An unmanned vehicle chassis brake control method, device, equipment and storage medium

Abstract

The application discloses an unmanned vehicle chassis braking control method, device, equipment and storage medium. The unmanned vehicle chassis comprises a chassis system and a radar system, the chassis system is connected with the radar system, the radar system comprises at least two first radars, wherein the at least two first radars are arranged at the front end of the chassis, the detection area of the first radar covers the width of the vehicle body of the unmanned vehicle, the method comprises the following steps: acquiring the vehicle driving direction of the current vehicle and the obstacle distance information collected by the first radar; judging whether the obstacle is in a first preset safety area or not, wherein the first preset safety area is determined according to the vehicle body parameter of the current vehicle and / or the driving parameter of the current vehicle; if the obstacle is in the first preset safety area in the vehicle driving direction, the current vehicle is controlled to stop by braking, and the technical scheme of the application can solve one or more technical problems in the prior art and improve the safety of the unmanned vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device, equipment and storage medium for braking control of an unmanned vehicle chassis. Background Technology

[0002] An autonomous vehicle is a type of intelligent vehicle, also known as a wheeled mobile robot.

[0003] Autonomous vehicles include a chassis system. In existing solutions, the chassis system enhances safety by adding physical edge devices as passive safety mechanisms. The implementation process of the physical edge device is as follows: when the autonomous vehicle collides with an obstacle, the physical edge hits the obstacle, triggering a signal from the physical edge device to prevent the autonomous vehicle from moving further in the direction of the collision and damaging the autonomous vehicle.

[0004] The above-mentioned solution of improving the safety of autonomous vehicles by adding physical contact devices as a passive safety mechanism has the following problems:

[0005] (1) The physical contact device can only work after the collision occurs, and cannot be triggered in advance to avoid loss.

[0006] (2) The physical contact area is limited. When an obstacle that is higher or lower than the physical contact device collides with the vehicle body, the physical contact device cannot be triggered. In this case, the physical contact device is useless.

[0007] (3) If the physical contact device fails to be triggered after the collision, the unmanned vehicle is likely to continue moving toward the side with the obstacle, which may exacerbate the crushing of the vehicle body or cause secondary damage. Summary of the Invention

[0008] This invention provides a method, apparatus, device, and storage medium for braking an unmanned vehicle chassis, in order to solve one or more technical problems in the prior art and improve the safety of unmanned vehicles.

[0009] According to one aspect of the present invention, a method for controlling the braking of an unmanned vehicle chassis is provided. The unmanned vehicle chassis includes a chassis system and a radar system, the chassis system being connected to the radar system, and the radar system including at least two first radars, wherein the at least two first radars are disposed at the front end of the chassis, and the detection area of ​​the first radars covers the width of the unmanned vehicle body. The method for controlling the braking of the unmanned vehicle chassis includes:

[0010] Obtain the current vehicle's driving direction and obstacle distance information collected by the first radar;

[0011] Determine whether the obstacle is within a first preset safety zone, wherein the first preset safety zone is determined based on the current vehicle body parameters and / or the current vehicle driving parameters;

[0012] If the obstacle is within the first preset safe zone in the direction of vehicle travel, the vehicle will be brought to a stop.

[0013] According to another aspect of the present invention, an unmanned vehicle chassis braking control device is provided. The unmanned vehicle chassis includes: a chassis system and a radar system, the chassis system being connected to the radar system, the radar system including: at least two first radars, wherein the at least two first radars are disposed at the front end of the chassis, and the detection area of ​​the first radars covers the width of the unmanned vehicle body. The unmanned vehicle chassis braking control device includes:

[0014] The acquisition module is used to acquire the current vehicle's driving direction and obstacle distance information collected by the first radar;

[0015] The judgment module is used to determine whether the obstacle is within a first preset safety area, wherein the first preset safety area is determined based on the current vehicle body parameters and / or the current vehicle driving parameters.

[0016] The control module is used to control the current vehicle to stop if the obstacle is within the first preset safe area in the direction of vehicle travel.

[0017] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0018] At least one processor; and

[0019] A memory communicatively connected to the at least one processor; wherein,

[0020] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the unmanned vehicle chassis braking control method according to any embodiment of the present invention.

[0021] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the unmanned vehicle chassis braking control method according to any embodiment of the present invention.

[0022] This invention, through obtaining the current vehicle's driving direction and obstacle distance information collected by a first radar, determines whether the obstacle is within a first preset safety zone. The first preset safety zone is determined based on the vehicle's body parameters and / or driving parameters. If the obstacle is within the first preset safety zone in the vehicle's driving direction, the vehicle is controlled to brake to a stop. This addresses the problem that physical contact devices only activate after a collision, preventing pre-collision damage prevention. It also solves the problem that due to the limited contact area of ​​physical contact devices, they cannot be triggered when obstacles higher or lower than the device collide with the vehicle, potentially causing the vehicle to continue moving towards the obstacle, exacerbating post-collision vehicle compression or causing secondary damage. This improves the safety of autonomous vehicles.

[0023] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a flowchart of an unmanned vehicle chassis braking control method according to an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of a vehicle model determining whether an obstacle is within a first preset safe zone using a single-direction dual-radar system in an embodiment of the present invention.

[0027] Figure 3 This is a schematic diagram of a vehicle model using a one-way four-radar system to determine whether an obstacle is within a first preset safe zone (two adjacent radars collect distance information of the obstacle);

[0028] Figure 4A This is a schematic diagram of a vehicle model using a unidirectional four-radar system to determine whether an obstacle is within a first preset safe zone, according to an embodiment of the present invention (only one outer radar collects obstacle distance information);

[0029] Figure 4B This is a schematic diagram of another vehicle model using a single-direction four-radar system in an embodiment of the present invention to determine whether an obstacle is within the first preset safe zone (only one outer radar collects obstacle distance information);

[0030] Figure 5 This is a schematic diagram of a vehicle model using a unidirectional four-radar system to determine whether an obstacle is within a first preset safe zone, according to an embodiment of the present invention (only one inner radar collects obstacle distance information);

[0031] Figure 6 This is a schematic diagram of a vehicle in an embodiment of the present invention, in which two first radars are provided at the front end of the chassis and two second radars are provided at the rear end of the chassis.

[0032] Figure 7 This is a schematic diagram of a vehicle in an embodiment of the present invention, in which four first radars are provided at the front end of the chassis and four second radars are provided at the rear end of the chassis.

[0033] Figure 8 This is a schematic diagram of the first and second preset safety areas of a vehicle with two first radars set at the front end of the chassis and two second radars set at the rear end of the chassis, as described in this embodiment of the invention.

[0034] Figure 9 This is a schematic diagram of the first and second preset safety areas of a vehicle with four first radars at the front end of the chassis and four second radars at the rear end of the chassis, as described in this embodiment of the invention.

[0035] Figure 10 This is a schematic diagram of an unmanned vehicle according to an embodiment of the present invention;

[0036] Figure 11 This is a schematic diagram of another unmanned vehicle in an embodiment of the present invention;

[0037] Figure 12 This is a schematic diagram of the structure of an unmanned vehicle chassis braking control device in an embodiment of the present invention;

[0038] Figure 13 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0040] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0041] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0042] Example 1

[0043] Figure 1 This is a flowchart illustrating an unmanned vehicle chassis braking control method provided in an embodiment of the present invention. This embodiment is applicable to the braking control of unmanned vehicle chassis. The method can be executed by the unmanned vehicle chassis braking control device in this embodiment, which can be implemented in software and / or hardware, such as... Figure 1 As shown, the method specifically includes the following steps:

[0044] S110: Obtain the current vehicle's driving direction and obstacle distance information collected by the first radar.

[0045] It should be noted that the unmanned vehicle chassis includes a chassis system and a radar system. The chassis system is connected to the radar system. The radar system includes at least two first radars, wherein the at least two first radars are located at the front end of the chassis, and the detection area of ​​the first radars covers the width of the unmanned vehicle.

[0046] The vehicle's driving direction is the driving direction corresponding to the driving command received by the chassis system.

[0047] Wherein, the obstacle distance information collected by the first radar is the distance between the obstacle and the first radar. For example, if the first radar A collects the obstacle distance information of obstacle X, then the obstacle distance information is the distance between the first radar A and obstacle X.

[0048] Specifically, when the chassis system receives a forward driving command, it determines that the vehicle's driving direction is forward. It collects obstacle distance information using a first radar located at the front of the chassis, and then retrieves this obstacle distance information.

[0049] S120, determine whether the obstacle is within a first preset safe area, wherein the first preset safe area is determined based on the current vehicle body parameters and / or the current vehicle driving parameters.

[0050] The first preset safety zone is the safety zone corresponding to forward travel.

[0051] The vehicle body parameters include: vehicle width, or vehicle length and vehicle width. The current vehicle driving parameters include: vehicle speed and vehicle turning angle.

[0052] Specifically, the first preset safety zone can be determined based on the current vehicle body parameters and / or the current vehicle driving parameters in the following ways: determining the lateral length of the first preset safety zone based on the vehicle width and a first preset distance; determining the longitudinal length of the first preset safety zone based on the vehicle length, a second preset distance, or vehicle driving parameters; or determining the first preset safety zone based on both the longitudinal length and the lateral length of the first preset safety zone.

[0053] Specifically, the method for determining whether an obstacle is within the first preset safety zone can be as follows: If the obstacle's position coordinates can be determined based on the obstacle distance information collected by the first radar, then the obstacle's position coordinates, the lateral length of the first preset safety zone, and the longitudinal length of the first preset safety zone are used to determine whether the obstacle is within the first preset safety zone. If the obstacle's position coordinates cannot be determined based on the obstacle distance information collected by the first radar, then the obstacle's position coordinates can be determined based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that collected the obstacle distance information, or the detection area of ​​the first radar that collected the obstacle distance information. If the obstacle's position coordinates cannot be determined based on the obstacle distance information collected by the first radar, the obstacle's position coordinates can also be determined based on the obstacle distance information collected by the first radar and the longitudinal length of the first preset safety zone.

[0054] S130: If the obstacle is within the first preset safe area in the direction of vehicle travel, control the current vehicle to stop.

[0055] Specifically, the chassis system is connected to the drive system and the braking system respectively. If the obstacle is within the first preset safe area in the direction of vehicle travel, a stop drive command is sent to the drive system and an emergency braking command is sent to the braking system so that the drive system and the braking system can control the current vehicle to stop.

[0056] It should be noted that if the obstacle is within the first preset safe zone in the direction of vehicle travel, it means that if the vehicle continues to travel in the same direction, there is a possibility that it will collide with the obstacle.

[0057] In a specific example, if the current vehicle receives a forward driving command, it obtains the obstacle distance information collected by the first radar, determines whether the obstacle is within the first preset safe area, and if the obstacle is within the first preset safe area in the direction of vehicle travel, it controls the current vehicle to brake to a stop.

[0058] Furthermore, if the chassis system receives a reversing command and determines that the vehicle is traveling in reverse, it needs to use the obstacle distance information collected by the second radar located at the rear of the chassis. If the obstacle is within the second preset safe area in the vehicle's direction of travel, the system will control the vehicle to brake to a stop.

[0059] Optionally, the vehicle parameters include: body parameters and / or vehicle driving parameters, wherein the body parameters include: body width, or body length and body width;

[0060] The first preset safety zone is determined based on the current vehicle body parameters and / or the current vehicle driving parameters, including:

[0061] The lateral length of the first preset safety zone is determined based on the vehicle width and the first preset distance.

[0062] The longitudinal length of the first preset safety zone is determined based on the vehicle body length and the second preset distance, or the vehicle driving parameters and the second preset distance.

[0063] The first preset safety area is determined based on the longitudinal length and the transverse length of the first preset safety area.

[0064] The first preset distance is determined based on the first radar beam angle and the lateral distance from the vehicle body. For example, it could be 30-40cm. The second preset distance is determined based on the range of the first radar blind zone.

[0065] It should be noted that the first preset safety zone needs to cover the entire width W of the vehicle body horizontally (i.e., W1>W. Considering the radar beam angle and that objects laterally away from the vehicle body do not need to trigger this function, W1 can generally be taken as the range of (W+30~40cm). The first preset safety zone needs to cover a certain distance in front of the vehicle vertically (within about 30cm of the longitudinal distance of the vehicle body, i.e., L1<=30cm. The value of L1 needs to be greater than the range of the radar blind zone, but too long may cause unnecessary false triggering).

[0066] Furthermore, the first preset safety zone is related to the vehicle's speed. Laterally, the first preset safety zone needs to cover the cross-section that the vehicle will sweep across (i.e., W1 > W, where W1 is generally around (W + 30~60cm)). Longitudinally, the first preset safety zone determines the required safety distance at different speeds and turning angles based on theoretical calculations or actual vehicle calibration (the longitudinal range L1 of the first preset safety zone, i.e., the distance required for reliable braking, is related to the response characteristics of the vehicle's actuators; for example, if the braking distance at 7kph is 60cm, then the corresponding safety distance at 7kph L1 = 60cm + margin. Additionally, the minimum value of L1 needs to be greater than the radar blind zone range).

[0067] Optionally, if the obstacle is within a first preset safe area in the vehicle's direction of travel, the vehicle is controlled to come to a stop, including:

[0068] If the number of first radars is greater than the set threshold, and the obstacle is determined to be within the first preset safety zone based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, the position coordinates of the first radar that collected the obstacle distance information, or the detection area of ​​the first radar that collected the obstacle distance information, then the current vehicle is controlled to brake to a stop.

[0069] If the number of first radars is equal to a set threshold, and the obstacle distance information collected by any first radar is less than or equal to the longitudinal length of the first preset safety zone, then it is determined that the obstacle is within the first preset safety zone in the vehicle's driving direction, and the current vehicle is controlled to brake to a stop.

[0070] The set threshold can be 2 or other set values ​​greater than 2, and this embodiment of the invention does not impose any restrictions on it.

[0071] The first number of radars refers to the total number of radars located at the front end of the chassis. The inner radars are those located in the middle section, and the outer radars are those located along the edges.

[0072] Specifically, if the number of first radars is greater than a set threshold, and the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle distance information collected by the first radars, the lateral length of the first preset safe area, the longitudinal length of the first preset safe area, and the position coordinates of the first radars that collected the obstacle distance information, then the vehicle can be controlled to stop by: if the number of first radars is greater than a set threshold, and the obstacle's position coordinates can be determined based on the obstacle distance information collected by the first radars and the position coordinates of the first radars that collected the obstacle distance information, then the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle's position coordinates, the lateral length of the first preset safe area, and the longitudinal length of the first preset safe area, then the vehicle can be controlled to stop. If the number of first radars is greater than a set threshold, and the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safe area, the longitudinal length of the first preset safe area, and the position coordinates of the first radar that collected the obstacle distance information, then the method of controlling the current vehicle to stop can also be as follows: If the number of first radars that collected the obstacle distance information is determined to be one based on the position coordinates of the first radar that collected the obstacle distance information, and the first radar is an outer radar, then the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safe area, the longitudinal length of the first preset safe area, and the position coordinates of the outer radar, then the current vehicle is controlled to stop.

[0073] If the number of first radars is greater than a set threshold, and the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safe area, the longitudinal length of the first preset safe area, the position coordinates of the first radar that collected the obstacle distance information, and the detection area of ​​the first radar that collected the obstacle distance information, then the method of controlling the current vehicle to stop can also be as follows: If the number of first radars that collected the obstacle distance information is determined to be one based on the position coordinates of the first radar that collected the obstacle distance information, and the first radar is an inner radar, then the obstacle is determined to be within the first preset safe area in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the longitudinal length of the first preset safe area, the intersection coordinates of the detection area of ​​the first radar that collected the obstacle distance information and the first preset safe area, and the position coordinates of the first radar that collected the obstacle distance information, then the current vehicle is controlled to stop.

[0074] Specifically, if the number of first radars is equal to a set threshold, and the obstacle distance information collected by any of the first radars is less than or equal to the longitudinal length of the first preset safety zone, then it is determined that the obstacle is within the first preset safety zone in the direction of vehicle travel, and the current vehicle is controlled to brake to a stop.

[0075] In a specific example, for a vehicle with a unidirectional two-radar deployment scheme, within the first preset safety area, the overlap of the field of view of the two first radars is very small, making it impossible to fully utilize multi-probe fusion to estimate the distance to obstacles. In this situation, such as... Figure 2 As shown, if the obstacle distance information (r1 or r2) fed back by any first radar is less than L1, it is determined that the obstacle is within the safe boundary range.

[0076] Optionally, determining that the obstacle is within the first preset safety area in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety area, the longitudinal length of the first preset safety area, and the position coordinates of the first radar that collected the obstacle distance information includes:

[0077] If, based on the position coordinates of the first radar that collected obstacle distance information, it is determined that at least two first radars that collected obstacle distance information are adjacent radars on the same side, then the obstacle coordinates are determined based on the position coordinates of the first radar that collected obstacle distance information and the obstacle distance information collected by at least two adjacent radars.

[0078] Based on the obstacle coordinates, the lateral length of the first preset safety zone, and the longitudinal length of the first preset safety zone, it is determined that the obstacle is located within the first preset safety zone in the direction of vehicle travel.

[0079] Specifically, if at least two first radars that have collected obstacle distance information are determined to be adjacent radars on the same side based on their position coordinates, the method for determining the obstacle coordinates based on the position coordinates of the first radars that have collected obstacle distance information and the obstacle distance information collected by at least two adjacent radars can be as follows: If there are two first radars that have collected obstacle distance information, the obstacle coordinates are determined based on the obstacle distance information collected by the two adjacent radars and the position coordinates of the first radars that collected obstacle distance information. If there are more than two first radars that have collected obstacle distance information, the obstacle coordinates are determined based on the obstacle distance information collected by any two adjacent radars and the position coordinates of the first radars that collected obstacle distance information, or at least two initial obstacle coordinates are determined based on the obstacle distance information collected by each pair of adjacent first radars and the position coordinates of the first radars that collected obstacle distance information, and then the final obstacle coordinates are determined based on the at least two initial obstacle coordinates.

[0080] Optionally, obstacle coordinates include: the obstacle's x-coordinate and the obstacle's y-coordinate;

[0081] Determining that the obstacle is within the first preset safety zone in the vehicle's direction of travel based on the obstacle's coordinates, the lateral length of the first preset safety zone, and the longitudinal length of the first preset safety zone includes:

[0082] The first range interval is determined based on the horizontal length of the first preset safety zone;

[0083] If the horizontal coordinate of the obstacle is within the first range and the vertical coordinate of the obstacle is less than or equal to the longitudinal length of the first preset safe area, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

[0084] Wherein, the absolute value of the left boundary of the first range interval can be equal to half the horizontal length of the first preset safety area, the left boundary of the first range interval is negative, and the right boundary of the first range interval can be equal to half the horizontal length of the first preset safety area.

[0085] In a specific example, for a vehicle with a unidirectional multi-radar layout (the number of first radars at the front of the chassis is greater than 2), the coordinates of obstacles can generally be estimated using the distance information fed back by the multiple radars. For example... Figure 3 As shown, taking the frontal direction of the vehicle under a four-radar configuration as an example, the details are as follows:

[0086] Establish a coordinate system, viewing the vehicle from above, with the projection of the radar mounting surface at the front of the chassis as the X-axis, negative on the left and positive on the right; the centerline of the vehicle body as the Y-axis, positive forward. The center of the vehicle's front is the origin of the coordinate system. In this coordinate system, the mounting positions of the four radar sensors determine their corresponding coordinate positions. The sensors and their corresponding coordinates, from left to right, are denoted as U1(x1,0), U2(x2,0), U3(x3,0), and U4(x4,0). For obstacle information fed back by two adjacent radars, such as... Figure 3 As shown, obstacle A, and the feedback distances of probes U3 and U4 are r3 and r4 respectively, which are calculated using the formula... We can estimate the x and y coordinates of A, A(xa, ya); if xa is in If the interval is within L1 and ya <= L1, then obstacle A is determined to be within the first preset safe area.

[0087] Optionally, determining that the obstacle is within the safe zone in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safe zone, the longitudinal length of the first preset safe zone, and the position coordinates of the first radar that collected the obstacle distance information includes:

[0088] If the number of first radars that have collected obstacle distance information is determined to be one based on the position coordinates of the first radar that has collected obstacle distance information, and the first radar is an outer radar, then the first value is determined based on the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that has collected obstacle distance information.

[0089] If the obstacle distance information collected by the first radar is less than or equal to the first value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

[0090] It should be noted that if the lateral length of the first preset safety zone is determined based on the vehicle width and the first preset distance; the longitudinal length of the first preset safety zone is determined based on the vehicle length and the second preset distance; and the first preset safety zone is determined based on both the longitudinal and lateral lengths, then the first value satisfies the following condition:

[0091]

[0092]

[0093]

[0094] Wherein, R1 is the first value, W1 is the horizontal length of the first preset safety zone, L1 is the vertical length of the first preset safety zone, x1 is the horizontal coordinate of the outer radar that has collected obstacle distance information, and the vertical coordinate of the outer radar is 0.

[0095] In a specific example, for a vehicle with a unidirectional multi-radar layout (the number of first radars at the front of the chassis is greater than 2). For example... Figure 4A As shown, taking the frontal direction of the vehicle under a four-radar configuration as an example, the details are as follows:

[0096] If only the first radar at the edge collects distance information to the obstacle, it is impossible to accurately estimate the obstacle's position coordinates. Therefore, a value R1 can be set by combining the vehicle width W, the lateral length W1 of the first preset safety zone, and the longitudinal length L1 of the first preset safety zone, so that R1 simultaneously satisfies the following conditions:

[0097]

[0098]

[0099]

[0100] Wherein, R1 is the first value, W1 is the horizontal length of the first preset safety zone, L1 is the vertical length of the first preset safety zone, x1 is the horizontal coordinate of the outer radar that has collected obstacle distance information, and the vertical coordinate of the outer radar is 0.

[0101] If only the U1 radar can detect obstacles, and the obstacle distance r1 reported by the U1 radar is less than or equal to R1, then the obstacle is considered to be within the safety boundary. By fine-tuning the value of R1 within the range of the above formula, the possibility of false triggering can be reduced while ensuring safety.

[0102] Optionally, determining that the obstacle is within the safe zone in the vehicle's direction of travel based on the obstacle distance information collected by the first radar, the lateral length of the first preset safe zone, the longitudinal length of the first preset safe zone, and the position coordinates of the first radar that collected the obstacle distance information includes:

[0103] If the number of first radars collecting obstacle distance information is determined to be one based on the position coordinates of the first radar that collected obstacle distance information, and the first radar is the outer radar, and the lateral length of the first preset safety zone is determined based on the vehicle width and the first preset distance; the longitudinal length of the first preset safety zone is determined based on the vehicle driving parameters and the second preset distance; and the first preset safety zone is determined based on the longitudinal length and the lateral length of the first preset safety zone, then the first value is determined based on the longitudinal length of the first preset safety zone, the detection area of ​​the first radar that collected obstacle distance information, the detection area of ​​the adjacent radar of the first radar that collected obstacle distance information, and the position coordinates of the first radar that collected obstacle distance information.

[0104] If the obstacle distance information collected by the first radar is less than or equal to the first value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

[0105] It should be noted that, as Figure 4B As shown, if the lateral length of the first preset safety zone is determined based on the vehicle width and a first preset distance; the longitudinal length of the first preset safety zone is determined based on vehicle driving parameters and a second preset distance; and the first preset safety zone is determined based on both its longitudinal and lateral lengths, then the first value satisfies the following condition:

[0106]

[0107]

[0108]

[0109] R1≈L1, L1<=L2;

[0110] In this context, point P is the intersection of the detectable area of ​​the U2 probe adjacent to U1 and the safety boundary, and the distance from point P to the radar mounting surface is L2. When only radar U1 can detect obstacles, if the obstacle distance r1 reported by radar U1 is less than or equal to R1, then the obstacle is considered to be within the safety boundary. By fine-tuning the value of R1 within the range of the above formula, the possibility of false triggering can be reduced while ensuring safety. A similar approach can be used to set the R value when only the central radar is visible.

[0111] Optionally, based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the detection area of ​​the first radar that collected the obstacle distance information, it is determined that the obstacle is within the first preset safety zone in the vehicle's direction of travel, including:

[0112] If the number of first radars that have collected obstacle distance information is determined to be one based on the position coordinates of the first radar that has collected obstacle distance information, and the first radar is an inner radar, then the second value is determined based on the longitudinal length of the first preset safety zone, the coordinates of the intersection point between the detection area of ​​the first radar that has collected obstacle distance information and the first preset safety zone, and the position coordinates of the first radar that has collected obstacle distance information.

[0113] If the obstacle distance information collected by the first radar is less than or equal to the second value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

[0114] Optionally, the second value is determined based on the longitudinal length of the first preset safety zone, the coordinates of the intersection point between the detection area of ​​the first radar that acquired obstacle distance information and the first preset safety zone, and the position coordinates of the first radar that acquired obstacle distance information, including:

[0115] The coordinates of the two intersection points of the detection area of ​​the first radar that has collected obstacle distance information and the first preset safety area are obtained;

[0116] The distance between the first radar that collected the obstacle distance information and the two intersection points is determined based on the position coordinates of the two intersection points and the position coordinates of the first radar that collected the obstacle distance information.

[0117] The second value is determined based on the longitudinal length of the first preset safety zone and the distance between the first radar that collected obstacle distance information and the two intersection points.

[0118] In a specific example, for a vehicle with a unidirectional multi-radar layout (the number of first radars at the front of the chassis is greater than 2), the coordinates of obstacles can generally be estimated using the distance information fed back by the multiple radars, such as... Figure 5 As shown, taking the frontal direction of the vehicle under a four-radar configuration as an example, the details are as follows:

[0119] Obstacles are only visible to the center radar. In this case, the position coordinates of the obstacles cannot be accurately estimated. A value R2 is set such that R2 satisfies:

[0120] R2 = Max(L1,avg(R2m,R2n));

[0121] Where N and M are the intersection points (if any) of the detection area of ​​the U2-only radar probe and the leading edge of the virtual safety boundary. Connecting U2 with N and M yields the values ​​of R2n and R2m, where R2m is the distance between U2 and point M, and R2n is the distance between U2 and point N. These relationships need to be obtained based on actual measurements of the detection area of ​​a single radar probe. When only the U2 radar can detect obstacles, if the obstacle distance r2 reported by the U2 radar is less than or equal to R2, then the obstacle is considered to be within the safety boundary. By adjusting the value of R2, the possibility of false triggering can be reduced while ensuring safety.

[0122] Optionally, the radar system further includes at least two second radars, wherein the at least two second radars are located at the rear end of the chassis, and the detection area of ​​the second radars covers the width of the unmanned vehicle.

[0123] In a specific example, such as Figure 6 As shown, two first radars can be installed at the front of the chassis, and two second radars can be installed at the rear of the chassis, as shown. Figure 7 As shown, four first radars can also be installed at the front of the chassis and four second radars can be installed at the rear of the chassis.

[0124] It should be noted that the number and arrangement of radar probes are determined based on the vehicle body size and the radar probe's field of view. There can be two or more probes in one direction. The goal is to ensure that the radar's field of view in the front and rear directions can cover the width of the vehicle body in the lateral arrangement of the radar.

[0125] Specifically, for a unidirectional two-radar layout, it is necessary to ensure that the radar's field of view can cover the width of the vehicle; for a unidirectional multi-radar layout, the inner radar (i.e., the radar closest to the center of the vehicle, such as...) should be positioned so that... Figure 7 As shown, the field of view of probes 2 and 3 in the four-radar scheme needs to be able to cover the width of the vehicle body so that the signals of multiple radars can be combined within the width of the vehicle body to estimate the position coordinates of obstacles, making the estimated position coordinates of obstacles more reliable.

[0126] Optional, also includes:

[0127] If the obstacle is within the second preset safe zone in the direction of travel, the vehicle is controlled to stop. The second preset safe zone is determined based on the vehicle's body parameters and / or its driving parameters.

[0128] The second preset safety zone is the safety zone corresponding to reversing.

[0129] It should be noted that if the current vehicle receives a reversing command, it will collect obstacle position information through a second radar set at the rear of the chassis. If the obstacle is within the second preset safe area in the direction of travel, it will control the current vehicle to brake to a stop.

[0130] Optionally, the vehicle parameters include: body parameters and / or vehicle driving parameters, wherein the body parameters include: body width, or body length and body width;

[0131] Determining a second preset safety zone based on the current vehicle's body parameters and / or current vehicle's driving parameters includes:

[0132] The lateral length of the second preset safety zone is determined based on the vehicle width and the third preset distance.

[0133] The longitudinal length of the second preset safety zone is determined based on the vehicle length and the fourth preset distance, or the vehicle driving parameters and the fourth preset distance.

[0134] The second preset safety zone is determined based on the longitudinal length and the transverse length of the second preset safety zone.

[0135] The third preset distance is determined based on the second radar beam angle and the lateral distance from the vehicle body. For example, it could be 30-40cm. The fourth preset distance is determined based on the range of the second radar blind zone.

[0136] It should be noted that the first preset safety zone is the safety zone at the front of the chassis, and the second preset safety zone is the safety zone at the rear of the chassis.

[0137] The second preset safety zone needs to cover the entire width W of the vehicle body horizontally (i.e., W3>W; considering the radar beam angle and that objects laterally away from the vehicle body do not need to trigger this function, W3 can generally be taken as the range of (W+30~40cm)). The second preset safety zone needs to cover a certain distance behind the vehicle vertically (within about 30cm of the vehicle body's longitudinal distance, i.e., L3<=30cm; the L3 value needs to be greater than the radar blind zone range, but too long may cause unnecessary false triggering).

[0138] Furthermore, the second preset safety zone is related to the vehicle's speed. Laterally, the second preset safety zone needs to cover the cross-section that the vehicle will sweep across (i.e., W3 > W, where W3 is generally around (W + 30~60cm)). Longitudinally, the second preset safety zone determines the required safety distance at different speeds and turning angles based on theoretical calculations or actual vehicle calibration (the longitudinal range L3 of the second preset safety zone, i.e., the distance required for reliable braking, is related to the response characteristics of the vehicle's actuators; for example, if the braking distance at 7kph is 60cm, then the corresponding safety distance at 7kph L3 = 60cm + margin. Additionally, the minimum value of L3 needs to be greater than the radar blind zone range).

[0139] In a specific example, such as Figure 8 As shown, the vehicle has two preset safety zones and two preset safety zones, with two first radars installed at the front of the chassis and two second radars installed at the rear of the chassis. Figure 9 As shown, the vehicle has a first preset safety zone and a second preset safety zone with four first radars at the front end of the chassis and four second radars at the rear end of the chassis.

[0140] Optionally, if the obstacle is within a second preset safe zone in the vehicle's direction of travel, the vehicle is controlled to come to a stop, including:

[0141] If the number of second radars is greater than the set threshold, and the obstacle is determined to be within the second preset safety zone based on the obstacle distance information collected by the second radars, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the second radars that collected the obstacle distance information, or the position coordinates of the second radars that collected the obstacle distance information and the detection area of ​​the second radars that collected the obstacle distance information, then the current vehicle is controlled to brake to a stop.

[0142] If the number of second radars is equal to the set threshold, and the obstacle distance information collected by any two second radars is less than or equal to the longitudinal length of the second preset safety zone, then it is determined that the obstacle is within the second preset safety zone in the direction of vehicle travel, and the current vehicle is controlled to brake to a stop.

[0143] The set threshold can be 2 or other set values ​​greater than 2, and this embodiment of the invention does not impose any restrictions on it.

[0144] The second radar quantity refers to the total number of radars installed at the rear of the chassis.

[0145] Specifically, if the number of second radars is greater than a set threshold, and the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radars, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the second radars that collected the obstacle distance information, then the vehicle can be controlled to stop by braking as follows: If the number of second radars is greater than a set threshold, and the obstacle's position coordinates can be determined based on the obstacle distance information collected by the second radars and the position coordinates of the second radars that collected the obstacle distance information, then the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle's position coordinates, the lateral length of the second preset safety zone, and the longitudinal length of the second preset safety zone, then the vehicle can be controlled to stop. If the number of second radars is greater than a set threshold, and the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radars, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the second radars that collected the obstacle distance information, then the method for controlling the current vehicle to stop can also be as follows: If the number of second radars that collected the obstacle distance information is determined to be one based on the position coordinates of the second radars that collected the obstacle distance information, and the second radar is an outer radar, then the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radars, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the outer radar, then the current vehicle is controlled to stop.

[0146] Specifically, if the number of second radars is greater than a set threshold, and the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radars, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, the position coordinates of the second radars that collected obstacle distance information, and the detection area of ​​the second radars that collected obstacle distance information, then the method for controlling the current vehicle to stop can be as follows: If the number of second radars that collected obstacle distance information is determined to be one based on the position coordinates of the second radars that collected obstacle distance information, and the second radar is an inner radar, then the obstacle is determined to be within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radars, the longitudinal length of the second preset safety zone, the intersection coordinates of the detection area of ​​the second radars that collected obstacle distance information and the second preset safety zone, and the position coordinates of the second radars that collected obstacle distance information, then the current vehicle is controlled to stop.

[0147] Optionally, determining that the obstacle is within the second preset safety zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radar, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the second radar that collected the obstacle distance information includes:

[0148] If, based on the position coordinates of the second radar that collected obstacle distance information, it is determined that at least two second radars that collected obstacle distance information are adjacent radars on the same side, then the obstacle coordinates are determined based on the position coordinates of the second radar that collected obstacle distance information and the obstacle distance information collected by at least two adjacent radars on the same side.

[0149] Based on the obstacle coordinates, the lateral length of the second preset safety zone, and the longitudinal length of the second preset safety zone, it is determined that the obstacle is located within the second preset safety zone in the direction of vehicle travel.

[0150] Optionally, obstacle coordinates include: the obstacle's x-coordinate and the obstacle's y-coordinate;

[0151] Determining that the obstacle is within the second preset safety zone in the vehicle's direction of travel based on the obstacle's coordinates, the lateral length of the second preset safety zone, and the longitudinal length of the second preset safety zone includes:

[0152] The second range interval is determined based on the horizontal length of the second preset safety zone;

[0153] If the horizontal coordinate of the obstacle is within the second range and the vertical coordinate of the obstacle is less than or equal to the longitudinal length of the second preset safety zone, then the obstacle is determined to be within the second preset safety zone in the direction of vehicle travel.

[0154] Optionally, the obstacle is determined to be within the safe zone in the vehicle's direction of travel based on the obstacle distance information collected by the second radar, the lateral length of the second preset safe zone, the longitudinal length of the second preset safe zone, and the position coordinates of the second radar that collected the obstacle distance information, including:

[0155] If the number of second radars that have collected obstacle distance information is determined to be two based on the position coordinates of the second radars that have collected obstacle distance information, and the second radars are outer radars, then the third value is determined based on the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the position coordinates of the second radars that have collected obstacle distance information.

[0156] If the obstacle distance information collected by the second radar is less than or equal to the third value, then the obstacle is determined to be within the second preset safe area in the direction of vehicle travel.

[0157] The method for determining the third value is similar to that for determining the first value, and will not be described in detail here.

[0158] Optionally, based on the obstacle distance information collected by the second radar, the lateral length of the second preset safety zone, the longitudinal length of the second preset safety zone, and the detection area of ​​the second radar that collected the obstacle distance information, it is determined that the obstacle is within the second preset safety zone in the vehicle's direction of travel, including:

[0159] If the number of second radars that have collected obstacle distance information is determined to be two based on the position coordinates of the second radars that have collected obstacle distance information, and the second radars are inner radars, then the fourth value is determined based on the longitudinal length of the second preset safety zone, the intersection coordinates of the detection area of ​​the second radars that have collected obstacle distance information and the second preset safety zone, and the position coordinates of the second radars that have collected obstacle distance information.

[0160] If the obstacle distance information collected by the second radar is less than or equal to the fourth value, then the obstacle is determined to be within the second preset safe area in the direction of vehicle travel.

[0161] The method for determining the fourth value is similar to that for determining the second value, and will not be described in detail here.

[0162] Optionally, a fourth value is determined based on the longitudinal length of the second preset safety zone, the coordinates of the intersection point between the detection area of ​​the second radar that acquired obstacle distance information and the second preset safety zone, and the position coordinates of the second radar that acquired obstacle distance information, including:

[0163] The coordinates of the two intersection points between the detection area of ​​the second radar that has collected obstacle distance information and the second preset safety area are obtained;

[0164] The distance between the second radar that collected the obstacle distance information and the two intersection points is determined based on the position coordinates of the two intersection points and the position coordinates of the second radar that collected the obstacle distance information.

[0165] The fourth value is determined based on the longitudinal length of the second preset safety zone and the distance between the second radar, which collects obstacle distance information, and the two intersection points.

[0166] In a specific example, such as Figure 10As shown, the unmanned vehicle includes a vehicle control system and an unmanned vehicle chassis. The chassis includes a chassis system, a radar system, a drive system, a braking system, and a body system. The chassis system is connected to the radar system, which collects obstacle distance information and sends it to the chassis system. The chassis system is connected to the drive system, braking system, and body system. The chassis system determines a first preset safety zone and a second preset safety zone based on body parameters. When the chassis system detects an obstacle within the first preset safety zone or the second preset safety zone in the vehicle's direction of travel, it sends a prohibition command to the drive system, a braking command to the braking system, and a warning message to the body system. The vehicle control system includes a self-driving system, a remote driving system, and a remote control driving system. The vehicle control system sends target driving direction, virtual edge contact function activation requests, and same-direction driving takeover requests to the chassis system. The vehicle control system receives information from the chassis system regarding function activation, status, fault status, obstacle location, and same-direction driving takeover confirmation.

[0167] In a specific example, such as Figure 11 As shown, the unmanned vehicle includes a vehicle control system and an unmanned vehicle chassis. The chassis includes a chassis system, a radar system, a drive system, a steering system, a braking system, and a body system. The chassis system is connected to the drive system and the steering system. The drive system sends motor / wheel speeds to the chassis system, and the steering system sends steering angle information to the chassis system. The chassis system determines a first preset safety zone and a second preset safety zone based on the motor / wheel speeds, steering angle information, and body parameters. The chassis system is connected to the radar system, which collects obstacle distance information and sends it to the chassis system. The chassis system is connected to the drive system, the braking system, and the body system. When the chassis system detects an obstacle within the first preset safety zone or the second preset safety zone in the vehicle's direction of travel, it sends a prohibition command to the drive system, a braking command to the braking system, and a warning message to the body system. The vehicle control system includes: an autonomous driving system, a remote driving system, and a remote control driving system. The vehicle control system is used to send target driving direction, virtual edge contact function activation requests, and same-direction driving takeover requests to the chassis system. The vehicle control system is also used to receive information from the chassis system regarding function activation, fault status, obstacle positions, and same-direction driving takeover confirmation.

[0168] The technical solution of this embodiment obtains the current vehicle's driving direction and obstacle distance information collected by the first radar; determines whether the obstacle is within a first preset safety area, wherein the first preset safety area is determined based on the current vehicle's body parameters and / or driving parameters; if the obstacle is within the first preset safety area in the vehicle's driving direction, the current vehicle is controlled to brake to a stop. This solves the problem that the physical contact device can only work after a collision, making it impossible to trigger in advance to avoid damage. It also solves the problem that due to the limited contact area of ​​the physical contact device, it cannot be triggered when an obstacle higher or lower than the physical contact device collides with the vehicle's body, and the vehicle may continue to move towards the side with the obstacle, exacerbating the post-collision crushing or causing secondary damage. This improves the safety of the autonomous vehicle.

[0169] Example 2

[0170] Figure 12 This is a schematic diagram of a chassis braking control device for an unmanned vehicle provided in an embodiment of the present invention. This embodiment is applicable to the braking control of unmanned vehicle chassis. The device can be implemented using software and / or hardware, and can be integrated into any device that provides chassis braking control functionality for unmanned vehicles, such as… Figure 12 As shown, the unmanned vehicle chassis braking control device specifically includes: an acquisition module 210, a judgment module 220, and a control module 230.

[0171] The acquisition module is used to acquire the current vehicle's driving direction and obstacle distance information collected by the first radar.

[0172] The judgment module is used to determine whether the obstacle is within a first preset safety area, wherein the first preset safety area is determined based on the current vehicle body parameters and / or the current vehicle driving parameters.

[0173] The control module is used to control the current vehicle to stop if the obstacle is within the first preset safe area in the direction of vehicle travel.

[0174] The above-described products can perform the methods provided in any embodiment of the present invention, and have the corresponding functional modules and beneficial effects for performing the methods.

[0175] Example 3

[0176] Figure 13A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0177] like Figure 13 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0178] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0179] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the autonomous vehicle chassis braking control method.

[0180] In some embodiments, the autonomous vehicle chassis braking control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded into and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the autonomous vehicle chassis braking control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the autonomous vehicle chassis braking control method by any other suitable means (e.g., by means of firmware).

[0181] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0182] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0183] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0184] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0185] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0186] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0187] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0188] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for braking control of an unmanned vehicle chassis, characterized in that, The unmanned vehicle chassis includes a chassis system and a radar system. The chassis system is connected to the radar system. The radar system includes at least two first radars, wherein the at least two first radars are disposed at the front end of the chassis, and the detection area of ​​the first radars covers the width of the unmanned vehicle. The unmanned vehicle chassis braking control method includes: Obtain the current vehicle's driving direction and obstacle distance information collected by the first radar; Determine whether the obstacle is within a first preset safety zone, wherein the first preset safety zone is determined based on the current vehicle body parameters and / or the current vehicle driving parameters; If the obstacle is within the first preset safe area in the direction of vehicle travel, then control the current vehicle to brake to a stop; If the obstacle is within the first preset safe zone in the direction of vehicle travel, then control the current vehicle to stop, including: If the number of first radars is greater than a set threshold, and the obstacle is determined to be within the first preset safety zone based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that collected the obstacle distance information, or the position coordinates of the first radar that collected the obstacle distance information and the detection area of ​​the first radar that collected the obstacle distance information, then the current vehicle is controlled to brake to a stop. If the number of first radars is equal to a set threshold, and the obstacle distance information collected by any first radar is less than or equal to the longitudinal length of the first preset safety zone, then it is determined that the obstacle is within the first preset safety zone in the direction of vehicle travel, and the current vehicle is controlled to brake to a stop. Based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that collected the obstacle distance information, it is determined that the obstacle is within the safety zone in the vehicle's direction of travel, including: If the number of first radars that have collected obstacle distance information is determined to be one based on the position coordinates of the first radar that has collected obstacle distance information, and the first radar is an outer radar, then the first value is determined based on the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that has collected obstacle distance information. If the obstacle distance information collected by the first radar is less than or equal to the first value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

2. The method according to claim 1, characterized in that, The vehicle parameters include: body parameters and / or vehicle driving parameters, wherein the body parameters include: body width, or body length and body width; The first preset safety zone is determined based on the current vehicle body parameters and / or the current vehicle driving parameters, including: The lateral length of the first preset safety zone is determined based on the vehicle width and the first preset distance. The longitudinal length of the first preset safety zone is determined based on the vehicle body length and the second preset distance, or the vehicle driving parameters and the second preset distance. The first preset safety area is determined based on the longitudinal length and the transverse length of the first preset safety area.

3. The method according to claim 1, characterized in that, Based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that collected the obstacle distance information, it is determined that the obstacle is within the first preset safety zone in the vehicle's direction of travel, including: If at least two first radars that have collected obstacle distance information are determined to be adjacent radars based on the position coordinates of the first radars that have collected obstacle distance information, then the obstacle coordinates are determined based on the position coordinates of the first radars that have collected obstacle distance information and the obstacle distance information collected by the at least two adjacent radars. Based on the obstacle coordinates, the lateral length of the first preset safety zone, and the longitudinal length of the first preset safety zone, it is determined that the obstacle is located within the first preset safety zone in the direction of vehicle travel.

4. The method according to claim 3, characterized in that, Obstacle coordinates include: the x-coordinate and the y-coordinate of the obstacle; Determining that the obstacle is within the first preset safety zone in the vehicle's direction of travel based on the obstacle's coordinates, the lateral length of the first preset safety zone, and the longitudinal length of the first preset safety zone includes: The first range interval is determined based on the horizontal length of the first preset safety zone; If the horizontal coordinate of the obstacle is within the first range and the vertical coordinate of the obstacle is less than or equal to the longitudinal length of the first preset safe area, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

5. The method according to claim 1, characterized in that, The first value satisfies the following condition: ； ； in, The first value, The horizontal length of the first preset safety zone. The longitudinal length of the first preset safety zone. The x-coordinate of the outer radar is 0, and the y-coordinate of the outer radar is 0.

6. The method according to claim 1, characterized in that, Based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the detection area of ​​the first radar that collected the obstacle distance information, it is determined that the obstacle is within the first preset safety zone in the vehicle's direction of travel, including: If the number of first radars that have collected obstacle distance information is determined to be one based on the position coordinates of the first radar that has collected obstacle distance information, and the first radar is an inner radar, then the second value is determined based on the longitudinal length of the first preset safety zone, the coordinates of the intersection point between the detection area of ​​the first radar that has collected obstacle distance information and the first preset safety zone, and the position coordinates of the first radar that has collected obstacle distance information. If the obstacle distance information collected by the first radar is less than or equal to the second value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

7. The method according to claim 6, characterized in that, The second value is determined based on the longitudinal length of the first preset safety zone, the coordinates of the intersection point between the detection area of ​​the first radar that acquired obstacle distance information and the first preset safety zone, and the position coordinates of the first radar that acquired obstacle distance information. This includes: The coordinates of the two intersection points of the detection area of ​​the first radar that has collected obstacle distance information and the first preset safety area are obtained; The distance between the first radar that collected the obstacle distance information and the two intersection points is determined based on the position coordinates of the two intersection points and the position coordinates of the first radar that collected the obstacle distance information. The second value is determined based on the longitudinal length of the first preset safety zone and the distance between the first radar that collected obstacle distance information and the two intersection points.

8. The method according to claim 2, characterized in that, The radar system further includes at least two second radars, wherein the at least two second radars are located at the rear end of the chassis, and the detection area of ​​the second radars covers the width of the unmanned vehicle.

9. A braking control device for an unmanned vehicle chassis, characterized in that, The unmanned vehicle chassis includes a chassis system and a radar system. The chassis system is connected to the radar system. The radar system includes at least two first radars, wherein the at least two first radars are disposed at the front end of the chassis, and the detection area of ​​the first radars covers the width of the unmanned vehicle. The unmanned vehicle chassis braking control device includes: The acquisition module is used to acquire the current vehicle's driving direction and obstacle distance information collected by the first radar; The judgment module is used to determine whether the obstacle is within a first preset safety area, wherein the first preset safety area is determined based on the current vehicle body parameters and / or the current vehicle driving parameters. The control module is used to control the current vehicle to stop if the obstacle is within the first preset safe area in the direction of vehicle travel; The control module is specifically used for: If the number of first radars is greater than a set threshold, and the obstacle is determined to be within the first preset safety zone based on the obstacle distance information collected by the first radar, the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that collected the obstacle distance information, or the position coordinates of the first radar that collected the obstacle distance information and the detection area of ​​the first radar that collected the obstacle distance information, then the current vehicle is controlled to brake to a stop. If the number of first radars is equal to a set threshold, and the obstacle distance information collected by any first radar is less than or equal to the longitudinal length of the first preset safety zone, then it is determined that the obstacle is within the first preset safety zone in the direction of vehicle travel, and the current vehicle is controlled to brake to a stop. The control module is also used for: If the number of first radars that have collected obstacle distance information is determined to be one based on the position coordinates of the first radar that has collected obstacle distance information, and the first radar is an outer radar, then the first value is determined based on the lateral length of the first preset safety zone, the longitudinal length of the first preset safety zone, and the position coordinates of the first radar that has collected obstacle distance information. If the obstacle distance information collected by the first radar is less than or equal to the first value, then the obstacle is determined to be within the first preset safe area in the direction of vehicle travel.

10. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the unmanned vehicle chassis braking control method according to any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the unmanned vehicle chassis braking control method according to any one of claims 1-8.

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