Method, apparatus and vehicle for controlling a viewing angle of a vehicle camera

Abstract

The application provides a method and device for controlling the view angle of a vehicle-mounted camera and a vehicle. The method comprises obtaining a real-time state parameter of the vehicle, the real-time state parameter being used to indicate a real-time driving state of the vehicle; and controlling the view angle of the camera of the vehicle according to the real-time state parameter. The embodiments of the application can change the fixed view angle of the vehicle-mounted camera during driving of the vehicle, help the driver to better observe the surrounding driving environment, and improve the driving safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent vehicles, and more particularly, to a method and device for controlling a view angle of a vehicle camera and a vehicle. BACKGROUND

[0002] With the wide use of vehicles in daily life, the safety of vehicle driving is increasingly valued. The current vehicles, especially intelligent vehicles, are equipped with multiple cameras to provide corresponding auxiliary visual information for multiple view angles, thereby assisting the driver in driving or the automatic driving of the vehicle and the like. However, even if the number of cameras increases, there may still be a visual blind area in different driving scenarios, especially in the case of a change in the driving state of the vehicle, which may bring unknown risks and result in a decrease in the safety of the vehicle.

[0003] Therefore, how to improve the driving safety of a vehicle equipped with a camera is a problem to be solved. SUMMARY

[0004] The present application provides a method and device for controlling a view angle of a vehicle camera and a vehicle, which can control the real-time view angle of the camera according to the real-time state parameters obtained during the driving of the vehicle, thereby improving the driving safety.

[0005] In a first aspect, a method for controlling a view angle of a vehicle camera is provided. The method comprises: obtaining a real-time state parameter of a vehicle, the real-time state parameter being used to indicate a real-time driving state of the vehicle; and controlling a view angle of a camera of the vehicle according to the real-time state parameter.

[0006] In the embodiments of the present application, the state parameter can be obtained in real time during the driving of the vehicle and the view angle of the camera can be controlled in real time, which can improve the driving safety compared with the fixed view angle of the camera relative to the vehicle during driving.

[0007] The view angle of the traditional vehicle camera is fixed relative to the vehicle, so the captured picture is also at a fixed angle and range relative to the vehicle. With the change in the driving state of the vehicle, such a fixed view angle will bring a visual blind area, thereby affecting the safety of the vehicle. The scheme of the embodiments of the present application can control the view angle of the camera to change during the driving of the vehicle, thereby providing more accurate auxiliary visual information for the driving of the driver or the automatic driving function of the vehicle, and thereby improving the driving safety.

[0008] In combination with the first aspect, in some implementations of the first aspect, the controlling the view angle of the camera of the vehicle according to the real-time state parameter comprises: controlling the view angle of the camera of the vehicle according to the real-time state parameter and a preset state parameter interval.

[0009] With reference to the first aspect, in some implementations of the first aspect, the state parameter interval includes a minimum value and a maximum value, the minimum value corresponds to a first view angle of the camera, and the maximum value corresponds to a second view angle of the camera. The controlling the view angle of the camera of the vehicle according to the real-time state parameter and the preset state parameter interval includes: if the value of the real-time state parameter is less than or equal to the minimum value, controlling the view angle of the camera of the vehicle to be the first view angle; or, if the value of the real-time state parameter is greater than or equal to the maximum value, controlling the view angle of the camera of the vehicle to be the second view angle; or, if the value of the real-time state parameter is greater than the minimum value and less than the maximum value, controlling the view angle of the camera of the vehicle to be a third view angle, where the third view angle is obtained by linearly interpolating the first view angle and the second view angle according to the value of the real-time state parameter, the minimum value and the maximum value.

[0010] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the real-time state parameter obtained during the driving of the vehicle and the maximum value and the minimum value in the preset state parameter interval. In this way, as the driving state of the vehicle changes, more accurate auxiliary visual information can be provided for the driving of the driver or the automatic driving function of the vehicle, thereby improving the safety of driving.

[0011] With reference to the first aspect, in some implementations of the first aspect, before the controlling the view angle of the camera of the vehicle according to the real-time state parameter and the preset state parameter interval, the method further includes: receiving configuration information of the state parameter interval; and configuring the state parameter interval according to the configuration information of the state parameter interval.

[0012] Optionally, the state parameter interval includes at least one of the following intervals: a speed interval of the vehicle, a steering wheel angle interval of the vehicle, and an included angle interval between the vehicle and a horizontal plane.

[0013] With reference to the first aspect, in some implementations of the first aspect, the real-time state parameter includes a vehicle speed of the vehicle. The controlling the view angle of the camera of the vehicle according to the real-time state parameter includes: when the vehicle speed of the vehicle is a first vehicle speed, controlling the view angle of the camera of the vehicle to be a fourth view angle; and when the vehicle speed of the vehicle is a second vehicle speed, controlling the view angle of the camera of the vehicle to be a fifth view angle, where the first vehicle speed is lower than the second vehicle speed, and the fourth view angle is less than or equal to the fifth view angle.

[0014] As an exemplary illustration, in the embodiments of the present application, “a certain view angle is less than or equal to another view angle” can refer to the size relationship of the view angle values. The smaller the view angle, the smaller the corresponding view angle value.

[0015] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the vehicle speed value obtained during the driving of the vehicle and the preset state parameter interval. In this way, more accurate road information is provided for the driving of the driver or the automatic driving function of the vehicle during the acceleration or deceleration of the vehicle, which helps the driver or the automatic driving function of the vehicle to better adjust the driving strategy, thereby improving the driving safety.

[0016] In combination with the first aspect, in some implementations of the first aspect, the real-time state parameter comprises an included angle between the vehicle and a horizontal plane, and the controlling the view angle of the camera of the vehicle according to the real-time state parameter comprises: when the included angle is a first included angle, controlling the view angle of the camera of the vehicle to be a sixth view angle; and when the included angle is a second included angle, controlling the view angle of the camera of the vehicle to be a seventh view angle, wherein the first included angle is smaller than the second included angle, and the sixth view angle is higher than or equal to the seventh view angle.

[0017] As an exemplary illustration, in the embodiments of the present application, "a certain view angle is higher than or equal to another view angle" can refer to the size relationship of the included angle between a certain reference line or reference surface (such as the lower edge, the upper edge, the middle line or the bisector) of the view angle and the horizontal plane. Taking the middle line as an example, the larger the included angle between the middle line and the horizontal plane, the higher the view angle.

[0018] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the included angle between the vehicle and the horizontal plane obtained during the driving of the vehicle and the preset state parameter interval. In this way, during the driving of the vehicle on an uphill or downhill, the fixed view angle of the traditional vehicle-mounted camera relative to the vehicle is changed, which helps the driver or the automatic driving function of the vehicle to better observe the road conditions on the uphill or downhill, thereby improving the driving safety.

[0019] In combination with the first aspect, in some implementations of the first aspect, the real-time state parameter comprises a steering angle of a steering wheel of the vehicle, and the controlling the view angle of the camera of the vehicle according to the real-time state parameter comprises: if the steering angle is a counterclockwise steering angle, controlling the view angle of the camera of the vehicle to deflect left by an angle corresponding to the steering angle; and if the steering angle is a clockwise steering angle, controlling the view angle of the camera of the vehicle to deflect right by an angle corresponding to the steering angle, wherein the larger the absolute value of the steering angle, the larger the deflected angle.

[0020] As an exemplary illustration, in the embodiments of the present application, the left deflection or right deflection of the view angle of the vehicle camera by a certain angle can refer to the left deflection or right deflection of the view angle by a certain angle relative to the horizontal direction.

[0021] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the steering wheel angle of the vehicle obtained during driving and the preset state parameter interval. In this way, the angle and range of the fixed view angle of the camera during vehicle steering are changed, which helps the driver or the automatic driving function of the vehicle to better observe the surrounding environment of the vehicle during steering, so as to adjust the vehicle steering strategy and improve the driving safety.

[0022] In combination with the first aspect, in some implementations of the first aspect, the camera is a front-view camera or a rear-view camera of the vehicle.

[0023] It should be understood that the above examples of the vehicle-mounted camera are only illustrative, and the vehicle-mounted camera can also be a camera arranged on the top of the vehicle or a camera arranged on the side of the vehicle, and the embodiments of the present application do not limit this.

[0024] In a second aspect, an apparatus for controlling the view angle of a vehicle-mounted camera is provided, and the apparatus comprises: an acquisition unit configured to acquire a real-time state parameter of a vehicle, the real-time state parameter being used to indicate a driving state of the vehicle; and a control unit configured to control the view angle of a camera of the vehicle according to the real-time state parameter.

[0025] The apparatus provided in the embodiments of the present application can acquire the state parameter in real time during driving of the vehicle and control the view angle of the camera in real time, which can improve the driving safety compared with the fixed view angle of the camera relative to the vehicle during driving.

[0026] Optionally, the apparatus can further comprise a storage unit, which can be used to store instructions and / or data, and the control unit can read the instructions and / or data in the storage unit, so that the apparatus can execute the method of the first aspect.

[0027] Optionally, the control unit can be a processor, and the storage unit can be a memory, wherein the memory can be a storage unit in a chip (for example, a register, a cache, etc.), or a storage unit outside the chip in the vehicle (for example, a read-only memory, a random access memory, etc.).

[0028] In combination with the second aspect, in some implementations of the second aspect, the control unit is specifically configured to control the view angle of the camera of the vehicle according to the real-time state parameter and a preset state parameter interval.

[0029] With reference to the second aspect, in some implementations of the second aspect, the state parameter interval includes a minimum value and a maximum value, the minimum value corresponds to a first view angle of the camera, and the maximum value corresponds to a second view angle of the camera. The control unit is specifically configured to: if the value of the real-time state parameter is less than or equal to the minimum value, control the view angle of the camera of the vehicle to be the first view angle; or if the value of the real-time state parameter is greater than or equal to the maximum value, control the view angle of the camera of the vehicle to be the second view angle; or if the value of the real-time state parameter is greater than the minimum value and less than the maximum value, control the view angle of the camera of the vehicle to be a third view angle, where the third view angle is obtained by linearly interpolating the first view angle and the second view angle according to the value of the real-time state parameter, the minimum value, and the maximum value.

[0030] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the real-time state parameter obtained during the driving of the vehicle and the maximum value and the minimum value in the preset state parameter interval. In this way, as the driving state of the vehicle changes, more accurate auxiliary visual information can be provided for the driving of the driver or the automatic driving function of the vehicle, thereby improving the safety of driving.

[0031] With reference to the second aspect, in some implementations of the second aspect, the apparatus can further include a receiving unit and a configuration unit. The receiving unit is configured to receive configuration information of the state parameter interval. The configuration unit is configured to configure the state parameter interval according to the configuration information of the state parameter interval.

[0032] Optionally, the state parameter interval includes at least one of the following intervals: a speed interval of the vehicle, a steering wheel angle interval of the vehicle, and an included angle interval between the vehicle and a horizontal plane.

[0033] With reference to the second aspect, in some implementations of the second aspect, the real-time state parameter includes a vehicle speed of the vehicle. The control unit is specifically configured to: when the vehicle speed of the vehicle is a first vehicle speed, control the view angle of the camera of the vehicle to be a fourth view angle; and when the vehicle speed of the vehicle is a second vehicle speed, control the view angle of the camera of the vehicle to be a fifth view angle, where the first vehicle speed is lower than the second vehicle speed, and the fourth view angle is less than or equal to the fifth view angle.

[0034] In the embodiments of the present application, the apparatus controls the real-time view angle of the camera according to the vehicle speed value obtained during the driving of the vehicle and the preset state parameter interval. In this way, more accurate road information can be provided for the driving of the driver or the automatic driving function of the vehicle during the acceleration or deceleration of the vehicle, helping the driver or the automatic driving function of the vehicle to better adjust the driving strategy, thereby improving the safety of driving.

[0035] With reference to the second aspect, in some implementations of the second aspect, the real-time state parameter comprises an included angle between the vehicle and a horizontal plane, and the control unit is specifically configured to: when the included angle is a first included angle, control the view angle of the camera of the vehicle to be a sixth view angle; when the included angle is a second included angle, control the view angle of the camera of the vehicle to be a seventh view angle; wherein the first included angle is smaller than the second included angle, and the sixth view angle is higher than or equal to the seventh view angle.

[0036] In the embodiments of the present application, the device controls the real-time view angle of the camera according to the included angle between the vehicle and the horizontal plane obtained during the driving of the vehicle and the preset state parameter interval. In this way, during the driving of the vehicle on an uphill or downhill, the fixed view angle of the traditional vehicle-mounted camera relative to the vehicle is changed, which helps the driver or the automatic driving function of the vehicle to better observe the road conditions on the uphill or downhill, and improves the driving safety.

[0037] With reference to the second aspect, in some implementations of the second aspect, the real-time state parameter comprises a steering angle of a steering wheel of the vehicle, and the control unit is specifically configured to: if the steering angle is a counterclockwise steering angle, control the view angle of the camera of the vehicle to deflect left by an angle corresponding to the steering angle; if the steering angle is a clockwise steering angle, control the view angle of the camera of the vehicle to deflect right by an angle corresponding to the steering angle, wherein the greater the absolute value of the steering angle is, the greater the deflected angle is.

[0038] In the embodiments of the present application, the real-time view angle of the camera is controlled according to the steering angle of the vehicle obtained during the driving of the vehicle and the preset state parameter interval. In this way, the fixed angle and range of the view angle of the camera during the steering of the vehicle are changed, which helps the driver or the automatic driving function of the vehicle to better observe the surrounding environment of the vehicle during the steering, so as to adjust the steering strategy of the vehicle, and improve the driving safety.

[0039] With reference to the second aspect, in some implementations of the second aspect, the camera is a front-view camera or a rear-view camera of the vehicle.

[0040] The third aspect provides a device for controlling the view angle of a vehicle-mounted camera, the device comprising: at least one processor and a memory, the at least one processor being coupled to the memory and configured to read and execute instructions in the memory, and the device being configured to execute the method in each of the above aspects.

[0041] The fourth aspect provides a computer readable medium storing a computer program code, when the computer program code is run on a computer, the computer program code causes the computer to execute the method in each of the above aspects.

[0042] In a fifth aspect, a chip is provided, comprising: at least one processor and a memory, the at least one processor coupled with the memory for reading and executing instructions in the memory, the apparatus being configured to perform the method in each of the aspects. BRIEF DESCRIPTION OF DRAWINGS

[0043] Figure 1 is a functional diagram of a vehicle provided by an embodiment of the present application.

[0044] Figure 2 is a schematic diagram of a vehicle camera system provided by an embodiment of the present application.

[0045] Figure 3 is a schematic diagram of a method 300 for controlling a viewing angle of a vehicle camera provided by an embodiment of the present application.

[0046] Figure 4 is a schematic diagram of a change in a viewing angle of a front-view camera during acceleration of a vehicle provided by an embodiment of the present application.

[0047] Figure 5 is a schematic diagram of a change in a viewing angle of a front-view camera during deceleration of a vehicle provided by an embodiment of the present application.

[0048] Figure 6 is a functional diagram of a change in a viewing angle of a front-view camera of a vehicle with respect to a change in speed provided by an embodiment of the present application.

[0049] Figure 7 is a schematic diagram of a change in a viewing angle of a rear-view camera during acceleration of a vehicle provided by an embodiment of the present application.

[0050] Figure 8 is a schematic diagram of a change in a viewing angle of a rear-view camera during deceleration of a vehicle provided by an embodiment of the present application.

[0051] Figure 9 is a functional diagram of a change in a viewing angle of a rear-view camera of a vehicle with respect to a change in speed provided by an embodiment of the present application.

[0052] Figure 10 is a schematic diagram of a change in a viewing angle of a front-view camera during steering of a vehicle with respect to a change in a steering wheel angle provided by an embodiment of the present application.

[0053] Figure 11 is a functional diagram of a change in a viewing angle of a front-view camera of a vehicle with respect to a change in a steering wheel angle provided by an embodiment of the present application.

[0054] Figure 12 is a schematic diagram of a change in a viewing angle of a rear-view camera during steering of a vehicle with respect to a change in a steering wheel angle provided by an embodiment of the present application.

[0055] Figure 13is a function relationship diagram of a rear-view camera view angle of a vehicle changing with steering wheel rotation angle, provided by an embodiment of the present application.

[0056] Figure 14 is a front-view camera view angle change diagram during uphill driving of a vehicle, provided by an embodiment of the present application.

[0057] Figure 15 is a front-view camera view angle change diagram during downhill driving of a vehicle, provided by an embodiment of the present application.

[0058] Figure 16 is a function relationship diagram of a front-view camera view angle of a vehicle changing with slope, provided by an embodiment of the present application.

[0059] Figure 17 is a rear-view camera view angle change diagram during uphill driving of a vehicle, provided by an embodiment of the present application.

[0060] Figure 18 is a rear-view camera view angle change diagram during downhill driving of a vehicle, provided by an embodiment of the present application.

[0061] Figure 19 is a function relationship diagram of a rear-view camera view angle of a vehicle changing with slope, provided by an embodiment of the present application.

[0062] Figure 20 is a schematic block diagram of an apparatus for controlling a view angle of a vehicle-mounted camera, provided by an embodiment of the present application.

[0063] Figure 21 is another schematic block diagram of an apparatus for controlling a view angle of a vehicle-mounted camera, provided by an embodiment of the present application. DETAILED DESCRIPTION

[0064] The technical solutions in the present application will be described below with reference to the accompanying drawings.

[0065] For ease of understanding, the following describes the present application with reference to the accompanying drawings. Figure 1 Taking the scenario of intelligent driving as an example, the example scenario to which the embodiments of the present application are applicable is introduced.

[0066] Figure 1 is a functional diagram of a vehicle 100, provided by an embodiment of the present application. The vehicle 100 can be configured in a fully or partially autonomous driving mode. For example, the vehicle 100 can obtain environmental information around it through a perception system 120, and obtain an autonomous driving strategy based on analysis of the surrounding environmental information to realize full autonomous driving, or present the analysis result to a user to realize partial autonomous driving.

[0067] The vehicle 100 can include various subsystems, such as an infotainment system 110, a perception system 120, a decision control system 130, a drive system 140, and a computing platform 150. Optionally, the vehicle 100 can include more or fewer subsystems, and each subsystem can include multiple components. Additionally, each subsystem and component of the vehicle 100 can be interconnected by wired or wireless means.

[0068] In some embodiments, the infotainment system 110 can include a communication system 111, an entertainment system 112, and a navigation system 113.

[0069] The communication system 111 can include a wireless communication system that can wirelessly communicate with one or more devices directly or via a communication network. For example, the wireless communication system 146 can use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE. Or 5G cellular communication. The wireless communication system can utilize Wi-Fi to communicate with a wireless local area network (WLAN). In some embodiments, the wireless communication system 146 can utilize an infrared link, Bluetooth, or ZigBee to communicate directly with a device. Other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system can include one or more dedicated short range communications (DSRC) devices that can include public and / or private data communication between vehicles and / or roadside stations.

[0070] The entertainment system 112 can include a center screen, a microphone, and a sound system, based on which a user can listen to the radio, play music in the vehicle, or connect a mobile phone with the vehicle to realize mobile phone projection on the center screen. The center screen can be touch-enabled, and the user can operate the center screen by touching the screen. In some cases, the user's voice signal can be obtained through the microphone, and some control of the vehicle 100 by the user, such as adjusting the temperature in the vehicle, can be realized based on the analysis of the user's voice signal. In other cases, music can be played to the user through the sound system.

[0071] The navigation system 113 can include a map service provided by a map provider to provide navigation of a driving route for the vehicle 100. The navigation system 113 can be used in cooperation with a global positioning system 121 and an inertial measurement unit 122 of the vehicle. The map service provided by the map provider can be a two-dimensional map or a high-definition map.

[0072] The perception system 120 can include several sensors that sense information about the environment surrounding the vehicle 100. For example, the perception system 120 can include a global positioning system 121 (which can be a GPS system, a Beidou system, or other positioning system), an inertial measurement unit (IMU) 122, a lidar 123, a millimeter wave radar 124, an ultrasonic radar 125, and a camera 126. The perception system 120 can also include sensors that monitor the internal systems of the vehicle 100 (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their respective characteristics (location, shape, direction, speed, etc.). Such detection and identification are key functions for the safe operation of the vehicle 100.

[0073] The global positioning system 121 can be used to estimate the geographic location of the vehicle 100.

[0074] The inertial measurement unit 122 is used to sense changes in position and orientation of the vehicle 100 based on inertial acceleration. In some embodiments, the inertial measurement unit 122 can be a combination of an accelerometer and a gyroscope.

[0075] The lidar 123 can utilize laser light to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the lidar 123 can include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0076] The millimeter wave radar 124 can utilize radio signals to sense objects within the surrounding environment of the vehicle 100. In some embodiments, in addition to sensing objects, the radar 126 can also be used to sense the speed and / or direction of advance of the objects.

[0077] The ultrasonic radar 125 can utilize ultrasonic signals to sense objects around the vehicle 100.

[0078] The camera 126 can be used to capture image information of the surrounding environment of the vehicle 100. The camera 126 can include a monocular camera, a binocular camera, a structured light camera, and a panoramic camera, among others, and the image information acquired by the camera 126 can include still images and / or video stream information.

[0079] The decision control system 130 includes a computing system 131 that makes analytical decisions based on the information acquired by the perception system 120, and further includes a vehicle controller 132 that controls the power system of the vehicle 100, as well as a steering system 133, a throttle 134, and a braking system 135 for controlling the vehicle 100.

[0080] The computing system 131 can operate to process and analyze the various information acquired by the perception system 120 in order to identify targets, objects, and / or features in the environment surrounding the vehicle 100. The targets can include pedestrians or animals, and the objects and / or features can include traffic signals, road boundaries, and obstacles. The computing system 131 can use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and / or the like. In some embodiments, the computing system 131 can be used to map the environment, track objects, estimate the velocity of objects, and / or the like. The computing system 131 can analyze the various information acquired and derive a control strategy for the vehicle.

[0081] The vehicle controller 132 can be used to coordinate the control of the power battery and the engine 141 of the vehicle in order to improve the power performance of the vehicle 100.

[0082] The steering system 133 can be used to adjust the heading direction of the vehicle 100. For example, in one embodiment, the steering system 133 can be a steering wheel system.

[0083] The throttle 134 can be used to control the operating speed of the engine 141 and, in turn, the speed of the vehicle 100.

[0084] The braking system 135 can be used to control the deceleration of the vehicle 100. The braking system 135 can use friction to slow the wheels 144. In some embodiments, the braking system 135 can convert the kinetic energy of the wheels 144 into electrical current. The braking system 135 can also take other forms to slow the wheels 144 and, in turn, control the speed of the vehicle 100.

[0085] The drive system 140 can include components that provide the power motion for the vehicle 100. In one embodiment, the drive system 140 can include the engine 141, the energy source 142, the transmission system 143, and the wheels 144. The engine 141 can be an internal combustion engine, an electric motor, an air compression engine, or other types of engine combinations, such as a hybrid engine that includes a gasoline engine and an electric motor, a hybrid engine that includes an internal combustion engine and an air compression engine. The engine 141 converts the energy source 142 into mechanical energy.

[0086] Examples of the energy source 142 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electrical power. The energy source 142 can also provide energy for other systems of the vehicle 100.

[0087] The transmission 143 can transmit mechanical power from the engine 141 to the wheels 144. The transmission 143 can include a gearbox, a differential, and drive shafts. In one embodiment, the transmission 143 can also include other devices, such as a clutch. Among other things, the drive shafts can include one or more shafts that can be coupled to one or more wheels 121.

[0088] Some or all of the functionality of the vehicle 100 is controlled by a computing platform 150. The computing platform 150 can include at least one processor 151 that can execute instructions 153 stored in a non-transitory computer readable medium, such as a memory 152. In some embodiments, the computing platform 150 can also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0089] The processor 151 can be any conventional processor, such as a commercially available CPU. Alternatively, the processor 151 can also include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof. Although Figure 1 Although the processor, memory, and other elements of the computer 110 are functionally illustrated as being in the same block, it should be understood by those of ordinary skill in the art that the processor, computer, or memory can actually include multiple processors, computers, or memories that can or can not be stored in the same physical housing. For example, the memory can be a hard drive or other storage medium located in a housing different from the computer 110. Accordingly, references to the processor or computer will be understood to include references to a collection of processors or computers or memories that can or can not operate in parallel. Rather than using a single processor to perform the steps described herein, some components, such as the steering assembly and the deceleration assembly, can each have their own processor that only performs calculations related to the functionality specific to the component.

[0090] In various aspects described herein, the processor can be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking the necessary steps to perform a single maneuver.

[0091] In some embodiments, the memory 152 can include instructions 153 (e.g., program logic) that can be executed by the processor 151 to perform various functions of the vehicle 100. The memory 152 can also include additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the infotainment system 110, the perception system 120, the decision control system 130, the drive system 140.

[0092] In addition to the instructions 153, the memory 152 can store data, such as road maps, route information, the vehicle's location, orientation, speed, and other such vehicle data, and other information. Such information can be used by the vehicle 100 and the computing platform 150 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0093] The computing platform 150 can control the functions of the vehicle 100 based on inputs received from various subsystems, such as the drive system 140, the perception system 120, and the decision control system 130. For example, the computing platform 150 can utilize inputs from the decision control system 130 in order to control the steering system 133 to avoid obstacles detected by the perception system 120. In some embodiments, the computing platform 150 can be operable to provide control over many aspects of the vehicle 100 and its subsystems.

[0094] Optionally, one or more of the above-described components can be installed separately from or associated with the vehicle 100. For example, the memory 152 can exist partially or entirely separately from the vehicle 100. The above-described components can be communicatively coupled together in a wired and / or wireless manner.

[0095] Optionally, the above-described components are just one example, and in actual applications, components in each of the above-described modules can be added or deleted according to actual needs, Figure 1 It should not be understood as a limitation to the embodiments of the present application.

[0096] An autonomous vehicle traveling on a roadway, such as the vehicle 100 above, can identify objects within its surrounding environment to determine an adjustment to a current speed. The objects can be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object can be considered independently, and based on respective characteristics of the object, such as its current speed, acceleration, spacing from the vehicle, etc., can be used to determine a speed at which the autonomous vehicle is to adjust.

[0097] Optionally, the vehicle 100 or a perception and computing device (e.g., the computing system 131, the computing platform 150) associated with the vehicle 100 can predict the behavior of the identified object based on the characteristics of the identified object and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of the other identified objects, so all of the identified objects can also be considered together to predict the behavior of a single identified object. The vehicle 100 can adjust its speed based on the predicted behavior of the identified object. In other words, the autonomous vehicle can determine what steady state the vehicle will need to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the object. Other factors can also be considered in determining the speed of the vehicle 100 during this process, such as the lateral position of the vehicle 100 in the road, the curvature of the road, the proximity of static and dynamic objects, etc.

[0098] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device can also provide instructions to modify the steering angle of the vehicle 100 to cause the autonomous vehicle to follow a given trajectory and / or maintain a safe lateral and longitudinal distance from objects in the vicinity of the autonomous vehicle (e.g., a car in the adjacent lane on the road).

[0099] The vehicle 100 described above can be a car, a truck, a motorcycle, a public vehicle, a boat, an airplane, a helicopter, a lawnmower, an entertainment vehicle, an amusement park vehicle, a construction device, a trolley, a golf cart, a train, etc., and the embodiments of the present application do not make a special limitation.

[0100] Figure 2 is a schematic diagram of a vehicle camera system provided by an embodiment of the present application. The motor vehicle 200 in the diagram is Figure 1 a specific example of the vehicle 100.

[0101] The motor vehicle 200 can have a camera system, which can have one or more cameras. In the example shown, the camera 9 can be a front-view camera, the camera 11 can be a rear-view camera, and the cameras 10, 12 can be side-view cameras, respectively, and the rest of the numbers represent cameras distributed on the top end of the vehicle.

[0102] Optionally, the camera suitable for the embodiments of the present application can be a fisheye camera with a viewing angle of 220° or 230°, and the embodiments of the present application do not make a limitation on the specific specifications of the camera.

[0103] It should be understood that the embodiments of the present application do not make a specific limitation on the number and type of cameras on the vehicle, Figure 2The camera distribution in the vehicle camera system is only an example, and as long as the cameras deployed on the vehicle can be transformed according to the real-time view angle during the driving of the vehicle, the embodiment of the application can be applied.

[0104] The change of the camera view angle can be realized by focusing, rotating or moving the camera. For example, if the view angle of the camera needs to be increased, i.e., the image range captured by the camera is larger, the focal length of the camera can be increased; conversely, if the view angle of the camera needs to be reduced, i.e., the image range captured by the camera is smaller, the focal length of the camera can be reduced. For another example, if the view angle of the camera needs to be adjusted in the up-down or left-right direction (i.e., the view angle range of the camera is unchanged, but the center line of the view angle is rotated), the rotation or translation of the view angle can be realized by rotating and / or translating the camera (e.g., by a mechanical mechanism).

[0105] In order to facilitate understanding of the embodiments of the application, the terms used in the embodiments of the application are introduced as follows.

[0106] (1) Fish-eye camera: The fish-eye camera is a lens with extremely short focal length and wide view angle, and its visual effect is similar to that of observing the scene on the water surface with fish eyes. The fish eye is similar to the structure of the human eye, which is a relatively flat crystal, and although it can only see relatively close objects, the view angle range is relatively large.

[0107] (2) Camera view angle: The camera view angle is the angle that can be involved, captured and seen by the camera lens, and the camera view angle is a range value.

[0108] (3) Switching: If a device has multiple cameras (e.g., front camera and rear camera), a certain camera can be called by switching.

[0109] (4) Zoom ratio: Generally refers to the ratio of the maximum focal length to the minimum focal length of the zoom lens; zoom can better ensure that the image quality does not decrease significantly due to the adjustment of the focal length, and the larger the zoom ratio, the farther the scene that can be captured.

[0110] (5) Slope inclination angle: The angle between the slope and the ground level during the driving of the vehicle, and the slope inclination angle value can also be referred to as the body inclination angle value.

[0111] If the view angle of the vehicle camera is fixed relative to the vehicle, the picture taken is also a fixed angle and range relative to the vehicle. With the change of the vehicle driving state, such a fixed view angle will bring a visual blind area, thereby affecting the safety of the vehicle. For example, when the vehicle is turning, if the view angle of the vehicle camera is fixed, the driver or the automatic driving function is easy to have a visual blind area when turning, and thus cannot observe the obstacles in the side direction during the turning process of the vehicle, and accidents are easy to occur. For another example, when the vehicle is accelerating, if the view angle of the vehicle camera is fixed, on the one hand, the driver is easy to have visual fatigue, and on the other hand, the driver or the automatic driving device is not easy to focus on the road conditions in front of the vehicle; thus, when danger comes, the coping strategy cannot be quickly adjusted, and traffic accidents are easy to occur. For another example, in the process of the vehicle climbing a slope, if the view angle of the vehicle camera is fixed, the driver or the automatic driving device cannot effectively observe the road conditions on the slope, and accidents are easy to occur.

[0112] Figure 3 is a schematic diagram of a method 300 for controlling the view angle of a vehicle camera provided by an embodiment of the present application. The method 300 can be applied to Figure 1 the vehicle 100 or Figure 2 the vehicle 200. In the driving process, the view angle of the camera of the vehicle can change with the driving condition of the vehicle. The method 300 can include the following steps:

[0113] S301, acquiring a real-time state parameter in the driving process of the vehicle.

[0114] The real-time state parameter is used to indicate the real-time driving state of the vehicle. For example, the real-time state parameter can be used to represent the real-time speed (such as the driving speed value) of the vehicle, the real-time turning state (such as the steering angle of the vehicle) of the vehicle, the real-time inclination state (the angle between the vehicle and the horizontal plane) of the vehicle, etc.

[0115] It should be understood that the above examples of the real-time state parameter in the driving process of the vehicle are only exemplary descriptions, and the embodiments are not limited thereto. The parameter can also be other types of real-time state parameters that can be acquired in the driving process of the vehicle.

[0116] S302, controlling the view angle of the camera of the vehicle according to the real-time state parameter.

[0117] Based on the above technical solution, the embodiments of the present application can acquire the state parameter in real time in the driving process of the vehicle and control the view angle of the camera in real time, which can improve the driving safety compared with the fixed view angle of the camera relative to the vehicle in the driving process.

[0118] The view angle control method of the embodiments of the present application can adopt various suitable real-time control schemes.

[0119] For example, a correspondence relationship between a specific value range of a real-time state parameter of the vehicle and a view angle can be set, so as to find a corresponding view angle according to a value of the real-time collected state parameter, thereby realizing dynamic control of the view angle of the vehicle-mounted camera.

[0120] Table 1 is an exemplary example of a value range of a real-time state parameter and a view angle.

[0121] Table 1

[0122] Value range Viewing angle Range 1 Viewing angle 1 Range 2 Viewing angle 2 Range 3 Viewing angle 3

[0123] According to the implementation mode of Table 1, it can be determined which value range the real-time state parameter belongs to, then the corresponding view angle is determined, and the vehicle-mounted camera is controlled according to the determined view angle, thereby realizing real-time change of the view angle of the vehicle-mounted camera.

[0124] In this way, real-time dynamic control of the view angle of the vehicle-mounted camera can be conveniently realized, and driving safety is improved.

[0125] As another implementation mode, the view angle of the vehicle-mounted camera can be determined according to a numerical relationship between the real-time state parameter and the view angle. For example, the real-time state parameter and the view angle can have a linear relationship, that is:

[0126] y=a*x+b,

[0127] wherein x is a value of the real-time state parameter, y is the view angle, and a and b are preset real numbers.

[0128] Of course, the numerical relationship between the real-time state parameter and the view angle is not limited to the above linear mode, and can also be a nonlinear mode.

[0129] In this way, real-time dynamic control of the view angle of the vehicle-mounted camera can be conveniently realized, and driving safety is improved.

[0130] As still another implementation mode, the view angle of the vehicle-mounted camera can be controlled according to the real-time state parameter and a preset state parameter interval.

[0131] Specifically, outside the above state parameter interval, the view angle of the camera can be controlled to be a certain fixed value; within the above state parameter interval, the view angle of the camera can be controlled to change according to a specific value of the real-time state parameter, for example, change according to a linear or nonlinear relationship, or change according to a mode similar to Table 1.

[0132] In this way, real-time dynamic control of the view angle of the vehicle-mounted camera can be conveniently realized, and driving safety is improved. Moreover, the upper and lower limit values of the view angle can be controlled, which is more suitable for scenarios where the change range of the view angle is limited.

[0133] Optionally, the aforementioned status parameter range can be configured by the user or other management devices. In this case, configuration information for the status parameter range can be received in advance, for example, from the user or other management devices; and the status parameter range can be configured according to this configuration information.

[0134] This allows for dynamic adjustment of the state parameter range, enabling more flexible adaptation to the needs of different scenarios.

[0135] Optionally, the state parameter range may include at least one of the following ranges: vehicle speed range, vehicle steering wheel angle range, and the angle range between the vehicle and the horizontal plane.

[0136] The following is combined Figures 4 to 19 The process shown provides a detailed description of the embodiments of this application.

[0137] Figure 4 This is a schematic diagram illustrating the change in the viewing angle of a forward-looking camera during vehicle acceleration, provided in an embodiment of this application. Figure 4 yes Figure 3 One possible implementation of step S302.

[0138] In this method, the real-time status parameters include the vehicle speed. The viewing angle of the vehicle's camera is controlled according to the real-time status parameters, including: when the vehicle speed is a first speed, the viewing angle of the vehicle's camera is controlled to be f1; when the vehicle speed is a second speed, the viewing angle of the vehicle's camera is controlled to be f2, wherein the first speed is lower than the second speed, and the viewing angle f1 is less than or equal to the viewing angle f2.

[0139] As an example, in the embodiments of this application, "a certain viewpoint is less than or equal to another viewpoint" can refer to the relationship between the size of the viewpoint angle values; the smaller the viewpoint, the smaller the corresponding viewpoint angle value.

[0140] The following is a detailed description of this embodiment:

[0141] like Figure 4 As shown in (a), under normal driving conditions, when the camera view is switched to forward view, the view of the forward-looking camera is f1.

[0142] like Figure 4 As shown in (b), when the vehicle accelerates, the angle of view of the forward-looking camera is increased from a small f1 to f2.

[0143] In this way, the faster the vehicle travels, the wider the field of view of the vehicle's forward-facing camera can provide safer visual information about the front of the vehicle.

[0144] Figure 5This is a schematic diagram illustrating the change in the viewing angle of a forward-looking camera during vehicle deceleration, provided in an embodiment of this application. Figure 5 yes Figure 3 One possible implementation of step S302.

[0145] In this method, the real-time status parameters include the vehicle speed. The viewing angle of the vehicle's camera is controlled according to the real-time status parameters, including: when the vehicle speed is a first speed, the viewing angle of the vehicle's camera is controlled to be f3; when the vehicle speed is a second speed, the viewing angle of the vehicle's camera is controlled to be f4, wherein the first speed is higher than the second speed, and the viewing angle f3 is greater than or equal to the viewing angle f4.

[0146] like Figure 5 As shown in (a), under normal driving conditions, when the camera view is switched to forward view, the view of the forward-looking camera is f3.

[0147] like Figure 5 As shown in (b), when the vehicle decelerates, the angle of view of the forward-looking camera is reduced from a large f3 to f4.

[0148] In this way, the slower the vehicle travels, the smaller the field of view of the forward-facing camera, which can provide safer visual information about the front of the vehicle.

[0149] Figure 6 This is a graph showing the functional relationship between the viewing angle of a vehicle's forward-looking camera and speed, provided in an embodiment of this application. Figure 6 yes Figure 4 or Figure 5 This is a specific method for controlling the change of the viewing angle of the forward-looking camera.

[0150] like Figure 6 As shown, when the camera view switches to a forward-looking perspective, the vehicle speed and the forward-looking camera view undergo a linear transformation within a preset range of state parameters, thereby achieving a transition in the viewing angle. This transition process specifically includes:

[0151] The forward-facing camera 9 has a field of view range involving speed changes of f(min9) to f(max9), and the corresponding speed range where the field of view changes is v(min9) to v(max9).

[0152] When the vehicle's real-time speed v satisfies the condition: v(min9)≤v(real-time)≤v(max9):

[0153]

[0154] When the vehicle's real-time speed v meets the following condition:

[0155] When v(real-time) > v(max9), f(real-time) = f(max9)

[0156] When v(real-time) < v(min9), f(real-time) = f(min9)

[0157] For example, if the angle range of the front-view camera changes with the speed in the range of 30° to 120°, the corresponding speed range in which the angle changes is 20 to 110 km / h.

[0158] When the real-time speed v of the vehicle satisfies the condition: 20 ≤ v(real-time) ≤ 110, if v(real-time) = 90 km / h, f(real-time) = 30 + (120-30) / (110-20)×(90-20) = 100°.

[0159] In a possible case, the vehicle drives in a poor driving condition, for example, at night, in rain, snow, haze, etc., at this time, the angle change range is increased by a coefficient multiple n, where 1 < n ≤ 1.5.

[0160] At this time, the angle change range of the front-view camera is F(min9) = f(min9) × n; F(max9) = f(max9) × n.

[0161] The angle range of the front-view camera related to the speed change is: F(min9) to F(max9)

[0162] For example, the vehicle drives in a poor driving condition, for example, at night, in rain, snow, haze, etc., the angle change range is increased by a coefficient multiple 1.2. If the angle range of the front-view camera changes with the speed in the range of 42° to 144°, the corresponding speed range in which the angle changes is 20 to 110 km / h.

[0163] When the real-time speed v of the vehicle satisfies the condition: 20 ≤ v(real-time) ≤ 110, if v(real-time) = 90 km / h, f(real-time) = 42 + (144-42) / (110-20)×(90-20) ≈ 121.3°.

[0164] Based on this, when the vehicle driving speed value satisfies the preset state parameter interval, the vehicle front-view camera real-time angle is determined according to the acquired vehicle driving speed value and the maximum value and the minimum value in the preset state parameter interval; when the vehicle driving speed value does not satisfy the preset state parameter interval, the front-view camera real-time angle is set to the maximum value or the minimum value. Through the two ways, the front-view camera angle is changed in the driving process of the vehicle, which helps the driver or the automatic driving function of the vehicle to better observe the surrounding driving environment, and improves the driving safety.

[0165] It should be understood that the method for controlling the vehicle's forward-facing camera in this application embodiment is merely exemplary. The way to control the camera's viewing angle based on vehicle speed may be based on the maximum and minimum values ​​within a preset range, or it may not be based on a preset range; it may be based on the linear change of vehicle speed within the preset range, or it may be based on a nonlinear transformation; it may be calculated according to a formula, or it may be obtained through other methods. This application embodiment does not impose strict limitations.

[0166] Figure 7 This is a schematic diagram illustrating the change in the viewing angle of a rearview camera during vehicle acceleration, provided in an embodiment of this application. Figure 7 yes Figure 3 One possible implementation of step S302.

[0167] In this method, the real-time status parameters include the vehicle speed. According to the real-time status parameters, the viewing angle of the vehicle's camera is controlled as follows: when the vehicle speed is a first speed, the viewing angle of the vehicle's camera is controlled as viewing angle f3; when the vehicle speed is a second speed, the viewing angle of the vehicle's camera is controlled as viewing angle f4. The first speed is lower than the second speed, and the viewing angle f3 is less than or equal to the viewing angle f4.

[0168] The following is a detailed description of this embodiment:

[0169] like Figure 7 As shown in (a), under normal driving conditions, when the camera view is switched to rear view, the view of the rear view camera is f3.

[0170] like Figure 7 As shown in (b), when the vehicle accelerates, the angle of view of the rearview camera increases from a small f3 to f4.

[0171] In this way, the faster the vehicle travels, the wider the field of view of the rearview camera, providing safer visual information behind the vehicle.

[0172] Figure 8 This is a schematic diagram illustrating the change in the viewing angle of a rearview camera during vehicle deceleration, provided in an embodiment of this application. Figure 8 yes Figure 3 One possible implementation of step S302.

[0173] In this method, the real-time status parameters include the vehicle speed. According to the real-time status parameters, the viewing angle of the vehicle's camera is controlled as follows: when the vehicle speed is a first speed, the viewing angle of the vehicle's camera is controlled as viewing angle f1; when the vehicle speed is a second speed, the viewing angle of the vehicle's camera is controlled as viewing angle f2. The first speed is higher than the second speed, and the viewing angle f1 is greater than or equal to the viewing angle f2.

[0174] As shown in (a), under the condition of normal driving, when the camera view angle is switched to rear view, the view angle of the rear view camera is f1. Figure 8

[0175] As shown in (b), when the vehicle is decelerating, the view angle of the rear view camera changes from the larger f1 to f2. Figure 8

[0176] In this way, the slower the vehicle travels, the smaller the view angle of the rear view camera of the vehicle is controlled to be, and more secure visual information of the rear of the vehicle can be provided.

[0177] Figure 9 is a function relationship diagram of the view angle of the rear view camera of the vehicle changing with speed provided by the embodiment of the application. Figure 9 is Figure 7 or Figure 8 is a specific way of controlling the change of the view angle of the rear view camera.

[0178] As shown in (c), when the camera view angle is switched to rear view, the driving speed and the view angle of the rear view camera in the preset state parameter interval exist linear transformation, so as to realize the transition of the change of the view angle. The specific process of the transition of the change includes: Figure 9 The view angle range of the rear view camera 11 related to the change of the speed is f(min11)~f(max11), and the speed range corresponding to the change of the view angle is v(min11)~v(max11);

[0179] When the real-time speed v of the vehicle satisfies the condition: v(min11)≤v(real-time)≤v(max11),

[0180]

[0181]

[0182] When the real-time speed v of the vehicle satisfies the condition:

[0183] v(real-time)>v(max11), f(real-time)=f(max11)

[0184] v(real-time)<v(min11), f(real-time)=f(min11)

[0185] Illustratively, if the view angle range of the rear view camera changing with the speed is 30°~120°, and the speed range corresponding to the change of the view angle is 20~110km / h;

[0186] ​​​When the real-time speed v of the vehicle satisfies the condition: 20≤v(real-time)≤110, if v(real-time)=90km / h, f(real-time)=30+(120-30) / (110-20)×(90-20)=100°

[0187] In a possible case, the vehicle travels under harsh driving conditions, for example, at night, in rain, snow, haze, and the like. At this time, the range of the change in the angle of view is increased by a coefficient multiple n, where 1<n≤1.5.

[0188] At this time, the range of the change in the angle of view of the rear-view camera is F(min11)=f(min11)×n; F(max11)=f(max11)×n.

[0189] The range of the change in the angle of view of the rear-view camera is F(min11)~F(max11) with respect to the speed.

[0190] Illustratively, the vehicle travels under harsh driving conditions, for example, at night, in rain, snow, haze, and the like. The range of the change in the angle of view is increased by a coefficient multiple 1.2. If the range of the change in the angle of view of the rear-view camera with respect to the speed is 42°~144°, the range of the speed corresponding to the change in the angle of view is 20~110km / h.

[0191] When the real-time speed v of the vehicle satisfies the condition: 20≤v(real-time)≤110, if v(real-time)=90km / h, f(real-time)=42+(144-42) / (110-20)×(90-20)≈121.3°.

[0192] Based on this, when the speed value of the vehicle satisfies the preset state parameter interval, the embodiment of the application determines the real-time angle of view of the rear-view camera of the vehicle according to the speed value of the vehicle obtained and the maximum value and the minimum value in the preset state parameter interval. When the speed value of the vehicle does not satisfy the preset state parameter interval, the real-time angle of view of the rear-view camera is set to the maximum value or the minimum value. Through the two ways, the embodiment of the application changes the fixed angle of view of the rear-view camera in the driving process of the vehicle, helps the driver or the automatic driving vehicle to better observe the surrounding driving environment, and improves the driving safety.

[0193] It should be understood that the method for controlling the rear-view camera of the vehicle in the embodiment of the application is merely exemplary. The way of controlling the angle of view of the rear-view camera according to the speed can be according to the maximum value and the minimum value in the preset interval, or can not be according to the preset interval. The way can be linear variation existing in the preset interval according to the speed, or can be non-linear transformation. The way can be obtained according to a formula, or can be obtained by other ways. The embodiment of the application is not strictly limited.

[0194] Figure 10is a schematic diagram of a front-view camera view angle changing with steering wheel angle in a vehicle steering process provided by an embodiment of the present application. Figure 10 is Figure 3 is a possible implementation of step S302 in the embodiment.

[0195] In this implementation, the real-time state parameter includes a steering angle of a steering wheel of the vehicle, and the control of the view angle of the camera of the vehicle according to the real-time state parameter includes: if the steering angle is a counterclockwise steering angle, controlling the view angle of the camera of the vehicle to deflect left by an angle corresponding to the steering angle; and if the steering angle is a clockwise steering angle, controlling the view angle of the camera of the vehicle to deflect right by an angle corresponding to the steering angle, wherein the greater the absolute value of the steering angle is, the greater the deflected angle is.

[0196] As an exemplary illustration, the left deflection or right deflection of the view angle of the camera of the vehicle by a certain angle in the embodiment of the present application can mean that the view angle is deflected left or right by a certain angle relative to the horizontal direction.

[0197] The embodiment will be specifically described as follows:

[0198] As shown in Figure 10 (a) to Figure 10 (d), when the steering wheel is turned left (right), the range of the front-view view angle moves left (right) at a constant speed, and when the steering wheel is turned to the maximum angle θ, the left (right) turning angle b of the front-view view angle reaches the maximum and remains unchanged, and during the process of returning the steering wheel to the right (left), the front-view view angle moves right (left) at a constant speed to the initial view angle.

[0199] In this way, during the steering driving of the vehicle, the fixed front-view camera view angle is changed, and safer side visual information of the vehicle can be provided.

[0200] Figure 11 is a function relationship diagram of a front-view camera view angle changing with a steering wheel steering angle provided by an embodiment of the present application. Figure 11 is Figure 10 is a specific way of controlling the change of the front-view camera view angle.

[0201] As shown in Figure 11 When the camera view angle is switched to the front view, there is a linear transformation between the steering wheel rotation angle and the front-view camera view angle in a preset state parameter interval, so as to realize the transition of the change of the view angle. The specific process of the change includes:

[0202] The range of the view angle rotation angle b of the front-view camera 9 related to the change of the steering wheel rotation angle is 0~b(max9), and the range of the steering wheel angle θ corresponding to the change of the view angle is θ(min9)~θ(max9).

[0203] When the steering wheel angle θ satisfies the condition: θ(min9)≤θ(real-time)≤θ(max9):

[0204]

[0205] When the steering wheel angle θ meets the conditions in real time:

[0206] When θ(real-time) > θ(max9), then b(real-time) = b(max9).

[0207] When θ(real-time) < θ(min9), b(real-time) = 0

[0208] To illustrate, if the left and right rotation angle b of the forward-facing camera 9, which involves changes in the steering wheel rotation angle, ranges from 0° to 60°, the corresponding steering wheel angle θ that would change during the view ranges from 30° to 150°.

[0209] When the steering wheel angle θ meets the condition in real time: 30≤θ(real time)≤150:

[0210] If θ (real-time) = 120°, then b (real-time) = 60 / (150-30)×(120-30) = 45°

[0211] Based on the above scheme, when the steering wheel rotation angle value meets the preset state parameter range, this embodiment determines the real-time viewing angle of the vehicle's forward-facing camera according to the obtained steering wheel rotation angle value and the maximum and minimum values ​​within the preset state parameter range; when the steering wheel rotation angle value does not meet the preset state parameter range, the real-time viewing angle of the forward-facing camera is set to the maximum or minimum value. Through these two methods, this embodiment changes the unchanging viewing angle of the forward-facing camera during vehicle operation, helping the driver better observe the surrounding driving environment and improving driving safety.

[0212] It should be understood that the method for controlling the vehicle's forward-facing camera in this application embodiment is merely exemplary. The way to control the camera's viewing angle based on the steering wheel angle may be based on the maximum and minimum values ​​within a preset range, or it may not be based on a preset range; it may be based on the linear change of the steering wheel angle value within the preset range, or it may be based on a nonlinear transformation; it may be calculated according to a formula, or it may be obtained through other methods. This application embodiment does not impose strict limitations.

[0213] Figure 12 This is a schematic diagram illustrating the change in the rearview camera's viewing angle and the steering wheel angle during vehicle steering, provided in an embodiment of this application. Figure 12 yes Figure 3 One possible implementation of step S302.

[0214] In the implementation, the real-time state parameter comprises a steering angle of a steering wheel of the vehicle, and the view angle of the camera of the vehicle is controlled according to the real-time state parameter, including: if the steering angle is a counterclockwise steering angle, the view angle of the camera of the vehicle is controlled to deflect left by an angle corresponding to the steering angle; and if the steering angle is a clockwise steering angle, the view angle of the camera of the vehicle is controlled to deflect right by an angle corresponding to the steering angle, wherein the deflected angle is larger when the absolute value of the steering angle is larger.

[0215] The embodiment is described below in detail.

[0216] As shown in Figure 12 (a) to Figure 12 (d), when the steering wheel is turned left (right), the rear view view angle moves at a constant speed to the right (left), when the steering wheel is turned to the maximum angle θ, the rear view view angle is turned to the right (left) by the maximum angle b and keeps unchanged, and when the steering wheel is turned back to the left (right), the rear view view angle moves at a constant speed to the left (right) to the initial view angle.

[0217] In this way, during steering of the vehicle, the fixed rear view camera view angle is changed, and safer vehicle lateral visual information can be provided.

[0218] Figure 13 is a function relationship diagram of the rear view camera view angle of the vehicle changing with the steering wheel steering angle provided by the embodiment. Figure 13 is Figure 12 a specific way of controlling the rear view camera view angle change.

[0219] As shown in Figure 13 , when the camera view angle is switched to the rear view, the steering wheel rotation angle and the rear view camera view angle are linearly transformed in a preset state parameter interval, so as to realize the transition of the view angle change. The specific process of the change includes:

[0220] The view angle rotation angle b of the rear view camera 11 related to the steering wheel rotation angle change ranges from 0 to b(max11), and the steering wheel angle θ corresponding to the view angle change ranges from θ(min11) to θ(max11);

[0221] When the steering wheel angle θ satisfies the condition θ(min11)≤θ(real-time)≤θ(max11) in real time:

[0222]

[0223] When the steering wheel angle θ satisfies the condition:

[0224] When the steering wheel angle θ satisfies the condition θ(real-time)>θ(max11), b(real-time)=b(max11)

[0225] When θ (real-time) < θ (min11), b (real-time) = 0.

[0226] Illustratively, if the rear-view camera 11 involves the steering wheel rotation angle change, the range of the left and right rotation angle b of the view angle is 0°-60°, and the range of the steering wheel angle θ corresponding to the view angle change is 30°-150°,

[0227] When the steering wheel angle θ real-time satisfies the condition: 30≤θ (real-time) ≤150:

[0228] When θ (real-time) = 120°, b (real-time) = 60 / (150-30) x (120-30) = 45°

[0229] Based on the above scheme, when the steering wheel rotation angle value meets the preset state parameter interval, the embodiment of the application determines the real-time view angle of the vehicle rear-view camera according to the obtained steering wheel rotation angle value and the maximum value and the minimum value in the preset state parameter interval; when the steering wheel rotation angle value does not meet the preset state parameter interval, the real-time view angle of the rear-view camera is set to the maximum value or the minimum value. Through the two ways, the embodiment of the application changes the fixed rear-view camera view angle in the vehicle driving process, helps the driver or the automatic driving vehicle to better observe the surrounding driving environment, and improves the driving safety.

[0230] It should be understood that the method for controlling the vehicle rear-view camera in the embodiment of the application is only exemplary, and the way of controlling the rear-view camera view angle according to the steering wheel rotation angle can be according to the maximum value and the minimum value in the preset interval, or can not be according to the preset interval; can be linearly changed according to the steering wheel rotation angle value existing in the preset interval, or can be changed according to a nonlinear transformation; can be obtained according to a formula, or can be obtained by other ways, and the embodiment of the application is not strictly limited.

[0231] Figure 14 is a schematic diagram of the front-view camera view angle change in the vehicle uphill process provided by the embodiment of the application. Figure 14 is Figure 3 is a possible implementation of step S302.

[0232] In this implementation, the real-time state parameter includes an angle between the vehicle and the horizontal plane, and the view angle of the camera of the vehicle is controlled according to the real-time state parameter, including: when the angle is a first angle, the view angle of the camera of the vehicle is controlled to be a sixth view angle; and when the angle is a second angle, the view angle of the camera of the vehicle is controlled to be a seventh view angle, wherein the first angle is smaller than the second angle, and the sixth view angle is higher than or equal to the seventh view angle.

[0233] As an exemplary illustration, "a certain view angle is higher or equal to another view angle" in the embodiments of the present application can refer to the size relationship of the included angle between a certain reference line or reference surface (such as the lower edge, upper edge, middle line or bisector) of the view angle and the horizontal plane. Taking the middle line as the reference line for example, the larger the included angle between the middle line and the horizontal plane, the higher the view angle.

[0234] The embodiments will be specifically described as follows:

[0235] As shown in Figure 14 (a) and Figure 14 (b), the slope of the uphill in front of the vehicle is θ, and the front view camera view angle lifting angle a is calculated according to the real-time state parameter θ and the preset state parameter interval during the uphill process of the vehicle. The front view camera view angle uniformly lifts the angle a after the vehicle goes uphill.

[0236] In this way, when the vehicle goes uphill, the front view camera view angle of the vehicle is controlled to lift a certain angle, which can provide safer front visual information for the vehicle going uphill.

[0237] Figure 15 is a schematic diagram of the change of the front view camera view angle of the vehicle during the downhill process provided by the embodiments of the present application. Figure 15 is Figure 3 a possible implementation of step S302.

[0238] As shown in Figure 15 (a) and Figure 15 (b), the slope of the downhill in front of the vehicle is θ, and the front view camera view angle lowering angle a is calculated according to the real-time state parameter θ and the preset state parameter interval during the downhill process of the vehicle. The front view camera view angle uniformly lowers the angle a after the vehicle goes downhill.

[0239] In this way, when the vehicle goes downhill, the front view camera view angle of the vehicle is controlled to lower a certain angle, which can provide safer front visual information for the vehicle going downhill.

[0240] Figure 16 is a function relationship diagram of the change of the front view camera view angle of the vehicle with the slope provided by the embodiments of the present application. Figure 16 is Figure 14 or Figure 15 a specific way of controlling the change of the front view camera view angle.

[0241] As shown in Figure 16 , when the camera view angle is switched to the front view, the slope inclination angle and the front view camera view angle exist linear transformation in the preset state parameter interval, so as to realize the transition of the change of the view angle. The specific process of the change includes:

[0242] The front-view camera 9 involves a range of view angle changing with slope angle: 0~a(max9), and the range of slope angle corresponding to the view angle changing is: θ(min9)~θ(max9);

[0243] When the real-time slope θ(real-time) satisfies the condition: θ(min9)≤θ(real-time)≤θ(max9), the real-time view angle a(real-time) is calculated according to the following formula:

[0244]

[0245] When the real-time angle θ(real-time) satisfies the condition:

[0246] When θ(real-time)>θ(max9), a(real-time)=a(max9)

[0247] When θ(real-time)<θ(min9), a(real-time)=0

[0248] For example, if the front-view camera 9 involves a range of view angle changing with slope angle: 0~16°, and the range of slope angle corresponding to the view angle changing is: 0~8°;

[0249] When the real-time slope θ(real-time) satisfies the condition: 0≤θ(real-time)≤8, the real-time view angle a(real-time) is calculated according to the following formula:

[0250] If θ(real-time)=4°, b(real-time)=16 / (8-0)×(4-0)=8°.

[0251] Based on the above scheme, when the angle between the vehicle and the horizontal plane satisfies the preset state parameter interval, the embodiment of the application determines the real-time view angle of the front-view camera of the vehicle according to the angle between the vehicle and the horizontal plane and the maximum and minimum values in the preset state parameter interval; when the angle between the vehicle and the horizontal plane does not satisfy the preset state parameter interval, the real-time view angle of the front-view camera of the vehicle is set to the maximum or minimum value. Through the two ways, the embodiment of the application changes the fixed view angle of the front-view camera during the driving of the vehicle, helps the driver or the intelligent driving vehicle to better observe the surrounding driving environment, and improves the driving safety.

[0252] It should be understood that the method for controlling the front-view camera of the vehicle in the embodiment of the application is only exemplary, and the way of controlling the view angle of the front-view camera according to the angle between the vehicle and the horizontal plane can be according to the maximum and minimum values in the preset interval, or can not be according to the preset interval; can be linearly changed according to the steering wheel angle value existing in the preset interval, or can be changed according to a nonlinear transformation; can be obtained according to a formula, or can be obtained by other ways, and the embodiment of the application is not strictly limited.

[0253] Figure 17 is a schematic diagram of the view angle changing of the rear-view camera of the vehicle during uphill driving provided by the embodiment of the application.Figure 17 yes Figure 3 One possible implementation of step S302.

[0254] In this implementation, the real-time status parameters include the angle between the vehicle and the horizontal plane. Based on the real-time status parameters, the viewing angle of the vehicle's camera is controlled as follows: when the angle is a first angle, the viewing angle of the vehicle's camera is controlled as a sixth angle; when the angle is a second angle, the viewing angle of the vehicle's camera is controlled as a seventh angle, wherein the first angle is smaller than the second angle, and the sixth angle is higher than or equal to the seventh angle.

[0255] The following is a detailed description of this embodiment:

[0256] like Figure 17 (a) and Figure 17 As shown in (b), the slope of the uphill section in front of the vehicle is θ. During the uphill process, the upward angle of the rear-view camera is calculated based on the real-time state parameter θ and the preset state parameter range. The upward angle of the rear-view camera is uniformly raised by angle a as the vehicle goes uphill.

[0257] In this way, when a vehicle is going uphill, the rearview camera's viewing angle is raised by a certain angle, which can provide safer rearward visual information for the vehicle going uphill.

[0258] Figure 18 This is a schematic diagram illustrating the change in the viewing angle of a rearview camera during a vehicle's descent, provided in an embodiment of this application. Figure 18 yes Figure 3 One possible implementation of step S302.

[0259] like Figure 18 (a) and Figure 18 As shown in (b), the slope of the downhill section in front of the vehicle is θ. During the downhill process, the angle of the rear-view camera downwards is calculated based on the real-time state parameter θ and the preset state parameter range. The angle of the rear-view camera downwards at a constant speed is a during the downhill process.

[0260] In this way, when a vehicle is going downhill, the rearview camera's field of view is tilted down at a certain angle, which can provide safer rearward visual information for the vehicle going downhill.

[0261] Figure 19 This is a graph showing the functional relationship between the viewing angle of a vehicle's rearview camera and the slope, as provided in an embodiment of this application. Figure 19 yes Figure 17 or Figure 18 This is a specific method for controlling the change of the viewing angle of the rear-view camera.

[0262] like Figure 19As shown, when the camera view angle is switched to the rear view, the slope inclination angle and the rear view camera view angle are linearly transformed within the preset state parameter interval, so as to realize the transition of the view angle. The specific process of the transition includes: the view angle range of the rear view camera 11 related to the slope angle change is 0~a(max11), and the slope angle range corresponding to the view angle change is θ(min11)~θ(max11);

[0263] When the real-time slope θ(real-time) satisfies the condition: θ(min11)≤θ(real-time)≤θ(max11):

[0264]

[0265] a(real-time)=a(max11) / (θ(max11)-θ(min11))×(θ(real-time)-θ(min11))

[0266] When the real-time angle θ(real-time) satisfies the condition:

[0267] When θ(real-time)>θ(max11), a(real-time)=a(max11)

[0268] When θ(real-time)<θ(min11), a(real-time)=0

[0269] Illustratively, if the view angle range of the rear view camera 11 related to the slope angle change is 0~16°, the slope angle range corresponding to the view angle change is 0~8°;

[0270] When the real-time slope θ(real-time) satisfies the condition: 0≤θ(real-time)≤8:

[0271] If θ(real-time)=4°, b(real-time)=16 / (8-0)×(4-0)=8°.

[0272] Based on the above scheme, when the angle between the vehicle and the horizontal plane satisfies the preset state parameter interval, the embodiment of the application determines the real-time view angle of the rear view camera of the vehicle according to the angle between the vehicle and the horizontal plane and the maximum value and the minimum value in the preset state parameter interval; when the angle between the vehicle and the horizontal plane does not satisfy the preset state parameter interval, the real-time view angle of the rear view camera of the vehicle is set to the maximum value or the minimum value. Through the two ways, the embodiment of the application changes the fixed rear view camera view angle during the vehicle driving process, helps the driver to better observe the surrounding driving environment, and improves the driving safety.

[0273] It should be understood that the method for controlling the rearview camera of a vehicle in this application embodiment is merely exemplary. The way to control the viewing angle of the rearview camera based on the angle between the vehicle and the horizontal plane may be based on the maximum and minimum values ​​within a preset range, or it may not be based on a preset range; it may be based on the linear change of the steering wheel angle value within the preset range, or it may be based on a nonlinear transformation; it may be calculated according to a formula, or it may be obtained through other methods. This application embodiment does not impose strict limitations.

[0274] It should also be understood that the various embodiments described herein can be independent solutions or combinations thereof based on their inherent logic, and all such solutions fall within the protection scope of this application. For example, the perspective transformation method during vehicle acceleration can be used in combination with the perspective transformation method during vehicle uphill driving, or it can be used independently. Similarly, the perspective transformation method during vehicle deceleration can be used alone or in combination with the perspective transformation method during vehicle turning, and so on.

[0275] Figure 20 This is a schematic block diagram of a device for controlling the viewing angle of a vehicle-mounted camera, provided in an embodiment of this application.

[0276] The device 2000 includes an acquisition unit 2001 and a control unit 2002. The acquisition unit 2001 can perform corresponding communication functions, and the control unit 2002 is used for data processing.

[0277] Optionally, the device 2000 may further include a storage unit for storing instructions and / or data, and the control unit 2002 may read the instructions and / or data in the storage unit to enable the device to implement the aforementioned method embodiments.

[0278] The device 2000 may include methods for performing Figure 3 The unit. Furthermore, each unit in the device 2000 and the other operations and / or functions described above are respectively for implementing Figure 3 The corresponding process of the method implementation.

[0279] Among them, when the device 2000 is used to perform Figure 3 When performing method 300, the acquisition unit 2001 can be used to execute step S301 in method 300, and the control unit 2002 can be used to execute step S302 in method 300.

[0280] Specifically, the acquisition unit 2001 is used to acquire real-time status parameters of the vehicle, which indicate the vehicle's driving status. The control unit 2002 is used to control the viewing angle of the vehicle's camera based on the real-time status parameters.

[0281] In a possible implementation, the control unit 2002 is specifically configured to control the view angle of the camera of the vehicle according to the real-time state parameter and a preset state parameter interval.

[0282] In a possible implementation, the state parameter interval includes a minimum value and a maximum value, the minimum value corresponds to a first view angle of the camera, and the maximum value corresponds to a second view angle of the camera. The control unit 2002 is specifically configured to: if the value of the real-time state parameter is less than or equal to the minimum value, control the view angle of the camera of the vehicle to be the first view angle; or if the value of the real-time state parameter is greater than or equal to the maximum value, control the view angle of the camera of the vehicle to be the second view angle; or if the value of the real-time state parameter is greater than the minimum value and less than the maximum value, control the view angle of the camera of the vehicle to be a third view angle, where the third view angle is obtained by linearly interpolating the first view angle and the second view angle according to the value of the real-time state parameter, the minimum value, and the maximum value.

[0283] In a possible implementation, the apparatus 2000 further includes a receiving unit and a configuration unit. The receiving unit is configured to receive configuration information of the state parameter interval. The configuration unit is configured to configure the state parameter interval according to the configuration information of the state parameter interval.

[0284] In a possible implementation, the real-time state parameter includes a vehicle speed of the vehicle. The control unit 2002 is specifically configured to: when the vehicle speed of the vehicle is a first vehicle speed, control the view angle of the camera of the vehicle to be a fourth view angle; and when the vehicle speed of the vehicle is a second vehicle speed, control the view angle of the camera of the vehicle to be a fifth view angle, where the first vehicle speed is lower than the second vehicle speed, and the fourth view angle is less than or equal to the fifth view angle.

[0285] In a possible implementation, the real-time state parameter includes an included angle between the vehicle and a horizontal plane. The control unit 2002 is specifically configured to: when the included angle is a first included angle, control the view angle of the camera of the vehicle to be a sixth view angle; and when the included angle is a second included angle, control the view angle of the camera of the vehicle to be a seventh view angle, where the first included angle is less than the second included angle, and the sixth view angle is higher than or equal to the seventh view angle.

[0286] In a possible implementation, the real-time state parameter includes a steering wheel rotation angle of the vehicle, and the control unit 2002 is specifically configured to: if the steering wheel rotation angle is a counterclockwise rotation angle, control the view angle of the camera of the vehicle to deflect left by an angle corresponding to the steering wheel rotation angle; and if the steering wheel rotation angle is a clockwise rotation angle, control the view angle of the camera of the vehicle to deflect right by an angle corresponding to the steering wheel rotation angle, where the greater the absolute value of the steering wheel rotation angle, the greater the deflected angle.

[0287] In a possible implementation, the state parameter interval includes at least one of the following intervals: a speed interval of the vehicle, a steering wheel rotation angle interval of the vehicle, and an included angle interval between the vehicle and a horizontal plane.

[0288] In a possible implementation, the camera is a front-view camera or a rear-view camera of the vehicle.

[0289] It should be understood that the specific process of each unit performing the corresponding steps described above has been described in detail in the method embodiments described above, and for the sake of brevity, will not be repeated here.

[0290] It should also be understood that the control unit in the device can be implemented by at least one processor or processor-related circuit, the acquisition unit and the transceiver unit can be implemented by a transceiver or transceiver-related circuit, and the storage unit can be implemented by at least one memory. Figure 20

[0291] Figure 21 Another schematic block diagram of a device for controlling a view angle of a vehicle-mounted camera provided by the embodiments of the present application.

[0292] The device includes a memory 2110, a processor 2120, and a communication interface 2130. The memory 2110, the processor 2120, and the communication interface 2130 are connected through an internal connection path. The memory 2110 is configured to store instructions, and the processor 2120 is configured to execute the instructions stored in the memory 2120 to control the input / output interface 2130 to receive / send at least part of the parameters of the second channel model. Optionally, the memory 2110 can be coupled to the processor 2120 through an interface, or the memory 2110 and the processor 2120 can be integrated together.

[0293] It should be noted that the communication interface 2130 uses a transceiving device such as but not limited to a transceiver to realize the communication between the communication device 2100 and other devices or communication networks. The communication interface 2130 can also include an input / output interface.

[0294] ​In the implementation process, each step of the above method can be completed by integrated logic circuits of hardware in the processor 2120 or instructions in the form of software. The method disclosed in combination with the embodiments of the present application can be directly embodied as hardware processor execution completion, or executed by a combination of hardware and software modules in the processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, register, etc. The storage medium is located in the storage 2110, and the processor 2120 reads the information in the storage 2110, and combines the hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0295] It should be understood that in the embodiments of the present application, the processor can be a central control unit (CPU), and the processor can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.

[0296] It should also be understood that in the embodiments of the present application, the memory can include read-only memory and random access memory, and provide instructions and data to the processor. A part of the processor can also include non-volatile random access memory. For example, the processor can also store device type information.

[0297] It should be understood that the term "and / or" herein is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " herein generally represents that the front and rear associated objects are in an "or" relationship.

[0298] It should be understood that in various embodiments of the present application, the size of the sequence number of each process described above does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0299] The embodiments of the present application also provide a computer readable medium, which stores program codes, when the computer program codes run on the computer, make the computer execute the above-mentioned Figures 3 to 19any of the methods.

[0300] The embodiments of the present application further provide a chip, comprising: at least one processor and a memory, the at least one processor being coupled with the memory, and used for reading and executing instructions in the memory, so as to execute any of the methods. Figures 3 to 19 any of the methods.

[0301] The embodiments of the present application further provide an automatic driving vehicle, comprising: at least one processor and a memory, the at least one processor being coupled with the memory, and used for reading and executing instructions in the memory, so as to execute any of the methods. Figures 3 to 19 any of the methods.

[0302] The terms "component," "module," and the like as used in this description refer to computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component can be, but is not limited to being, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. By way of illustration, both an application running on a computing device and the computing device can be a component. One or more components can reside within a process and / or thread of execution and a component can be localized, co-resident, and / or distributed amongst one computer or distributed across at least two computers or other devices. In addition, these components can execute from various computer-readable media having various data structures stored thereon. The components can communicate by way of local and / or remote processes such as in accordance with a signal having one or more data packets (e.g., data from one component interacting with another component in a local system, distributed system, and / or across a network such as the Internet with other systems using the signal), software, and / or other means in accordance with the teachings herein.

[0303] Those skilled in the art can clearly understand that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software mode depends on the specific application and design constraints of the technical solutions. The skilled person can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0304] Those skilled in the art can clearly understand that, for the convenience and brevity of the description, the specific working processes of the above-described devices and units can refer to the corresponding processes in the foregoing method embodiments, which will not be described here.

[0305] In several embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented by other manners. For example, the apparatus embodiments described above are merely illustrative, for example, the division of the units is merely a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or components shown or discussed can be indirect coupling or communication connection through some interfaces, apparatuses or units, and can be electrical, mechanical or other forms.

[0306] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e., can be located in one place or can be distributed to a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0307] In addition, the functional units in each embodiment of the present application can be integrated into a control unit, or each unit can be physically present alone, or two or more units can be integrated into one unit.

[0308] The functions, if realized in the form of software functional units and sold or used as independent products, can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts of the prior art or the parts of the technical solutions can be embodied in the form of software products, and the computer software product stored in a storage medium includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various storage medium that can store program codes.

[0309] The above is merely a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling the viewing angle of an in-vehicle camera, characterized in that, include: The vehicle's real-time status parameters are obtained, which are used to indicate the vehicle's real-time driving status. The real-time status parameters include the angle between the vehicle and the horizontal plane. The viewing angle of the vehicle's camera is controlled based on the real-time status parameters. The step of controlling the viewing angle of the vehicle's camera based on the real-time status parameters includes: The viewing angle of the vehicle's camera is controlled based on the real-time status parameters and the preset status parameter range. The status parameter range includes: the angle range between the vehicle and the horizontal plane, the minimum value, and the maximum value. The minimum value corresponds to the first viewing angle of the camera, and the maximum value corresponds to the second viewing angle of the camera. The step of controlling the viewing angle of the vehicle's camera based on the real-time status parameters and a preset status parameter range includes: If the value of the real-time status parameter is less than or equal to the minimum value, then the viewing angle of the vehicle's camera is controlled to be the first viewing angle; and, If the value of the real-time status parameter is greater than or equal to the maximum value, then the viewing angle of the vehicle's camera is controlled to be the second viewing angle; and, If the value of the real-time status parameter is greater than the minimum value and less than the maximum value, then the viewpoint of the vehicle's camera is controlled to be a third viewpoint, wherein the third viewpoint is obtained by subtracting the first viewpoint and the second viewpoint based on the value of the real-time status parameter, the minimum value, and the maximum value.

2. The method according to claim 1, characterized in that, The method further includes: Receive configuration information for the state parameter range; Configure the state parameter range according to the configuration information of the state parameter range.

3. The method according to any one of claims 1 or 2, characterized in that, The state parameter range also includes at least one of the following ranges: the vehicle's speed range or the vehicle's steering wheel angle range.

4. The method according to claim 1 or 2, characterized in that, The real-time status parameters include the vehicle's speed. The step of controlling the viewing angle of the vehicle's camera based on the real-time status parameters includes: When the vehicle speed is the first speed, the camera controlling the vehicle has a fourth perspective. When the vehicle's speed is the second speed, the camera controlling the vehicle will switch to a fifth-person perspective. Wherein, the first vehicle speed is lower than the second vehicle speed, and the fourth perspective is less than or equal to the fifth perspective.

5. The method according to claim 1 or 2, characterized in that, The step of controlling the viewing angle of the vehicle's camera based on the real-time status parameters includes: When the included angle is the first included angle, the camera controlling the vehicle has a sixth perspective. When the included angle is the second included angle, the camera controlling the vehicle uses a seventh perspective. Wherein, the first included angle is smaller than the second included angle, and the sixth viewpoint is higher than or equal to the seventh viewpoint.

6. The method according to any one of claims 1 or 2, characterized in that, The real-time status parameters include the steering wheel angle of the vehicle. The step of controlling the viewing angle of the vehicle's camera based on the real-time status parameters includes: If the turning angle is counterclockwise, the camera's viewing angle is controlled to deflect to the left by an angle corresponding to the turning angle; If the turning angle is clockwise, the camera's viewing angle is controlled to deflect to the right by an angle corresponding to the turning angle. Specifically, the larger the absolute value of the turning angle, the larger the deflection angle.

7. A device for controlling the viewing angle of a vehicle-mounted camera, characterized in that, include: The acquisition unit is used to acquire real-time status parameters of the vehicle, the real-time status parameters being used to indicate the driving status of the vehicle, and the real-time status parameters including the angle between the vehicle and the horizontal plane. The control unit is used to control the viewing angle of the vehicle's camera based on the real-time status parameters. The control unit is specifically used for: The viewing angle of the vehicle's camera is controlled based on the real-time status parameters and the preset status parameter range. The status parameter range includes: the angle range between the vehicle and the horizontal plane, the minimum value, and the maximum value. The minimum value corresponds to the first viewing angle of the camera, and the maximum value corresponds to the second viewing angle of the camera. The control unit is specifically used for: If the value of the real-time status parameter is less than or equal to the minimum value, then the viewing angle of the vehicle's camera is controlled to be the first viewing angle; and, If the value of the real-time status parameter is greater than or equal to the maximum value, then the viewing angle of the vehicle's camera is controlled to be the second viewing angle; as well as, If the value of the real-time status parameter is greater than the minimum value and less than the maximum value, then the viewpoint of the vehicle's camera is controlled to be a third viewpoint, wherein the third viewpoint is obtained by subtracting the first viewpoint and the second viewpoint based on the value of the real-time status parameter, the minimum value, and the maximum value.

8. The apparatus according to claim 7, characterized in that, It also includes a receiving unit and a configuration unit. The receiving unit is used to receive the configuration information of the state parameter range; The configuration unit is used to configure the state parameter range according to the configuration information of the state parameter range.

9. The apparatus according to claim 7 or 8, characterized in that, The state parameter range also includes at least one of the following ranges: the vehicle's speed range or the vehicle's steering wheel angle range.

10. The apparatus according to claim 7 or 8, characterized in that, The real-time status parameters include the vehicle's speed. Specifically, the control unit is used for: When the vehicle speed is the first speed, the camera controlling the vehicle has a fourth perspective. When the vehicle's speed is the second speed, the camera controlling the vehicle will switch to a fifth-person perspective. Wherein, the first vehicle speed is lower than the second vehicle speed, and the fourth perspective is less than or equal to the fifth perspective.

11. The apparatus according to any one of claims 7 or 8, characterized in that, The control unit is specifically used for: When the included angle is the first included angle, the camera controlling the vehicle has a sixth perspective. When the included angle is the second included angle, the camera controlling the vehicle uses a seventh perspective. Wherein, the first included angle is smaller than the second included angle, and the sixth viewpoint is higher than or equal to the seventh viewpoint.

12. The apparatus according to any one of claims 7 or 8, characterized in that, The real-time status parameters include the steering wheel angle of the vehicle. Specifically, the control unit is used for: If the turning angle is counterclockwise, the camera's viewing angle is controlled to deflect to the left by an angle corresponding to the turning angle; If the turning angle is clockwise, the camera's viewing angle is controlled to deflect to the right by an angle corresponding to the turning angle. Specifically, the larger the absolute value of the turning angle, the larger the deflection angle.

13. A device for controlling the viewing angle of a vehicle-mounted camera, characterized in that, include: At least one processor and a memory, the at least one processor being coupled to the memory for reading and executing instructions in the memory to perform the method as claimed in any one of claims 1 to 6.

14. A computer-readable medium, characterized in that, The computer-readable medium stores program code that, when executed on a computer, causes the computer to perform the method as described in any one of claims 1 to 6.

15. A chip, characterized in that, include: At least one processor and a memory, the at least one processor being coupled to the memory for reading and executing instructions in the memory to perform the method as claimed in any one of claims 1 to 6.

16. An autonomous vehicle, characterized in that, include: At least one processor and a memory, the at least one processor being coupled to the memory for reading and executing instructions in the memory to perform the method as claimed in any one of claims 1 to 6.

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