes: When the right-of-way belongs to the vehicle, the vehicle is controlled to travel along the third planned path so that the vehicle leaves the designated intersection earlier than the target vehicle leaves the designated intersection. If the right-of-way belongs to the target vehicle, a fourth planned path is obtained, and the vehicle is controlled to travel according to the fourth planned path so that the time when the vehicle leaves the designated intersection is later than the time when the target vehicle leaves the designated intersection.
8. A vehicle control device, characterized in that, The device includes: The vehicle determination module is used to determine the target vehicle when the distance between the vehicle and the designated intersection is less than a first preset distance. The angular deviation between the driving direction of the vehicle and the driving direction of the target vehicle is greater than a first preset angle. The designated intersection represents an intersection where the designated direction is not controlled by traffic lights. The path acquisition module is used to acquire the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle; specifically, the path acquisition module is used to acquire the first planned path corresponding to the vehicle and the first predicted path corresponding to the target vehicle when the vehicle is in a turning scenario. The right-of-way prediction module is used to predict the right-of-way allocation based on the planned path corresponding to the vehicle and the predicted path corresponding to the target vehicle. The right-of-way represents the right to leave the designated intersection first, and the right-of-way belongs to either the vehicle or the target vehicle. Specifically, the right-of-way prediction module is used to determine the first position of the vehicle when the target vehicle reaches the first designated position based on the first planned path and the first predicted path. The first designated position is the intersection of the first planned path and the first predicted path. Based on the distance between the first position and the first designated position, and the angle deviation between the vehicle's current driving angle and the first driving angle, the module predicts the right-of-way allocation. The first driving angle represents the driving angle of the vehicle at the first position. The vehicle control module is used to control the vehicle's movement based on the right-of-way allocation.
9. A vehicle, characterized in that, The vehicles include: One or more processors; Memory; One or more applications, wherein the one or more said applications are stored in the memory and configured to be executed by one or more said processors, the one or more said applications being configured to perform the method as described in any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program code that is invoked by a processor to execute the method as described in any one of claims 1 to 7.