Vehicle control methods, devices, and computer-readable storage media

Abstract

This disclosure relates to a vehicle control method, apparatus, and computer-readable storage medium, belonging to the field of intelligent driving control technology. In this method, for each curved road segment in a curve, the vehicle control device can determine a reference cornering strategy for that segment based on the vehicle's current driving data and the curve data of the curved road segment. It also determines another reference cornering strategy for the same segment from the driver's historical cornering strategies. Guided by these two reference cornering strategies, the vehicle can be controlled to enter and pass through each curved road segment, thereby achieving the goal of controlling the vehicle to complete curve driving.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving control technology, and in particular to a vehicle control method, apparatus, and computer-readable storage medium. Background Technology

[0002] With the rapid development of the automotive industry, various intelligent new technologies are constantly emerging, and advanced driver assistance systems (ADAS) are continuously being upgraded to enhance competitiveness. Vehicles on the market are gradually moving towards automated driving, providing drivers with numerous conveniences.

[0003] During autonomous driving, vehicles encounter straight roads and curves. Compared to straight roads, curves are more complex. Controlling a vehicle to safely navigate curves during autonomous driving is a major technical challenge. Therefore, a vehicle control method is urgently needed to control a vehicle to safely navigate curves during autonomous driving. Summary of the Invention

[0004] This disclosure provides a vehicle control method, apparatus, and computer-readable storage medium to at least solve the problem of controlling a vehicle to safely navigate curves during autonomous driving. The technical solution of this disclosure is as follows:

[0005] According to one aspect of the present disclosure, a vehicle control method is provided, the method being executed by a vehicle control device in a vehicle, the method comprising:

[0006] For the curved road segment ahead of the vehicle in the target curve, a first cornering strategy is determined based on the vehicle's current driving data and the curve data of the curved road segment. The first cornering strategy is used to indicate the driving data required for the vehicle to pass through the curved road segment.

[0007] Based on the curve data of the curve segment, a second curve strategy is determined from at least one historical curve strategy. The historical curve strategy is used to indicate the historical driving data of the vehicle in the historical curve process, which refers to the process of the vehicle passing through the curve under the driver's control.

[0008] Based on the first cornering strategy and the second cornering strategy, the vehicle is controlled to enter the curved road section.

[0009] In one possible implementation, the first cornering strategy includes a first speed and a first steering angle, wherein the first speed is the maximum speed at which the vehicle passes through the curved section, and the first steering angle is the steering angle required for the vehicle to pass through the curved section.

[0010] The historical cornering strategy includes historical speed and historical steering angle. The historical speed is the average speed of the vehicle during the historical cornering process, and the historical steering angle is the average change in the steering angle of the vehicle during the historical cornering process.

[0011] In one possible implementation, controlling the vehicle to enter the curved road segment based on the first cornering strategy and the second cornering strategy includes:

[0012] The first cornering strategy and the second cornering strategy are fused to obtain a third cornering strategy, which is the final cornering strategy used to control the vehicle through the curved road section.

[0013] Based on the third cornering strategy, the vehicle is controlled to enter the curved road section.

[0014] In one possible implementation, the fusion of the first and second cornering strategies to obtain the third cornering strategy includes:

[0015] Based on the first speed in the first cornering strategy and the historical speed in the second cornering strategy, a second speed is determined, wherein the second speed is less than or equal to the first speed;

[0016] Based on the first steering angle in the first cornering strategy and the historical steering change angle in the second cornering strategy, a second steering angle is determined, and the second steering angle is the minimum angle between the first steering angle and the historical steering change angle.

[0017] The third cornering strategy is determined based on the second speed and the second steering angle.

[0018] In one possible implementation, the curve data includes the curvature and length of the curve segment, and the current driving data includes the vehicle's current lateral acceleration and yaw rate.

[0019] The determination of the first cornering strategy based on the vehicle's current driving data and the curve data of the curved road segment includes:

[0020] Based on the curvature of the curved road segment and the current lateral acceleration of the vehicle, a first speed is obtained, which is the maximum speed at which the vehicle passes through the curved road segment.

[0021] Based on the first speed, the length of the curved road segment, and the current yaw rate of the vehicle, a first steering angle is obtained, which is the steering angle required for the vehicle to pass through the curved road segment.

[0022] Based on the first steering angle and the first speed, the first cornering strategy is determined.

[0023] In one possible implementation, the curve data includes the curve curvature of the curve segment, and the historical curve strategy includes historical curve curvature, which is the average curve curvature of the curves passed by the vehicle under the driver's control.

[0024] The determination of a second cornering strategy from at least one historical cornering strategy based on the cornering data of the curved road segment includes:

[0025] For any of the at least one historical cornering strategies, if the curvature of the historical corner in any historical cornering strategy is the same as the curvature of the cornering road segment, then the historical cornering strategy is determined as the second cornering strategy.

[0026] According to another aspect of the present disclosure, a vehicle control device is provided, the device being applied to a vehicle for performing the method provided in any possible implementation of the above-described aspect.

[0027] According to another aspect of the embodiments of this disclosure, a vehicle control device is provided, the device being applied to a vehicle, the device comprising:

[0028] One or more processors;

[0029] One or more memories for storing the one or more processor-executable instructions;

[0030] The one or more processors are configured to perform the method provided in any of the possible implementations of the above-described aspects.

[0031] According to another aspect of the present disclosure, a computer-readable storage medium is provided such that, when at least one instruction in the computer-readable storage medium is executed by one or more processors of a vehicle control device, the vehicle control device is enabled to perform the method provided in any possible implementation of the above aspect.

[0032] According to another aspect of the present disclosure, a computer program product is provided, including one or more instructions that can be executed by one or more processors of a vehicle control device, enabling the vehicle control device to perform the method provided in any possible implementation of the above aspect.

[0033] The technical solutions provided by the embodiments of this disclosure have at least the following beneficial effects:

[0034] For each curve segment in the curve, the vehicle control device can determine a reference cornering strategy for that curve segment based on the vehicle's current driving data and the curve data of the curve segment. It can also determine another reference cornering strategy for that curve segment from the driver's historical cornering strategies. Under the guidance of these two reference cornering strategies, the vehicle can be controlled to enter and pass through each curve segment, thereby controlling the vehicle to complete the curve driving.

[0035] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure, and are not intended to unduly limit this disclosure.

[0037] Figure 1 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment;

[0038] Figure 2 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment;

[0039] Figure 3 This is a logic structure block diagram of a vehicle control device according to an exemplary embodiment;

[0040] Figure 4 This is a block diagram illustrating the logic structure of another vehicle control device according to an exemplary embodiment. Detailed Implementation

[0041] To enable those skilled in the art to better understand the technical solutions of this disclosure, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings.

[0042] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure 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 this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0043] The user information disclosed herein may be information authorized by the user or fully authorized by all parties.

[0044] In some embodiments, the meaning of A and / or B includes three cases: A and B, and A and B.

[0045] Figure 1 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment. Figure 1 The vehicle control system shown can be applied to vehicles and is used to control the vehicle, such as controlling the vehicle's movement.

[0046] like Figure 1 As shown, the vehicle control system includes at least one of the following: intelligent navigation system, camera, radar, electric power steering (EPS), inertial motion unit (IMU), body control module (BCM), engine management system (EMS), automatic transmission control unit (TCU), electronic stability program (ESP), and human machine interface (HMI), wherein each of these components is a part of the vehicle control system.

[0047] The intelligent navigation system provides intelligent navigation functions for the vehicle, controlling it to achieve autonomous driving and assisting the driver in driving. Figure 1As shown, the intelligent navigation system includes Traffic Jam Assistant (TJA) and Integrated Cruise Assist (ICA). TJA and ICA jointly provide intelligent navigation functions. TJA primarily targets lower speeds (e.g., 0-60 km / h), providing the driver with both lateral and longitudinal assistance. When there are clear lane markings and no reference vehicle within a certain distance ahead, TJA can control the vehicle to maintain a certain speed and position within the lane markings. If there is a reference vehicle ahead, TJA can control the vehicle to follow its trajectory and actively control acceleration and deceleration to maintain a safe distance. ICA provides lateral and longitudinal driving assistance at higher speeds (e.g., above 60 km / h). ICA can essentially be seen as a combination of Adaptive Cruise Control (ACC) and Lane Keeping Assist (LKA), controlling the vehicle to stay within the lane markings at a certain speed. The difference between ICA and TJA is that ICA operates at a higher speed and always keeps the vehicle near the center of the lane, and does not have the function of following other vehicles when there are no lane markings.

[0048] The vehicle's steering wheel features an ACC function button and a TJA / ICA function button. The ACC function button is used to activate the ACC function, while the TJA / ICA function button is used to activate the TJA and ICA functions. The ACC function button and the TJA / ICA function button can be the same function button or different function buttons. The intelligent navigation function can be activated via the TJA / ICA function button.

[0049] When the ACC function key and the TJA / ICA function key are different keys, the activation (or enabling) method of the intelligent navigation function is as follows: The driver presses the TJA / ICA function key, and the central controller in the vehicle control system responds to the key operation, detects whether the vehicle meets the suppression conditions of TJA and ICA. If the vehicle does not meet the suppression conditions, the TJA / ICA function is activated, and the color of the TJA / ICA function key is changed (for example, the TJA / ICA function key turns green) to indicate that the TJA / ICA function has been activated. Here, the suppression conditions refer to the conditions that prevent the TJA / ICA function from being activated, such as detecting lane lines or other conditions besides lane lines. In this embodiment, the suppression conditions are not limited.

[0050] When the ACC and TJA / ICA function keys are the same, the activation (or enabling) of the intelligent navigation function is as follows: The driver presses the key. If the duration of the key press is less than a first duration, the TJA / ICA function is activated. If the duration of the key press is greater than or equal to the first duration, the driver switches between the ACC and TJA / ICA functions. For example, if the duration of the key press is greater than or equal to the first duration, the ACC function is activated first. If another key press is greater than or equal to the first duration, the driver switches to activate the TJA / ICA function. When switching to the TJA / ICA function via a key, both ACC and TJA / ICA are in standby mode. When the TJA / ICA function is activated, the ACC function is also activated. Therefore, all ACC functions, suppression and exit conditions, and HMI displays also apply to TJA / ICA.

[0051] The central controller in the vehicle control system responds to the button operation, detects whether the vehicle meets the suppression condition corresponding to the system (TJA or ICA) of the function key. If the vehicle does not meet the suppression condition, the system corresponding to the function key is activated to enable the function of the system, and the color of the function key is changed (e.g., the function key turns green) to indicate that the function of the system corresponding to the function key is enabled. The suppression condition refers to the condition that inhibits the activation of the corresponding system function. For example, the suppression condition includes detecting lane lines or other conditions besides lane lines. This embodiment of the present disclosure does not limit the suppression condition.

[0052] The above explanation uses the function keys on the vehicle's steering wheel to activate or deactivate the intelligent navigation function as an example. In another possible implementation, the HMI also provides an intelligent navigation function option, which is used to turn the intelligent navigation function on or off. Figure 1 For example, a driver can activate the Intelligent Navigation feature in the HMI. This activation action instructs the driver to activate the Intelligent Navigation feature. In response, the HMI sends an activation request to the Intelligent Navigation system, which instructs the driver to activate the Intelligent Navigation feature. The Intelligent Navigation system then activates the feature based on the request. Conversely, a driver can also deactivate the Intelligent Navigation feature in the HMI. This deactivation action instructs the driver to deactivate the feature. In response, the HMI sends a cancellation request to the Intelligent Navigation system, which deactivates the feature based on the cancellation request.

[0053] The activation / deactivation status of the intelligent navigation function can be displayed through the HMI so that the driver can check the status of the intelligent navigation function in a timely manner.

[0054] When the intelligent navigation function is activated, the intelligent navigation system can acquire environmental and vehicle driving information necessary for controlling the vehicle's autonomous driving from cameras, radar, EPS, IMU, BCM, EMS, TCU, ESP, etc. For example, environmental information includes lane markings and information about objects on the road (such as adjacent vehicles). Cameras and radar are used to detect environmental information during vehicle movement, and the intelligent navigation system can acquire this detected information from them. Vehicle driving information refers to information related to the vehicle during driving, such as steering angle, steering angular velocity, yaw rate, acceleration, information related to the longitudinal control function of ACC, vehicle speed, and at least one of the following: vehicle components, such as the status of doors, wipers, engine, ACC pedal, gears, and brake pads. The vehicle driving information can come from multiple modules in the vehicle control system, such as... Figure 1 As shown, for example, the intelligent navigation function system can obtain the vehicle's steering angle and steering angular velocity from EPS, the vehicle's yaw rate and acceleration from IMU, the vehicle's door status and wiper status from BCM, the vehicle's engine status and ACC pedal status from EMS, the vehicle's gear status from TCU, and the vehicle's speed and brake pad status from ESP.

[0055] The intelligent navigation system controls the vehicle's movement based on acquired environmental and driving information to achieve autonomous driving. For example... Figure 1 As shown, during the intelligent navigation system's operation, if an error occurs or the system detects the driver accelerating the vehicle, it sends a takeover request to the HMI interface. This takeover request prompts the driver to relinquish control of the vehicle. Upon receiving the takeover request, the HMI interface displays it, allowing the driver to take over control and disable the intelligent navigation function, thus canceling it.

[0056] The cameras in the vehicle control system include forward-facing cameras, and the radar in the vehicle control system includes forward-facing radar. Both the forward-facing cameras and the forward-facing radar can perceive the environment in front of the vehicle, such as detecting obstacles (vehicles or non-vehicle obstacles) in front of the vehicle and the distance between the vehicle and the obstacles. The forward-facing cameras and the forward-facing radar send the information of the environment in front of the vehicle (i.e., environmental information) to the intelligent navigation system, the forward collision warning (FCW) system, the ACC system, the autonomous emergency braking (AEB) system, and the driving assistance system (ADS), so that these systems can control the vehicle according to the environmental information.

[0057] The forward-viewing camera can be a multi-functional forward-viewing camera module (FCM). The FCM has at least 1 megapixel resolution, an image transmission frame rate greater than or equal to 30fps, a high dynamic range imaging (HDR) greater than or equal to 120dB, a field of view (FOV) range of H: ±25.1°, V: ±15.8°, and a signal-to-noise ratio (SNR) greater than 38dB.

[0058] Forward radar can be a microwave radar. A microwave radar used as a forward radar can be called a front microwave radar (FRM). The operating frequency of FRM is 77 GHz, the FOV is ±45°@70m; ±9°@120m; ±4°@170m, the detection range is ≥150m, and the system update cycle is ≤50ms.

[0059] The vehicle control system also includes a vehicle control device, which may be integrated into the forward-view camera, or into other components of the vehicle control system other than the forward-view camera, or the vehicle control device may be integrated into other components of the vehicle control system as an independent component of the vehicle control system.

[0060] The forward-facing camera and / or forward-facing radar can detect at least the following: whether there is a vehicle traveling in front of the vehicle, the distance between the two vehicles, the speed of the vehicle in front, whether there is a stationary obstacle in front of the vehicle, and whether there is a curve to be navigated ahead of the vehicle. When the intelligent navigation function is activated (i.e., the intelligent navigation function is in an active state), the forward-facing camera and / or forward-facing radar can send the detection results to the vehicle control unit so that the vehicle control unit can assist the intelligent navigation system in controlling the vehicle to complete following and stopping, braking in front of stationary obstacles, and cornering, etc.

[0061] 1) Following and stopping: When the intelligent navigation function is activated, if a vehicle (i.e., the vehicle in front) is detected in front of the vehicle in the lane, the vehicle control device will control the vehicle's speed to follow or stop the vehicle in front through the intelligent navigation system. For example, when the vehicle's intelligent cruise control function is activated, the vehicle control device obtains the vehicle's speed from the ESP through the intelligent cruise control system. If the vehicle's speed is greater than the speed of the vehicle in front, within the detection range of the vehicle in front, the vehicle control device notifies the intelligent cruise control system to control the vehicle to decelerate. The intelligent cruise control system, based on this notification, sends a deceleration request to the ESP. The ESP, based on the deceleration request, reduces the vehicle's speed. When the distance between the vehicle and the vehicle in front is detected to reach a distance threshold, the vehicle control device, through the intelligent cruise control system, controls the vehicle to travel at the speed of the vehicle in front, maintaining a safe distance. If the vehicle in front is detected to be accelerating, the vehicle control device notifies the intelligent cruise control system to control the vehicle to accelerate. The intelligent cruise control system, based on this notification, sends an acceleration request to the ESP. The ESP, based on the acceleration request, increases the vehicle's speed, but the increased speed cannot exceed the initially set speed. If the vehicle in front is detected to be decelerating, the vehicle is controlled to decelerate; if the vehicle in front is detected to be stopping, the vehicle is controlled to stop to avoid a collision. If the vehicle's speed is less than or equal to the speed of the vehicle in front, the vehicle control device will use the intelligent navigation system to control the vehicle to continue driving at its current speed, unaffected by the speed of the vehicle in front, until the conditions change, which is equivalent to no vehicle in front.

[0062] 2) Stopping in front of stationary obstacles: The intelligent navigation function has a stable ability to identify stationary obstacles. When the intelligent navigation function is activated, if a stationary obstacle is detected in front of the vehicle, the vehicle control unit calculates the deceleration required for the vehicle to stop in front of the obstacle based on the vehicle's speed and the distance between the vehicle and the obstacle. Based on this deceleration, the vehicle control unit, through the intelligent navigation system, controls the vehicle to stop in front of the stationary obstacle. The stopping distance can be automatically adjusted according to the obstacle.

[0063] 3) Cornering: When the intelligent navigation function is activated, if a curve is detected ahead of the vehicle, the vehicle control device determines the speed and steering angle required for the vehicle to pass through the curve. Based on the speed and steering angle, the intelligent navigation system controls the vehicle to complete the curve. Completing the curve means that the vehicle safely passes through the curve without causing a collision.

[0064] For the scenario of a vehicle cornering, this disclosure provides a vehicle control method for controlling the vehicle to complete cornering. The following section, based on the vehicle control system described above, combines... Figure 2 The process of the vehicle control method is described below. This method can be executed by the vehicle control device in the vehicle, which can be the vehicle control device described above. When the intelligent navigation function of the vehicle is already activated, the vehicle control device is triggered to execute the method, which includes the following steps.

[0065] 201. The vehicle control device determines a first cornering strategy for the curved road section ahead of the vehicle in the target curve, based on the vehicle's current driving data and the curve data of the curved road section. The first cornering strategy is used to indicate the driving data required for the vehicle to pass through the curved road section.

[0066] Here, "vehicle" refers to the vehicle controlled by the vehicle control device, that is, the vehicle where the vehicle control device is located; "target curve" refers to the curve that the vehicle is about to travel on or the curve that the vehicle is currently traveling on; "curved road segment" refers to any segment of the target curve that the vehicle is about to travel on; and "vehicle passing through curved road segment" means that the vehicle completes the journey through the curved road segment without causing a collision.

[0067] Current driving data refers to the vehicle's driving data at the moment the curve is detected. It can also be understood as the initial driving data at the start of traversing the curve. For ease of description, the moment the curve is detected is referred to as the first moment. At the first moment, the vehicle has not yet entered the curve; therefore, current driving data is the vehicle's driving data before entering the curve. For example, current driving data includes the vehicle's current speed, lateral acceleration, longitudinal acceleration, and yaw rate, which are the vehicle's speed, lateral acceleration, longitudinal acceleration, and yaw rate at the first moment, respectively. In other words, these are the vehicle's speed, lateral acceleration, longitudinal acceleration, and yaw rate before entering the curve.

[0068] The curve data of a curved road segment is used to describe the curved road segment. For example, the curve data includes the curvature and length of the curved road segment.

[0069] The first cornering strategy is a cornering strategy initially customized for the vehicle to complete the cornering section. The first cornering strategy includes a first speed and a first steering angle. The first speed is the maximum speed at which the vehicle can pass through the cornering section, also known as the speed threshold. The first steering angle is the steering angle required for the vehicle to pass through the cornering section, which can be the steering angle of the vehicle's steering wheel.

[0070] When the intelligent navigation function is activated, during vehicle operation, the vehicle's forward-facing camera, forward-facing radar, or in-vehicle map software and other detection devices monitor the road ahead in real time. If a curved road segment is detected ahead, the device obtains the curve data and sends it to the vehicle control unit. Upon receiving the curve data, the vehicle control unit uses the current moment as the first moment to obtain the vehicle's driving data at that moment (i.e., the current driving data).

[0071] Regarding the detection process for the aforementioned curved road sections, in one possible implementation, if the vehicle is not using an onboard map while driving, the forward-facing camera is used to detect whether the road section ahead of the vehicle is a curved road section. If the vehicle is using an onboard map, and the road conditions are good (e.g., no congestion ahead), the onboard map is used to detect whether the road section ahead of the vehicle is a curved road section. If the road conditions are poor (e.g., congestion ahead), the forward-facing camera is used to detect whether the road section ahead of the vehicle is a curved road section.

[0072] In one possible implementation, the vehicle control unit can obtain this current driving data through an intelligent navigation system. Figure 1For example, assuming the vehicle control unit is integrated into the forward-facing camera, the vehicle control unit sends a data acquisition request to the intelligent navigation system. This request instructs the system to acquire the current driving data needed to navigate a curved road section. Upon receiving the request, the intelligent navigation system acquires the vehicle's current speed from the ESP, the vehicle's current lateral and longitudinal acceleration from the IMU, and the vehicle's current yaw rate from the EPS. It then combines these data to form the current driving data and returns it to the vehicle control unit in the forward-facing camera. The vehicle control unit receives the current driving data returned by the intelligent navigation system based on the data acquisition request. Optionally, the intelligent navigation system can acquire the vehicle's current speed from the ESP, the vehicle's current lateral and longitudinal acceleration from the IMU, and the vehicle's current yaw rate from the EPS via a Controller Area Network (CAN) bus. This allows the intelligent navigation system to efficiently acquire this information and quickly relay it back to the vehicle control unit.

[0073] After acquiring the current driving data and the curve data, the vehicle control device determines a first cornering strategy based on the current driving data and the curve data. For example, the vehicle control device can determine the first cornering strategy through the following steps 2011 to 2013.

[0074] Step 2011: The vehicle control device obtains a first speed based on the curvature of the curved road segment in the curve data and the current lateral acceleration of the vehicle in the current driving data. The first speed is the maximum speed at which the vehicle passes through the curved road segment.

[0075] For example, the vehicle control device determines the first speed based on the vehicle's current speed and lateral acceleration according to the following formula (1).

[0076]

[0077] Among them, V obj Used to indicate the first velocity, a y K is used to represent the vehicle's current lateral acceleration. s Used to represent the curvature of a curved road section.

[0078] Step 2012: The vehicle control device obtains a first steering angle based on the first speed, the length of the curved road segment in the curve data, and the current yaw rate of the vehicle in the current driving data. The first steering angle is the steering angle required for the vehicle to pass through the curved road segment.

[0079] For example, the vehicle control device determines a first duration based on the first speed and the length of the curved road segment, the first duration being the time required for the vehicle to travel through the curved road segment at the first speed. For instance, the vehicle control device determines the first duration based on the first speed and the length of the curved road segment according to the following formula (2).

[0080]

[0081] Where Δt represents the first duration, ΔL represents the length of the curved road segment, and V obj Used to indicate the first velocity.

[0082] After determining the first duration, the vehicle control device determines the first steering angle based on the first duration and the vehicle's current yaw rate. For example, the vehicle control device determines the first steering angle according to the following formula (3) based on the first duration and the vehicle's current yaw rate.

[0083]

[0084] in, Used to indicate the first steering angle, W S Used to indicate the vehicle's current yaw rate.

[0085] Step 2013: The vehicle control device determines the first cornering strategy based on the first steering angle and the first speed.

[0086] For example, the vehicle control device generates a first cornering strategy based on a first steering speed and a first speed, such that the first cornering strategy includes the first steering speed and the first speed.

[0087] 202. Based on the curve data of the curve section, the vehicle control device determines a second curve strategy from at least one historical curve strategy. The historical curve strategy is used to indicate the historical driving data of the vehicle in the historical curve process, which refers to the process of the vehicle passing through the curve under the driver's control.

[0088] The process of navigating a curve is the process of completing cornering. This historical cornering strategy includes historical speed and historical steering angle changes. The historical speed is the vehicle's average speed during the historical cornering process, and the historical steering angle change is the average change in the vehicle's steering angle during the historical cornering process. The steering angle can be the steering wheel angle. Optionally, the historical cornering strategy also includes historical curve curvature, which is the average curve curvature of the curves navigated by the vehicle under the driver's control.

[0089] If the vehicle did not activate the intelligent navigation function during the historical time period, the driver will be in charge of driving the vehicle during that historical time period, which refers to any time period before the first moment. During the driver's operation, detection devices such as the vehicle's forward-facing camera, forward-facing radar, or onboard map software will continuously monitor the road ahead. If a curve is detected ahead, the detection devices will continuously monitor the curvature of multiple curve segments as the driver navigates the curve, sending these curvatures to the vehicle control unit. Correspondingly, as the driver navigates the curve, the vehicle control unit can receive the curvatures of multiple curve segments and use the average of these curvatures as the historical curve curvature.

[0090] As the driver navigates the curve, the vehicle control unit acquires the vehicle's speed across each segment of the curve. For example, the vehicle control unit can obtain the vehicle's speed from the ESP (Electronic Stability Program) or from the forward-facing camera, which can record the vehicle's speed across each curve. After acquiring the vehicle's speed across each curve, the unit calculates the average speed for that segment and uses this average speed as the historical speed.

[0091] As the driver navigates the curve, the vehicle control unit also acquires the vehicle's steering angles (such as steering wheel angles) for each segment of the curve. For example, a forward-facing camera might record the vehicle's steering angles for each segment, and the vehicle control unit can retrieve these recorded angles from the camera. Alternatively, the vehicle control unit can acquire the steering angles for each segment from the steering wheel control module, which is a detector on the steering wheel used to detect steering wheel angles. After acquiring the steering angles for each segment of the curve, the vehicle control unit obtains the average change in steering angle between these segments and uses this average change as the historical steering angle change.

[0092] After obtaining the historical curve curvature, historical speed, and historical steering angle, the vehicle control device takes the process of the driver driving the vehicle through the curve as a historical cornering process. Based on the historical curve curvature, historical speed, and historical steering angle, it generates a historical cornering strategy for the historical cornering process. The historical cornering strategy includes the historical curve curvature, historical speed, and historical steering angle.

[0093] Optionally, if the curvature of the historical curve is greater than or equal to the curvature threshold, the vehicle control device generates a historical cornering strategy based on the historical curve curvature, historical speed, and historical steering change angle. If the curvature of the historical curve is less than the curvature threshold, it indicates that the detected curve may not actually be a curve. In this case, the step of generating a historical cornering strategy based on the historical curve curvature, historical speed, and historical steering change angle is not executed, making the generated historical curve strategy more accurate and preventing the driver from using the driving strategy of non-curved road sections as the historical cornering strategy.

[0094] Each time the driver navigates a curve, the vehicle control unit considers the driver's passage through that curve as a historical curve passage. Following the above method, it generates and stores historical curve passage strategies for each historical curve passage. If the driver has navigated a curve before the first moment, the vehicle control unit stores one historical curve passage strategy. If the driver has navigated multiple curves before the first moment, the vehicle control unit stores multiple historical curve passage strategies.

[0095] With the intelligent navigation function already activated, for the section of the target curve where the vehicle is about to travel, the vehicle control device can determine a second cornering strategy from at least one historical cornering strategy based on the curve data of that section.

[0096] For example, the second cornering strategy is determined as follows: for any historical cornering strategy among the at least one historical cornering strategy, if the historical curve curvature in any historical cornering strategy is the same as the curve curvature of the curve segment in the curve data, the vehicle storage device determines any historical cornering strategy as the second cornering strategy.

[0097] For example, assuming there are multiple historical cornering strategies, starting with the first historical cornering strategy, the vehicle control unit compares the historical corner curvature in the first historical cornering strategy with the corner curvature of the corresponding road segment in the corner data. If the historical corner curvature in the first historical cornering strategy is different from the corner curvature of the corresponding road segment, then the historical corner curvature in the second historical cornering strategy is compared with the corner curvature of the corresponding road segment, and so on, until the historical corner curvature of a certain historical cornering strategy is the same as the corner curvature of the corresponding road segment. At this point, the vehicle control unit determines that historical cornering strategy as the second cornering strategy.

[0098] 203. The vehicle control device controls the vehicle to enter the curved road section based on the first cornering strategy and the second cornering strategy.

[0099] The vehicle control unit can fuse a first cornering strategy and a second cornering strategy to obtain a third cornering strategy. This third cornering strategy controls the final cornering strategy used by the vehicle when navigating the curved section. The third cornering strategy includes a second speed and a second steering angle, used to indicate entering the corner at the second speed and the second steering angle. The second speed is less than or equal to the first speed, and the second steering angle is the minimum of the historical steering angle changes in the first and second cornering strategies.

[0100] For example, the vehicle control device may determine the third cornering strategy through the following steps 2031 to 2033.

[0101] Step 2031: The vehicle control device determines a second speed based on the first speed in the first cornering strategy and the historical speed in the second cornering strategy, wherein the second speed is less than or equal to the first speed.

[0102] For example, the vehicle control device compares the historical speed with the first speed. If the historical speed is less than or equal to the first speed, the historical speed is determined as the second speed. If the historical speed is greater than the first speed, the vehicle control device determines the first speed as the second speed.

[0103] Step 2032: The vehicle control device determines a second steering angle based on the first steering angle in the first cornering strategy and the historical steering change angle in the second cornering strategy. The historical steering change angle is the minimum angle between the first steering angle and the historical steering change angle.

[0104] For example, the vehicle control device compares the first steering angle with the historical steering change angle. If the first steering angle is less than or equal to the historical steering change angle, the first steering angle is determined as the second steering angle. If the first steering angle is greater than the historical steering change angle, the historical steering change angle is determined as the second steering angle.

[0105] In another possible implementation, the vehicle control device may not perform the step of acquiring the first cornering strategy, but instead perform the step of acquiring the second cornering strategy, determine the historical speed in the acquired second cornering strategy as the second speed, determine the historical steering change angle in the acquired second cornering strategy as the second steering angle, and perform the following step 2033.

[0106] The above describes the acquisition methods of the second speed and the second steering angle, using the acquisition of the second cornering strategy as an example. In another possible implementation, if the curvature of the historical curves in the multiple historical cornering strategies is not the same as the curvature of the curve segment, then the second cornering strategy cannot be selected from the multiple historical cornering strategies. The vehicle control device can determine the first speed in the first cornering strategy as the second speed and the first steering angle in the first cornering strategy as the second steering angle, and execute the following step 2033.

[0107] Step 2033: The vehicle control device determines a third cornering strategy based on the second speed and the second steering angle.

[0108] The third cornering strategy also includes differential speed, which is the speed adjustment required to control the change from the vehicle's current speed to the second speed. This differential speed can be the vehicle's longitudinal acceleration.

[0109] The vehicle control unit can determine a third cornering strategy based on the second speed, the second steering angle, and the vehicle's current speed in the current driving data.

[0110] For example, the vehicle control device determines the difference speed based on the second speed and the current speed of the vehicle. For instance, if the second speed is less than or equal to the current speed of the vehicle, the difference speed is determined based on the second speed and the current speed of the vehicle according to the following formula (4).

[0111]

[0112] Among them, a x V is used to represent the differential speed. x V is used to indicate the second velocity. cur The speed difference (τ) is used to represent the vehicle's current speed, and the collision avoidance time (τ) is used to represent the time required for the vehicle to avoid collision with the edge of the curve after entering the curve at its current speed. The vehicle control system can obtain τ from the intelligent navigation system. Since the differential speed is determined based on τ, subsequent control of the vehicle's entry into the curve based on the differential speed can avoid collision with the edge of the curve, thereby improving safety when cornering.

[0113] After determining the differential speed, a third cornering strategy is generated based on the second speed, the differential speed, and the second steering angle, such that the third cornering strategy includes the second speed, the differential speed, and the second steering angle.

[0114] Alternatively, the vehicle control unit first generates a third cornering strategy based on the second speed and the second steering angle, then determines the differential speed based on the second speed and the vehicle's current speed, and then adds the differential speed to the third cornering strategy, so that the third cornering strategy includes the second speed, the differential speed, and the second steering angle.

[0115] The above explanation uses the third cornering strategy, which includes the second speed, the differential speed, and the second steering angle, as an example. In another possible implementation, the third cornering strategy does not include the second speed but includes the differential speed and the second steering angle. Based on this, the vehicle control device can generate the third cornering strategy based on the differential speed and the second steering angle after obtaining the differential speed.

[0116] In another possible implementation, if the second speed is greater than the vehicle's current speed, it means that the vehicle's current speed is relatively low and the vehicle can pass through the curved section at its current speed. In this case, there is no need to adjust the vehicle's current speed. The vehicle control device generates a third cornering strategy based on the second steering angle. In this case, the third process strategy includes the second steering angle but does not include the second speed and the difference speed.

[0117] After acquiring the third cornering strategy, the vehicle control unit controls the vehicle to enter the curved section of road based on the third cornering strategy. For example, the vehicle control unit sends a control request to the intelligent navigation system based on the third cornering strategy, which instructs the vehicle to use the third cornering strategy for driving. Figure 1 For example, after receiving a control request, the intelligent navigation system obtains a third cornering strategy from the request. Based on the second steering angle in the third cornering strategy, it sends a steering request to the EPS (Electronic Stability Program). If the third cornering strategy includes a second speed and a differential speed, it sends a deceleration request to the ESP (Electronic Stability Program) based on the second speed and the differential speed. The steering request instructs the vehicle to turn at the second steering angle, and the deceleration request instructs the vehicle's longitudinal speed to be reduced based on the differential speed so that the vehicle reaches the second speed. Upon receiving the steering request, the EPS controls the vehicle's steering wheel to turn at the second steering angle to achieve vehicle steering. Upon receiving the deceleration request, the ESP uses the differential speed as the longitudinal acceleration and controls the vehicle's longitudinal speed accordingly, changing the vehicle's longitudinal speed to reach the second speed. The control of the EPS and ESP enables lateral and longitudinal control of the vehicle, allowing it to enter the curve with the second steering angle and the changed longitudinal speed, and completely pass through the curve.

[0118] If the third cornering strategy does not include the second speed and the differential speed, the intelligent navigation system will not execute the step of sending a deceleration request to the ESP. Based on the steering request, the EPS controls the vehicle's steering wheel to turn at the second steering angle to control the vehicle's steering. Since no deceleration request is received, the ESP maintains the vehicle's speed at the current speed, allowing the vehicle to enter the corner with the second steering angle and the current speed, and completely pass through the corner.

[0119] By fusing the first and second cornering strategies, a third cornering strategy is obtained. By retaining elements of the second cornering strategy in the third cornering strategy, the third cornering strategy becomes more in line with the driver's driving style when cornering. Based on this third cornering strategy, the vehicle is controlled to enter the curved section of the target curve, ensuring that the vehicle can pass through the curved section while also improving the comfort of cornering.

[0120] The above description uses the example of a vehicle control device controlling a vehicle to drive through a section of a target curve. Each time a section of a target curve is detected, the vehicle control device can control the vehicle to complete the driving of that section of a curve according to steps 201 to 203 above, until no more sections of a curve are detected. At this point, the vehicle has completed the driving of the target curve, that is, the vehicle has driven through the target curve.

[0121] The method provided in this disclosure allows the vehicle control device to determine a reference cornering strategy (such as a first cornering strategy) for each curved road segment based on the vehicle's current driving data and the curve data of the curved road segment. In addition, it also determines another reference cornering strategy (such as a second cornering strategy) for the curved road segment from the driver's historical cornering strategies. Under the guidance of these two reference cornering strategies, the vehicle control device can control the vehicle to enter and pass through each curved road segment, thereby controlling the vehicle to complete the curved driving.

[0122] In other embodiments, the vehicle control device can also control whether the vehicle activates the intelligent navigation function. For example, the vehicle control device obtains the status of multiple components of the vehicle from the BCM (Battery Management System), and determines whether each component is faulty based on its status. If any of the multiple components is faulty, the vehicle is determined to be faulty; if no faulty components are found, the vehicle is determined not to be faulty. These multiple components include doors, windshield wipers, turn signals, seat belts, etc., and may also include other components. This embodiment does not limit the type of these multiple components. When the vehicle is not faulty, the vehicle control device activates the intelligent navigation function (e.g., by sending an activation request to the intelligent navigation system, which then activates the intelligent navigation function based on the activation request); when the vehicle is faulty, the vehicle control device does not perform the step of activating the intelligent navigation function.

[0123] The following section introduces the vehicle control device that implements the above-mentioned vehicle control method.

[0124] Figure 3 This is a logic structure block diagram of a vehicle control device according to an exemplary embodiment. Figure 3 The illustrated device 300 is applied to a vehicle, and the device 300 includes:

[0125] The first determining module 301 is used to determine a first cornering strategy for a curved road segment ahead of the vehicle in a target curve, based on the vehicle's current driving data and the curve data of the curved road segment. The first cornering strategy is used to indicate the driving data required for the vehicle to pass through the curved road segment.

[0126] The second determining module 302 is used to determine a second cornering strategy from at least one historical cornering strategy based on the cornering data of the curved road segment. The historical cornering strategy is used to indicate the historical driving data of the vehicle in the historical cornering process, and the historical cornering process refers to the process of the vehicle passing through the curve under the driver's control.

[0127] The control module 303 is used to control the vehicle to enter the curved road section based on the first cornering strategy and the second cornering strategy.

[0128] In one possible implementation, the first cornering strategy includes a first speed and a first steering angle, wherein the first speed is the maximum speed at which the vehicle passes through the curved section, and the first steering angle is the steering angle required for the vehicle to pass through the curved section.

[0129] The historical cornering strategy includes historical speed and historical steering angle. The historical speed is the average speed of the vehicle during the historical cornering process, and the historical steering angle is the average change in the steering angle of the vehicle during the historical cornering process.

[0130] In one possible implementation, the control module 303 includes:

[0131] The fusion unit is used to fuse the first cornering strategy and the second cornering strategy to obtain a third cornering strategy, which is the final cornering strategy used to control the vehicle through the curved road segment.

[0132] The control unit is used to control the vehicle to enter the curved road section based on the third cornering strategy.

[0133] In one possible implementation, the fusion unit is used for:

[0134] Based on the first speed in the first cornering strategy and the historical speed in the second cornering strategy, a second speed is determined, wherein the second speed is less than or equal to the first speed;

[0135] Based on the first steering angle in the first cornering strategy and the historical steering change angle in the second cornering strategy, a second steering angle is determined, and the second steering angle is the minimum angle between the first steering angle and the historical steering change angle.

[0136] The third cornering strategy is determined based on the second speed and the second steering angle.

[0137] In one possible implementation, the curve data includes the curvature and length of the curve segment, and the current driving data includes the vehicle's current lateral acceleration and yaw rate. The first determining module 301 is used for:

[0138] Based on the curvature of the curved road segment and the current lateral acceleration of the vehicle, a first speed is obtained, which is the maximum speed at which the vehicle passes through the curved road segment.

[0139] Based on the first speed, the length of the curved road segment, and the current yaw rate of the vehicle, a first steering angle is obtained, which is the steering angle required for the vehicle to pass through the curved road segment.

[0140] Based on the first steering angle and the first speed, the first cornering strategy is determined.

[0141] In one possible implementation, the curve data includes the curve curvature of the curve segment, the historical curve strategy includes historical curve curvature, and the historical curve curvature is the average curve curvature of curves traversed by the vehicle under the driver's control; the second determining module 302 is used for:

[0142] For any of the at least one historical cornering strategies, if the curvature of the historical corner in any historical cornering strategy is the same as the curvature of the cornering road segment, then the historical cornering strategy is determined as the second cornering strategy.

[0143] It should be understood that the device 300 is configured with the vehicle control device in the above method embodiment. The modules in the device 300 and the other operations and / or functions described above are respectively for implementing various steps and methods implemented by the vehicle control device in the method embodiment. For specific details, please refer to the above method embodiment. For the sake of brevity, they will not be repeated here.

[0144] It should be understood that when the device 300 controls the vehicle, the division of the above-described functional modules is only used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device 300 can be divided into different functional modules to complete all or part of the functions described above. In addition, the device 300 provided in the above embodiments and the method embodiments belong to the same concept, and its specific implementation process is detailed in the above method embodiments, which will not be repeated here.

[0145] Figure 4 This is a logical structure block diagram of another vehicle control device according to an exemplary embodiment. The vehicle control device 400 is applied to a vehicle. The vehicle control device 400 may vary considerably due to different configurations or performance. It may include one or more processors (Central Processing Units, CPUs) 401 and one or more memories 402. The memory 402 stores at least one instruction, which is loaded and executed by the processor 401 to implement the vehicle control method provided in the above method embodiment.

[0146] In an exemplary embodiment, a computer-readable storage medium including at least one instruction is also provided, such as a memory including at least one instruction, which can be executed by a processor in a vehicle control device to complete the vehicle control method provided in the above embodiments. Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random-access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device.

[0147] In an exemplary embodiment, a computer program product is also provided, including one or more instructions that can be executed by a processor of a vehicle control device to perform the vehicle control method provided in the above embodiments.

[0148] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this disclosure are authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the driving data involved in this disclosure were all obtained with full authorization.

[0149] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0150] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method is performed by a vehicle control device in the vehicle, and the method includes: For the curved road segment ahead of the vehicle in the target curve, a first cornering strategy is determined based on the vehicle's current driving data and the curve data of the curved road segment. The first cornering strategy is used to indicate the driving data required for the vehicle to pass through the curved road segment. The first cornering strategy includes a first speed and a first steering angle. The first speed is the maximum speed of the vehicle to pass through the curved road segment, and the first steering angle is the steering angle required for the vehicle to pass through the curved road segment. Based on the curve data of the curve segment, a second curve strategy is determined from at least one historical curve strategy. The historical curve strategy includes historical speed and historical steering change angle. The historical speed is the average speed of the vehicle during the historical curve, and the historical steering change angle is the average change in the steering angle of the vehicle during the historical curve. The historical curve strategy is used to indicate the historical driving data of the vehicle during the historical curve. The historical curve refers to the process of the vehicle passing through the curve under the driver's control. Based on the first speed in the first cornering strategy and the historical speed in the second cornering strategy, a second speed is determined, wherein the second speed is less than or equal to the first speed; Based on the first steering angle in the first cornering strategy and the historical steering change angle in the second cornering strategy, a second steering angle is determined, and the second steering angle is the minimum angle between the first steering angle and the historical steering change angle. Based on the second speed and the second steering angle, a third cornering strategy is determined, which is the final cornering strategy used to control the vehicle through the curved road section. Based on the third cornering strategy, the vehicle is controlled to enter the curved road section.

2. The method according to claim 1, characterized in that, The curve data includes the curvature and length of the curve segment, and the current driving data includes the vehicle's current lateral acceleration and yaw rate. The determination of the first cornering strategy based on the vehicle's current driving data and the curve data of the curved road segment includes: The first speed is obtained based on the curvature of the curved road section and the current lateral acceleration of the vehicle; The first steering angle is obtained based on the first speed, the length of the curved road segment, and the current yaw rate of the vehicle. Based on the first steering angle and the first speed, the first cornering strategy is determined.

3. The method according to claim 1, characterized in that, The curve data includes the curve curvature of the curve segment, and the historical curve strategy includes the historical curve curvature, which is the average curve curvature of the curves passed by the vehicle under the driver's control. The determination of a second cornering strategy from at least one historical cornering strategy based on the cornering data of the curved road segment includes: For any of the at least one historical cornering strategies, if the curvature of the historical corner in any historical cornering strategy is the same as the curvature of the cornering road segment, then the historical cornering strategy is determined as the second cornering strategy.

4. A vehicle control device, characterized in that, The device is applied to a vehicle and is used to implement the method of any one of claims 1 to 3.

5. A vehicle control device, characterized in that, The vehicle control device is applied to a vehicle, and the vehicle control device includes: One or more processors; One or more memories for storing the one or more processor-executable instructions; The one or more processors are configured to execute the instructions to implement the method as described in any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, When at least one instruction in the computer-readable storage medium is executed by one or more processors in the vehicle control device, the vehicle control device is enabled to perform the method as described in any one of claims 1 to 3.

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