Vehicle control method, device, vehicle and storage medium

Abstract

The present application discloses a vehicle control method, device, vehicle and storage medium, belonging to the field of vehicle technology. It includes: when the first vehicle is in a stationary state, obtaining the vehicle information of the second vehicle and the relative motion parameters between the first vehicle and the second vehicle, the second vehicle is a vehicle that has a risk of collision with the first vehicle; based on the vehicle information and relative motion parameters of the second vehicle, determining the danger impact factor of the second vehicle, the danger impact factor is used to indicate the degree of danger when the second vehicle collides with the first vehicle; based on the danger impact factor, controlling the first vehicle to stay away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force. By controlling the vehicle accordingly based on the danger impact factor, when the first vehicle collides with the second vehicle, the collision energy can be reduced and the energy absorption of the collision structure can be maximized, thereby reducing the damage of the second vehicle to the first vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] At present, vehicle safety is a concern for everyone. When purchasing a vehicle, users will also consider the safety factors of the vehicle. In some collision scenarios, the vehicle's anti-collision ability and the ability to protect the safety of the occupants in the vehicle are very important.

[0003] As for vehicle safety, after a vehicle collision, various factors may cause different degrees of damage to the vehicle, or even cause harm to the passengers in the vehicle. Therefore, in order to avoid loss of user property or damage to life safety, a vehicle control method that improves the vehicle safety level is urgently needed. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium, which can control the vehicle accordingly when there is a risk of collision between two vehicles, thereby reducing damage to the vehicle structure and protecting the safety of passengers. The technical solution is as follows:

[0005] In a first aspect, a vehicle control method is provided, the method comprising the following steps.

[0006] When the first vehicle is stationary, obtaining vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle, where the second vehicle is at risk of collision with the first vehicle;

[0007] Determining a danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameter, the danger impact factor being used to indicate a degree of danger when the second vehicle collides with the first vehicle;

[0008] Based on the risk influence factor, at least one of controlling the first vehicle to move away from the second vehicle, adjusting an angle between the first vehicle and the second vehicle, and applying a braking force is performed.

[0009] In the present application, when the first vehicle is stationary, the vehicle information of the second vehicle that has a risk of collision with the first vehicle and the relative motion parameters between the two vehicles are first obtained, and then the danger impact factor of the second vehicle is determined based on the vehicle information of the second vehicle and the relative motion parameters between the two vehicles, that is, the degree of danger when the second vehicle collides with the first vehicle is determined. Finally, based on the danger impact factor, the first vehicle is controlled to move away from the second vehicle, adjust the angle between the first vehicle and the second vehicle, and apply braking force. In this way, by controlling the vehicle accordingly based on the danger impact factor, when the first vehicle collides with the second vehicle, the collision energy can be reduced and the energy absorption of the collision structure can be maximized, thereby reducing the damage caused by the second vehicle to the first vehicle.

[0010] Optionally, the relative motion parameters include a relative speed between the first vehicle and the second vehicle, a relative distance between the first vehicle and the second vehicle, and a collision angle between the first vehicle and the second vehicle; the vehicle information includes a vehicle size of the second vehicle; and determining the danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameters includes:

[0011] Dividing the relative distance by the relative speed to obtain an estimated collision time between the second vehicle and the first vehicle;

[0012] Based on the collision angle, determining a relative collision angle factor between the first vehicle and the second vehicle, the relative collision angle factor being used to indicate a degree of damage to a vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle;

[0013] The risk impact factor is determined based on the expected collision time, the vehicle size, and the relative collision angle factor.

[0014] Optionally, based on the risk influence factor, controlling the first vehicle to stay away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force comprises:

[0015] When the risk impact factor is less than a first threshold, controlling the first vehicle to apply a braking force;

[0016] When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, controlling the first vehicle to adjust the angle between the first vehicle and the second vehicle and applying a braking force, and the first threshold is less than the second threshold;

[0017] When the risk impact factor is greater than the second threshold, the first vehicle is controlled to move away from the second vehicle and the angle between the first vehicle and the second vehicle is adjusted.

[0018] Optionally, when the risk impact factor is greater than or equal to the first threshold and less than a second threshold, controlling the first vehicle to adjust the angle between the first vehicle and the second vehicle and applying a braking force includes:

[0019] When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, determining a target collision angle based on a collision angle between the first vehicle and the second vehicle, the target collision angle being used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle;

[0020] determining a first rotation angle based on the target collision angle and a collision angle between the first vehicle and the second vehicle;

[0021] The first vehicle is controlled to rotate in situ by the first rotation angle and a target braking force is applied.

[0022] Optionally, when the risk impact factor is greater than the second threshold, controlling the first vehicle to move away from the second vehicle and adjusting the angle between the first vehicle and the second vehicle includes:

[0023] When the risk impact factor is greater than the second threshold, determining whether there is an obstacle in a direction in which the first vehicle is away from the second vehicle;

[0024] In the case where there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, a first rotation angle is determined; the first vehicle is controlled to rotate in situ by the first rotation angle and to move away from the second vehicle with a target torque as output, wherein the target torque is a maximum torque that can be output by the first vehicle;

[0025] When there is an obstacle in the direction where the first vehicle moves away from the second vehicle, the first vehicle is controlled to rotate in place by a second rotation angle and move away from the second vehicle with the target torque as the output. The second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle.

[0026] Optionally, when the risk impact factor is greater than the second threshold, controlling the first vehicle to move away from the second vehicle and adjusting the angle between the first vehicle and the second vehicle includes:

[0027] When the risk impact factor is greater than the second threshold, determining a target collision angle and a target speed;

[0028] Determine a first time for the first vehicle to rotate from the collision angle to the target collision angle and a second time for the first vehicle to increase a current vehicle speed to the target speed with a target torque;

[0029] When the first time is less than the second time, controlling the first vehicle to first adjust the angle between the first vehicle and the second vehicle and then move away from the second vehicle;

[0030] When the first time is greater than the second time, the first vehicle is controlled to first move away from the second vehicle and then adjust the angle between the first vehicle and the second vehicle.

[0031] Optionally, controlling the first vehicle to move away from the second vehicle comprises:

[0032] Controlling four wheels of the first vehicle to rotate to a target wheel angle;

[0033] The first vehicle is controlled to travel with the target torque as output.

[0034] In a second aspect, a vehicle control device is provided, the device comprising the following modules.

[0035] an acquisition module, configured to acquire vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle when the first vehicle is stationary, wherein the second vehicle is a vehicle that has a risk of collision with the first vehicle;

[0036] a determination module, configured to determine a danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameter, wherein the danger impact factor is used to indicate a degree of danger when the second vehicle collides with the first vehicle;

[0037] A control module is used to control at least one of the first vehicle to move away from the second vehicle, adjust the angle between the first vehicle and the second vehicle, and apply braking force based on the risk influencing factor.

[0038] Optionally, the relative motion parameters include a relative speed between the first vehicle and the second vehicle, a relative distance between the first vehicle and the second vehicle, and a collision angle between the first vehicle and the second vehicle, and the vehicle information includes a vehicle size of the second vehicle, and the determination module is used to:

[0039] Dividing the relative distance by the relative speed to obtain an estimated collision time between the second vehicle and the first vehicle;

[0040] Based on the collision angle, determining a relative collision angle factor between the first vehicle and the second vehicle, the relative collision angle factor being used to indicate a degree of damage to a vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle;

[0041] The risk impact factor is determined based on the expected collision time, the vehicle size, and the relative collision angle factor.

[0042] Optionally, the control module is used to:

[0043] When the risk impact factor is less than a first threshold, controlling the first vehicle to apply a braking force;

[0044] When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, controlling the first vehicle to adjust the angle between the first vehicle and the second vehicle and applying a braking force, and the first threshold is less than the second threshold;

[0045] When the risk impact factor is greater than the second threshold, the first vehicle is controlled to move away from the second vehicle and the angle between the first vehicle and the second vehicle is adjusted.

[0046] Optionally, the control module is used to:

[0047] When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, determining a target collision angle based on a collision angle between the first vehicle and the second vehicle, the target collision angle being used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle;

[0048] determining a first rotation angle based on the target collision angle and a collision angle between the first vehicle and the second vehicle;

[0049] The first vehicle is controlled to rotate in situ by the first rotation angle and a target braking force is applied.

[0050] Optionally, the control module is used to:

[0051] When the risk impact factor is greater than the second threshold, determining whether there is an obstacle in a direction in which the first vehicle is away from the second vehicle;

[0052] In the case where there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, a first rotation angle is determined; the first vehicle is controlled to rotate in situ by the first rotation angle and to move away from the second vehicle with a target torque as output, wherein the target torque is a maximum torque that can be output by the first vehicle;

[0053] When there is an obstacle in the direction where the first vehicle moves away from the second vehicle, the first vehicle is controlled to rotate in place by a second rotation angle and move away from the second vehicle with the target torque as the output. The second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle.

[0054] Optionally, the control module is used to:

[0055] When the risk impact factor is greater than the second threshold, determining a target collision angle and a target speed;

[0056] Determine a first time for the first vehicle to rotate from the collision angle to the target collision angle and a second time for the first vehicle to increase a current vehicle speed to the target speed with a target torque;

[0057] When the first time is less than the second time, controlling the first vehicle to first adjust the angle between the first vehicle and the second vehicle and then move away from the second vehicle;

[0058] When the first time is greater than the second time, the first vehicle is controlled to first move away from the second vehicle and then adjust the angle between the first vehicle and the second vehicle.

[0059] Optionally, the control module is used to:

[0060] Controlling four wheels of the first vehicle to rotate to a target wheel angle;

[0061] The first vehicle is controlled to travel with the target torque as output.

[0062] In a third aspect, a vehicle is provided, the vehicle comprising:

[0063] A memory for storing executable program codes;

[0064] The processor is used to call and run the executable program code from the memory so that the vehicle executes the above-mentioned vehicle control method.

[0065] In a fourth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and the computer program implements the above-mentioned vehicle control method when executed by a processor.

[0066] In a fifth aspect, a computer program product comprising instructions is provided, which, when executed on a computer, enables the computer to execute the steps of the above-mentioned vehicle control method.

[0067] It can be understood that the beneficial effects of the second, third, fourth and fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0069] Figure 1 is a schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application;

[0070] Figure 2 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0071] Figure 3 is a flow chart of another vehicle control method provided by an embodiment of the present application;

[0072] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0073] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0074] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0075] It should be understood that the "multiple" mentioned in this application refers to two or more. In the description of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in order to facilitate the clear description of the technical solution of this application, the words "first" and "second" are used to distinguish between the same items or similar items with basically the same functions and effects. Those skilled in the art can understand that the words "first" and "second" do not limit the quantity and execution order, and the words "first" and "second" do not limit them to be different.

[0076] Before describing the vehicle control method provided in the embodiment of the present application, the application scenario of the embodiment of the present application is described first.

[0077] The vehicle control method provided in the embodiment of the present application can be applied to a scenario in which vehicles are controlled when there is a risk of collision between two vehicles.

[0078] For example, Figure 1 A schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application. Figure 1 Three applicable scenarios are shown in FIG.

[0079] See also Figure 1 In (a), the figure includes a first vehicle 101 and a second vehicle 102. The first vehicle 101 is stationary, the second vehicle 102 is located behind the first vehicle 101, and the second vehicle 102 is in a driving state, that is, the second vehicle 102 is driving towards the first vehicle 101.

[0080] In this case, it is considered that the first vehicle 101 and the second vehicle 102 have a collision risk, that is, the first vehicle 101 and the second vehicle 102 may collide at a certain moment, which may cause damage to the rear part of the first vehicle 101 and further cause loss to the user's property.

[0081] See also Figure 1 (b) in the figure includes a first vehicle 101 and a second vehicle 102. The first vehicle 101 is stationary, the second vehicle 102 is located on the side of the first vehicle 101 (on the left side in the figure), and the second vehicle 102 is in a driving state.

[0082] In this case, it is considered that there is a collision risk between the first vehicle 101 and the second vehicle 102. If the second vehicle 102 continues to move forward, it will collide with the first vehicle 101 and cause damage to the side of the first vehicle 101. In addition, since the side of the vehicle provides little protection for the occupants in the vehicle, when the first vehicle 101 and the second vehicle 102 collide, the occupants in the vehicle may also be injured.

[0083] See also Figure 1 (c) in the figure includes a first vehicle 101 and a second vehicle 102. The first vehicle 101 is stationary, the second vehicle 102 is located in front of the first vehicle 101, and the second vehicle 102 is in a backward driving state, that is, the second vehicle 102 is reversing.

[0084] In the above case, it is considered that there is a collision risk between the first vehicle 101 and the second vehicle 102. The second vehicle 102 may collide with the front of the first vehicle 101, thus causing damage to the front of the first vehicle 101, thereby causing property loss to the user.

[0085] To this end, an embodiment of the present application provides a vehicle control method, so that when there is a risk of collision between the first vehicle 101 and the second vehicle 102, the first vehicle 101 can be controlled accordingly.

[0086] Specifically, when the first vehicle 101 is stationary, if it is considered that the first vehicle 101 and the second vehicle 102 have a collision risk, the vehicle information of the second vehicle 102 and the relative motion parameters between the first vehicle 101 and the second vehicle 102 are obtained. Then, based on the vehicle information of the second vehicle 102 and the above relative motion parameters, the danger impact factor of the second vehicle 102 is determined, that is, the degree of danger when the second vehicle 102 collides with the first vehicle 101 is known. Finally, based on the danger impact factor, at least one of the following is controlled: the first vehicle 101 is moved away from the second vehicle 102, the angle between the first vehicle 101 and the second vehicle 102 is adjusted, and the braking force is applied.

[0087] In this way, when the first vehicle 101 collides with the second vehicle 102 , the collision energy can be reduced and the energy absorption of the collision structure can be maximized, thereby reducing the damage caused by the second vehicle 102 to the first vehicle 101 and protecting the safety of the passengers in the vehicle.

[0088] The vehicle control method provided in the embodiment of the present application is explained in detail below.

[0089] Figure 2 is a flow chart of a vehicle control method provided by an embodiment of the present application. The method can be applied to the ECU (Electronic Control Unit) of a vehicle. Figure 2 , the method comprises the following steps.

[0090] Step 201: When the first vehicle is stationary, vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle are obtained, and the second vehicle is a vehicle that has a risk of collision with the first vehicle.

[0091] The vehicle information refers to information related to the second vehicle itself. For example, the vehicle information may include the vehicle size of the second vehicle, the model of the second vehicle, etc.

[0092] The relative motion parameters may include the relative speed, relative speed direction, relative distance, collision angle, etc. between the first vehicle and the second vehicle.

[0093] In the embodiment of the present application, each wheel of the first vehicle is independently integrated with a set of steering, braking, suspension and motor systems, so that each wheel can complete the work independently.

[0094] Optionally, the operation of acquiring the vehicle information of the second vehicle may be: capturing an image of the second vehicle through a camera of the first vehicle; and recognizing the image of the second vehicle to obtain the vehicle size of the second vehicle.

[0095] Optionally, the operations of identifying the image of the second vehicle and obtaining the vehicle size of the second vehicle may be: obtaining an image of the front part of the second vehicle from the image of the second vehicle; performing vehicle model identification on the image of the front part of the second vehicle to obtain the vehicle model of the second vehicle; and obtaining the vehicle size corresponding to the vehicle model of the second vehicle from the cloud.

[0096] In an embodiment of the present application, the cloud may store vehicle sizes corresponding to different vehicle models. When obtaining vehicle information of the second vehicle, the vehicle size corresponding to the vehicle model of the second vehicle may be obtained from the cloud based on the vehicle model.

[0097] Among them, the operation of performing vehicle type recognition on the image of the front part of the second vehicle can be: inputting the image of the front part of the second vehicle into a vehicle type recognition model, processing the image of the front part of the second vehicle through the vehicle type recognition model, and obtaining the vehicle type of the second vehicle.

[0098] The vehicle type recognition model is used to recognize the vehicle type of the second vehicle. In the embodiment of the present application, before the vehicle type recognition model is used to recognize the vehicle type of the second vehicle, the vehicle type recognition model needs to be trained first.

[0099] Specifically, the server may obtain a plurality of training samples, and use the plurality of training samples to train the neural network model to obtain the vehicle type recognition model.

[0100] The server is a device used to train the vehicle type recognition model.

[0101] The multiple training samples may be pre-set. Each of the multiple training samples includes a sample image and a sample tag, the sample image includes the front part of the vehicle, and the sample tag is the model of the vehicle. That is, the input data in each of the multiple training samples is a sample image including the front part of the vehicle, and the sample tag is the model of the vehicle.

[0102] The neural network model may include multiple network layers, including an input layer, multiple hidden layers, and an output layer. The input layer is responsible for receiving input data; the output layer is responsible for outputting processed data; multiple hidden layers are located between the input layer and the output layer, responsible for processing data, and the multiple hidden layers are invisible to the outside. For example, the neural network model may be a deep neural network, and may be a convolutional neural network in a deep neural network.

[0103] When the server uses multiple training samples to train the neural network model, for each training sample in the multiple training samples, the input data in the training sample can be input into the neural network model to obtain output data; the loss value between the output data and the sample label in the training sample is determined by the loss function; and the parameters in the neural network model are adjusted according to the loss value. After the parameters in the neural network model are adjusted based on each training sample in the multiple training samples, the neural network model with the adjusted parameters is the vehicle model recognition model.

[0104] Optionally, in the embodiment of the present application, the relative speed, relative distance, angle and relative speed direction between the first vehicle and the second vehicle can be collected by the radar of the first vehicle, wherein the angle between the first vehicle and the second vehicle can be considered as the collision angle between the first vehicle and the second vehicle.

[0105] It is worth noting that before obtaining the vehicle information of the second vehicle and the relative motion parameters between the first vehicle and the second vehicle, it is also possible to determine whether there is a collision risk between the first vehicle and the second vehicle.

[0106] Specifically, when the relative speed direction points to the first vehicle, if the relative speed between the first vehicle and the second vehicle is greater than the target speed threshold, it is determined that there is a collision risk between the first vehicle and the second vehicle.

[0107] The target speed threshold can be set in advance and can be set larger.

[0108] When the relative speed direction points to the first vehicle, it means that the second vehicle is heading toward the first vehicle. In addition, when the relative speed between the first vehicle and the second vehicle is greater than the target speed threshold, it means that the relative speed between the first vehicle and the second vehicle is relatively large, which means that the speed of the second vehicle is relatively large, and it can be determined that there is a risk of collision between the first vehicle and the second vehicle.

[0109] Step 202: Based on the vehicle information of the second vehicle and the relative motion parameter, determine a danger impact factor of the second vehicle, where the danger impact factor is used to indicate the degree of danger when the second vehicle collides with the first vehicle.

[0110] Generally, when two vehicles collide, the danger level of the collision will be different due to the different collision structures, and thus the degree of damage to the vehicles will also be different. In this case, in the embodiment of the present application, by determining the danger impact factor of the second vehicle, the danger level of the second vehicle to the first vehicle when colliding with the first vehicle can be known, thereby estimating the degree of damage to the first vehicle.

[0111] Optionally, when the vehicle information of the second vehicle includes the vehicle size of the second vehicle, and the relative motion parameters include the relative speed between the first vehicle and the second vehicle, the relative distance between the first vehicle and the second vehicle, and the collision angle between the first vehicle and the second vehicle, the operation of step 202 may include the following steps (1)-step (3).

[0112] (1) Divide the relative distance between the first vehicle and the second vehicle by the relative speed to obtain the estimated collision time between the second vehicle and the first vehicle.

[0113] The estimated time to collision refers to the time from normal driving of the vehicles to the occurrence of a collision, that is, the time from the current moment to the occurrence of a collision between the first vehicle and the second vehicle. The estimated time to collision can be used to measure the risk level of a collision between the first vehicle and the second vehicle.

[0114] It can be understood that, the longer the expected collision time is, the longer it will take for the first vehicle and the second vehicle to collide, and the lower the risk of the collision between the first vehicle and the second vehicle; the shorter the expected collision time is, the shorter it will take for the first vehicle and the second vehicle to collide, and the higher the risk of the collision between the first vehicle and the second vehicle.

[0115] (2) Determine a relative collision angle factor between the first vehicle and the second vehicle based on a collision angle between the first vehicle and the second vehicle.

[0116] The collision angle between the first vehicle and the second vehicle refers to the angle between the first vehicle and the second vehicle when a collision occurs between the two vehicles.

[0117] The relative collision angle factor is used to indicate the degree of damage to the vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle. In this case, the larger the relative collision angle factor, the greater the degree of damage to the vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle. The smaller the relative collision angle factor, the smaller the degree of damage to the vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle.

[0118] Optionally, the operation of step (2) may be: based on the collision angle between the first vehicle and the second vehicle, determining a relative collision angle factor between the first vehicle and the second vehicle from the first corresponding relationship.

[0119] The first corresponding relationship is used to represent the corresponding relationship between multiple collision angles and multiple relative collision angle factors. The first corresponding relationship includes multiple collision angle ranges and multiple relative collision angle factors, wherein each collision angle range corresponds to a relative collision angle factor.

[0120] For example, the following Table 1 is an example of the first corresponding relationship, and Table 1 includes multiple collision angle ranges and multiple relative collision angle factors. Assuming that the collision angle between the first vehicle and the second vehicle is 30°, it can be known from the following Table 1 that the relative collision angle factor between the first vehicle and the second vehicle is 0.2.

[0121] Table 1

[0122]

[0123] The embodiment of the present application only uses the above Table 1 as an example to illustrate the first corresponding relationship, and does not constitute a limitation to the embodiment of the present application.

[0124] Optionally, the first corresponding relationship can be obtained by a technician in advance through experimental calibration. For example, the technician can simulate a collision between two vehicles at different angles, and then observe the damage to the vehicle structure of the collided vehicle, and then quantify the damage to obtain a relative collision angle factor. This relative collision angle factor can measure the degree of damage to the vehicle structure of the collided vehicle when the two vehicles collide. In this way, the relative collision angle factors corresponding to different collision angles can be obtained.

[0125] (3) Determine the risk impact factor based on the expected collision time, the vehicle size of the second vehicle, and the relative collision angle factor.

[0126] Generally speaking, the larger the size of the vehicle, the larger the contact area between the two vehicles may be in the event of a collision, and the greater the damage to the vehicle will be.

[0127] In the embodiment of the present application, the estimated collision time can measure the danger level when the vehicles collide, the relative collision angle factor can measure the damage level to the vehicle structure of the first vehicle, and the vehicle size can estimate the damage level to the first vehicle. Therefore, based on the estimated collision time, the vehicle size of the second vehicle, and the relative collision angle factor, it is equivalent to measuring the danger level when the first vehicle collides with the second vehicle from multiple aspects, so that a more accurate danger impact factor can be determined.

[0128] Optionally, the operation of step (3) may be: determining the risk impact factor from the second corresponding relationship based on the expected collision time, the vehicle size and the relative collision angle factor.

[0129] The second corresponding relationship is used to represent the corresponding relationship between the expected collision time, the vehicle size, the relative collision angle factor and the risk impact factor. The second corresponding relationship includes multiple expected collision times, multiple vehicle sizes, multiple relative collision angle factors and multiple risk impact factors. Among them, each expected collision time, each vehicle size, and each relative collision angle factor corresponds to a risk impact factor.

[0130] For example, Table 2 shows an example of the second corresponding relationship, which includes multiple estimated collision times, multiple vehicle sizes, multiple relative collision angle factors, and multiple risk impact factors. Among them, one set of estimated collision time, vehicle size, and relative collision factor corresponds to one risk impact factor. For example, if the estimated collision time is 10s (seconds), the vehicle size is 1.8m*3.5m, and the relative collision angle factor is 0.2, then it can be learned from Table 2 that the risk impact factor is 0.5.

[0131] Table 2

[0132]

[0133] The embodiment of the present application only uses the above Table 2 as an example to illustrate the second corresponding relationship, and does not constitute a limitation on the embodiment of the present application.

[0134] Optionally, the first corresponding relationship and the second corresponding relationship can be stored in the cloud, or directly stored in the vehicle's memory, which is not limited in the embodiment of the present application.

[0135] Through the above steps 201-202, the risk impact factor can be determined, that is, the risk level when the second vehicle collides with the first vehicle can be determined. In order to respond more intelligently, in the embodiment of the present application, the vehicle can be controlled accordingly according to the risk impact factor, that is, continue to execute the following step 203.

[0136] Step 203: Based on the risk impact factor, control the first vehicle to at least one of move away from the second vehicle, adjust the angle between the first vehicle and the second vehicle, and apply braking force.

[0137] In this case, by controlling the first vehicle accordingly based on the risk impact factor, the first vehicle can be controlled accordingly according to the risk level. From the perspective of energy saving, compared with a fixed control method, resources can be saved while reducing damage, so that resource energy can be fully utilized. From the perspective of safety, according to different risk levels, the method that can best reduce damage is selected for control, thereby minimizing damage to the vehicle.

[0138] Optionally, the operation of step 203 may be implemented in the following three possible situations.

[0139] In the first case, when the risk impact factor is less than a first threshold, the first vehicle is controlled to apply braking force.

[0140] The first threshold may be set in advance, and the first threshold may be set to be relatively small.

[0141] In this case, when the risk impact factor is less than the first threshold, it means that the risk impact factor is small, that is, the risk level when the second vehicle collides with the first vehicle is low. It is considered that the collision structure of the first vehicle can withstand the impact of the collision energy when it is stationary. In this case, the first vehicle can be controlled to apply braking force so that the first vehicle can fully utilize the collision structure to withstand the impact of the collision energy.

[0142] Optionally, when the risk impact factor is less than the first threshold, it can also be determined whether there is an obstacle in the direction of the first vehicle away from the second vehicle; when there is an obstacle in the direction of the first vehicle away from the second vehicle, the first vehicle is controlled to apply braking force.

[0143] In the embodiment of the present application, the obstacle may be a vehicle, a pedestrian, a wall, etc.

[0144] In this case, if there is an obstacle in the direction where the first vehicle is away from the second vehicle, it means that a secondary collision may occur when the first vehicle is away from the second vehicle, so the first vehicle cannot be away from the second vehicle. In addition, since the risk impact factor is small at this time, the collision structure of the first vehicle when it is stationary can withstand the impact of the collision energy, so the first vehicle can be controlled to apply braking force at this time.

[0145] In this way, when there is an obstacle in the direction where the first vehicle is away from the second vehicle, controlling the first vehicle to apply braking force can avoid a secondary collision of the first vehicle, thereby reducing damage to the first vehicle during the collision.

[0146] Optionally, the operation of controlling the first vehicle to apply a braking force may be: controlling the first vehicle to apply a maximum braking force that the vehicle can output.

[0147] By controlling the first vehicle to apply maximum braking force, the problem of the first vehicle moving due to excessive collision energy when the two vehicles collide can be avoided as much as possible, thereby avoiding a secondary collision of the first vehicle to the greatest extent, and further minimizing the damage to the first vehicle during the collision.

[0148] In a second case, when the risk impact factor is greater than or equal to the first threshold and less than the second threshold, the first vehicle is controlled to adjust the angle between the first vehicle and the second vehicle and apply braking force.

[0149] The second threshold may be set in advance, and may be set in such a manner that the second threshold is greater than the first threshold.

[0150] In this case, when the risk impact factor is greater than or equal to the first threshold and less than the second threshold, it means that the risk impact factor is slightly greater, that is, the risk level of the second vehicle colliding with the first vehicle is slightly greater, but not particularly greater. At this time, the vehicle structure of the first vehicle can still absorb the collision energy when the first vehicle is stationary, but because the risk level is slightly greater, the impact on the vehicle structure may be slightly greater after the collision, so at this time, the first vehicle needs to be controlled to adjust the angle between it and the second vehicle before applying the braking force.

[0151] In this way, by controlling the angle between the first vehicle and the second vehicle, the collision angle between the first vehicle and the second vehicle can be changed, thereby reducing the impact on the vehicle structure after the collision. Braking force is then applied to maximize the first vehicle's ability to absorb the collision, thereby minimizing damage to the first vehicle.

[0152] Specifically, the second situation can be achieved by following the steps (1) to (3).

[0153] (1) When the risk influence factor is greater than or equal to a first threshold value and less than a second threshold value, a target collision angle is determined based on a collision angle between the first vehicle and the second vehicle.

[0154] The target collision angle is used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle.

[0155] Collisions at different positions of the vehicle may cause different degrees of damage to the vehicle structure, with some parts causing less damage and some parts causing greater damage. In the embodiment of the present application, a target collision angle may be determined first. Subsequently, the collision angle between the two vehicles may be adjusted to the target collision angle, thereby reducing damage to the first vehicle when the two vehicles collide.

[0156] Optionally, the operation of step (1) may be: determining a target collision angle from a low-damage collision angle table based on a collision angle between the first vehicle and the second vehicle.

[0157] The low-damage collision angle table stores a plurality of collision angles. For any one of the plurality of collision angles, when the first vehicle collides with the second vehicle at the collision angle, less damage may be caused to the first vehicle.

[0158] In this way, a low-damage collision angle table is obtained through experimental calibration in advance, so that the target collision angle can be directly determined from the table later, thereby improving the efficiency of determining the target collision angle. From the perspective of a collision event, the vehicle can respond faster and adjust the angle between the first vehicle and the second vehicle faster, thereby maximizing the reduction of damage to the first vehicle.

[0159] (2) Determining a first rotation angle based on the target collision angle and the collision angle between the first vehicle and the second vehicle.

[0160] The first rotation angle is a body angle of the first vehicle to be adjusted.

[0161] Specifically, the operation of step (2) may be: subtracting the target collision angle from the collision angle between the first vehicle and the second vehicle, and obtaining the difference as the first rotation angle.

[0162] (3) Controlling the first vehicle to rotate in situ by a first rotation angle and applying a target braking force.

[0163] The target braking force may be set in advance. In the embodiment of the present application, the target braking force may be set to the maximum braking force that can be output by the first vehicle.

[0164] In this case, by controlling the first vehicle to rotate in situ by the first rotation angle, the angle between the first vehicle and the second vehicle can be adjusted to the target collision angle, and the impact on the vehicle structure of the first vehicle when the first vehicle collides with the second vehicle is small. Subsequently, the target braking force is applied, so that the first vehicle can prepare for collision energy absorption, thereby reducing damage to the first vehicle.

[0165] In a third case, when the risk impact factor is greater than the second threshold, the first vehicle is controlled to move away from the second vehicle and the angle between the first vehicle and the second vehicle is adjusted.

[0166] In this case, the risk factor is large, that is, the risk level of the second vehicle when it collides with the first vehicle is high, so it can be determined that the first vehicle may be greatly damaged, that is, the vehicle structure of the first vehicle cannot guarantee the safety of the occupants of the vehicle. Then the first vehicle is controlled to stay away from the second vehicle and the angle between the first vehicle and the second vehicle is adjusted.

[0167] In this way, by controlling the first vehicle to stay away from the second vehicle and adjusting the angle between the second vehicles, the first vehicle can be prevented from being damaged as much as possible, or the damage can be reduced, thereby improving the safety of the passengers in the vehicle.

[0168] Optionally, the third situation can be implemented through the following steps (1) to (3).

[0169] (1) When the risk impact factor is greater than a second threshold, determining whether there is an obstacle in a direction in which the first vehicle is away from the second vehicle.

[0170] In this way, by determining whether there is an obstacle in the direction in which the first vehicle moves away from the second vehicle, the first vehicle can avoid a secondary collision as much as possible when moving away from the second vehicle, thereby avoiding secondary damage to the first vehicle as much as possible.

[0171] Specifically, the operation of step (1) may be: using a camera of the first vehicle to collect an image of the first vehicle in a direction away from the second vehicle; inputting the image of the first vehicle in a direction away from the second vehicle into an obstacle recognition model, and processing the image through the obstacle recognition model to obtain a recognition result.

[0172] The recognition result includes whether there is an obstacle or not.

[0173] The obstacle recognition model is used to identify whether there is an obstacle in the direction of the first vehicle away from the second vehicle. In the embodiment of the present application, the obstacle recognition model can be a deep neural network, specifically a convolutional neural network, and of course, it can also be other neural networks that can process images, which is not limited in the embodiment of the present application.

[0174] (2) When there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, a first rotation angle is determined; and the first vehicle is controlled to rotate in place by the first rotation angle and to move away from the second vehicle with a target torque as output.

[0175] The target torque is the maximum torque that can be output by the first vehicle, specifically the maximum torque that can be output by the engine or the motor of the first vehicle.

[0176] When there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, it means that when the hazard impact factor is greater than the second threshold, the first vehicle can move away from the second vehicle. In this case, the first rotation angle can be determined, and the first vehicle can be controlled to rotate the first rotation angle so that the angle between the first vehicle and the second vehicle is adjusted to the target collision angle, and then the first vehicle moves away from the second vehicle with the target torque as the output.

[0177] In this case, using the target torque as output to move away from the second vehicle is equivalent to controlling the first vehicle to travel at a maximum driving force, so that the first vehicle reaches a higher speed as quickly as possible, thereby avoiding a collision between the first vehicle and the second vehicle as much as possible.

[0178] Optionally, the method of controlling the first vehicle to rotate in situ by the first rotation angle may be: controlling the four wheels of the first vehicle in reverse direction so that the first vehicle rotates by the first rotation angle.

[0179] (3) When there is an obstacle in a direction in which the first vehicle is moving away from the second vehicle, the first vehicle is controlled to rotate in place by a second rotation angle and to move away from the second vehicle with the target torque as output.

[0180] The second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle.

[0181] In this case, if there is an obstacle in the direction where the first vehicle is moving away from the second vehicle, it means that the first vehicle will collide with the obstacle when moving away from the second vehicle, and the first vehicle cannot move away from the direction where the first vehicle is moving away from the second vehicle. For example, if the second vehicle is behind the first vehicle, the first vehicle wants to move forward to move away from the second vehicle, but there is an obstacle in front of the first vehicle, and the first vehicle cannot move forward at this time.

[0182] In this way, by controlling the first vehicle to rotate in place by the second rotation angle and to move away from the second vehicle with the target torque as the output, the first vehicle can avoid escaping from the direction where the first vehicle is away from the second vehicle, thereby avoiding a direct collision with an obstacle. The collision force between the first vehicle, the second vehicle and the obstacle can be reduced, thereby reducing damage to the first vehicle and protecting the safety of the occupants in the vehicle as much as possible.

[0183] Optionally, the operation of the above step (3) may be: controlling the four wheels of the first vehicle to rotate to a target wheel angle; and controlling the first vehicle to travel with the target torque as output.

[0184] The target wheel angle can be the maximum angle that the rear wheel can rotate. Optionally, the target wheel angle can also be 90 °.

[0185] In this case, the four wheels of the first vehicle are controlled to rotate in the same direction, so that the first vehicle moves "slanting" or "crab-walking" away from the second vehicle. In this way, it is more convenient to stay away from the second vehicle, avoid collision with obstacles and the second vehicle as much as possible, and thus minimize the damage to the first vehicle.

[0186] It is worth noting that in the embodiment of the present application, the third situation mentioned above can also be achieved by following steps (1) to (4).

[0187] (1) When the risk impact factor is greater than a second threshold, a target collision angle and a target speed are determined.

[0188] The target speed may be determined based on a relative speed between the first vehicle and the second vehicle, the target speed being a vehicle speed that reduces the relative speed between the first vehicle and the second vehicle.

[0189] In this case, that is, when the risk impact factor is greater than the second threshold, the collision angle that can reduce the degree of damage to the first vehicle and the vehicle speed that can reduce the relative speed between the first vehicle and the second vehicle are determined. The first vehicle is then controlled to adjust the angle between the first vehicle and the second vehicle to the target collision angle and increase the current vehicle speed to the target speed, so that the collision energy between the first vehicle and the second vehicle can be reduced as much as possible, thereby reducing the damage to the first vehicle.

[0190] (2) Determining a first time for the first vehicle to rotate from the collision angle to the target collision angle and a second time for the first vehicle to increase the current vehicle speed to the target speed with the target torque.

[0191] The first time refers to the time taken when the first vehicle is controlled to rotate so that the collision angle between the first vehicle and the second vehicle becomes the target collision angle. The second time refers to the time taken when the speed of the first vehicle is increased to the target speed after the first vehicle is controlled to output the target torque.

[0192] In this case, by determining the first time and the second time, it can be known whether it takes longer for the first vehicle to rotate from the collision angle to the target collision angle or to increase the current vehicle speed to the target speed. Subsequently, it can be known whether to control the first vehicle to adjust the angle first or to control it to move away from the second vehicle, so as to know how to avoid or mitigate the collision more quickly.

[0193] (3) When the first time is less than the second time, the first vehicle is controlled to first adjust the angle between the first vehicle and the second vehicle and then move away from the second vehicle.

[0194] When the first time is less than the second time, it means that the time taken for the first vehicle to rotate from the collision angle to the target collision angle is shorter than the time taken to increase the current vehicle speed to the target speed. At this time, the first vehicle can respond more quickly to the angle adjustment action. The first vehicle can be controlled to first adjust the angle with the second vehicle and then move away from the second vehicle, thereby avoiding or reducing damage to the first vehicle more quickly.

[0195] Optionally, in an embodiment of the present application, when the first time is less than the second time, it can also be determined whether there is a target obstacle in the direction in which the first vehicle moves away from the second vehicle. When there is a target obstacle in the direction in which the first vehicle moves away from the second vehicle, the first vehicle is controlled to adjust the angle between it and the second vehicle; when there is no target obstacle in the direction in which the first vehicle moves away from the second vehicle, the first vehicle is controlled to first adjust the angle between it and the second vehicle and then move away from the second vehicle.

[0196] The target obstacle refers to an obstacle that can damage the first vehicle, such as a moving vehicle, a wall, etc.

[0197] In this case, if there is a target obstacle in the direction where the first vehicle is moving away from the second vehicle, it means that the first vehicle may suffer serious damage when moving away from the second vehicle. In this case, the first vehicle can be controlled to adjust the angle between it and the second vehicle to avoid serious damage to the first vehicle.

[0198] (4) When the first time is greater than the second time, the first vehicle is controlled to first move away from the second vehicle and then the angle between the first vehicle and the second vehicle is adjusted.

[0199] When the first time is greater than the second time, it means that the time taken by the first vehicle to rotate from the collision angle to the target collision angle is longer than the time taken to increase the current vehicle speed to the target speed. In this case, the first vehicle can respond more quickly to the action of moving away from the second vehicle, thereby controlling the first vehicle to first move away from the second vehicle and then adjusting the angle between the first vehicle and the second vehicle, thereby achieving faster avoidance or reduction of damage to the first vehicle.

[0200] Optionally, in an embodiment of the present application, when the first time is greater than the second time, it can also be determined whether there is a target obstacle in the direction of the first vehicle away from the second vehicle. When there is a target obstacle in the direction of the first vehicle away from the second vehicle, the four wheels of the first vehicle are controlled to rotate to the target wheel angle; and the first vehicle is controlled to travel with the target torque as the output.

[0201] In this case, that is, when there is a target obstacle in the direction in which the first vehicle is moving away from the second vehicle, the first vehicle can be controlled to move in a crab-like manner to move away from the second vehicle. In this way, the first vehicle can move away from the second vehicle more conveniently without being hindered by the obstacle, thereby avoiding being sandwiched from the front and back and suffering greater damage.

[0202] It is worth noting that the vehicle control method provided in the embodiment of the present application utilizes the passive safety method of the vehicle body's anti-collision structure. By determining the danger influencing factor, the collision angle, braking force and vehicle speed between the first vehicle and the second vehicle are subsequently controlled based on the danger influencing factor, thereby fully improving the vehicle's anti-collision potential and maximizing the safety of the vehicle's occupants.

[0203] For ease of understanding, now combined Figure 3 The vehicle control method provided in the embodiment of the present application is illustrated by taking an example. For example, Figure 3 A flowchart of another vehicle control method provided in an embodiment of the present application is provided in Figure 3 , Figure 3 The process includes steps 301 to 309.

[0204] Step 301: When the first vehicle is stationary, obtain vehicle information of the second vehicle and relative motion parameters between the first vehicle and the second vehicle.

[0205] The vehicle information of the second vehicle may include vehicle size; the relative motion parameters may include a relative distance, a relative speed, and a collision angle between the first vehicle and the second vehicle.

[0206] Step 302: Determine a risk impact factor based on the vehicle information of the second vehicle and the relative motion parameter.

[0207] Step 303: When the risk impact factor is less than the first threshold, control the first vehicle to apply braking force.

[0208] Step 304: When the risk impact factor is greater than or equal to the first threshold and less than the second threshold, the first vehicle is controlled to adjust the angle between the first vehicle and the second vehicle and apply braking force.

[0209] Step 305: When the risk impact factor is greater than the second threshold, determine the target collision angle and the target speed.

[0210] Step 306: Determine the first time and the second time.

[0211] Step 307: When the first time is less than the second time, determine whether there is a target obstacle in the direction in which the first vehicle is away from the second vehicle.

[0212] Step 308: If there is a target obstacle in the direction where the first vehicle is moving away from the second vehicle, control the first vehicle to adjust the angle with the second vehicle. If there is no target obstacle in the direction where the first vehicle is moving away from the second vehicle, control the first vehicle to adjust the angle with the second vehicle before moving away from the second vehicle.

[0213] Step 309: When the first time is greater than the second time, control the first vehicle to first move away from the second vehicle and then adjust the angle between the first vehicle and the second vehicle.

[0214] In the embodiment of the present application, when the first vehicle is stationary, the ECU first obtains the vehicle information of the second vehicle that has a collision risk with the first vehicle and the relative motion parameters between the two vehicles, and then determines the danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameters between the two vehicles, that is, determines the degree of danger when the second vehicle collides with the first vehicle. Finally, based on the danger impact factor, the first vehicle is controlled to move away from the second vehicle, adjust the angle between the first vehicle and the second vehicle, and apply braking force. In this way, by controlling the vehicle accordingly based on the danger impact factor, when the first vehicle collides with the second vehicle, the collision energy can be reduced and the energy absorption of the collision structure can be maximized, thereby reducing the damage of the second vehicle to the first vehicle.

[0215] Figure 4 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. The vehicle control device can be implemented by software, hardware or a combination of both to form part or all of a vehicle, and the vehicle can be as follows Figure 5 Vehicle shown. Figure 4 The device includes: an acquisition module 401, a determination module 402 and a control module 403.

[0216] An acquisition module 401 is used to acquire vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle when the first vehicle is in a stationary state, wherein the second vehicle is a vehicle that has a risk of collision with the first vehicle;

[0217] A determination module 402, configured to determine a risk impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameter, wherein the risk impact factor is used to indicate a risk level when the second vehicle collides with the first vehicle;

[0218] The control module 403 is used to control at least one of moving the first vehicle away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force based on the risk impact factor.

[0219] Optionally, the relative motion parameter includes a relative speed between the first vehicle and the second vehicle, a relative distance between the first vehicle and the second vehicle, and a collision angle between the first vehicle and the second vehicle, and the vehicle information includes a vehicle size of the second vehicle. The determination module 402 is used to:

[0220] Divide the relative distance by the relative speed to obtain the estimated collision time between the second vehicle and the first vehicle;

[0221] Based on the collision angle, determining a relative collision angle factor between the first vehicle and the second vehicle, the relative collision angle factor being used to indicate a degree of damage to a vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle;

[0222] The risk impact factor is determined based on the expected collision time, the vehicle size, and the relative collision angle factor.

[0223] Optionally, the control module 403 is used to:

[0224] When the risk impact factor is less than a first threshold, controlling the first vehicle to apply a braking force;

[0225] When the risk impact factor is greater than or equal to a first threshold and less than a second threshold, controlling the first vehicle to adjust the angle between the first vehicle and the second vehicle and applying a braking force, and the first threshold is less than the second threshold;

[0226] When the risk impact factor is greater than a second threshold, the first vehicle is controlled to move away from the second vehicle and the angle between the first vehicle and the second vehicle is adjusted.

[0227] Optionally, the control module 403 is used to:

[0228] When the risk impact factor is greater than or equal to the first threshold and less than the second threshold, a target collision angle is determined based on the collision angle between the first vehicle and the second vehicle, and the target collision angle is used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle;

[0229] determining a first rotation angle based on a target collision angle and a collision angle between the first vehicle and the second vehicle;

[0230] The first vehicle is controlled to rotate in situ by a first rotation angle and a target braking force is applied.

[0231] Optionally, the control module 403 is used to:

[0232] When the risk impact factor is greater than a second threshold, determining whether there is an obstacle in a direction in which the first vehicle is away from the second vehicle;

[0233] In the case where there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, a first rotation angle is determined; the first vehicle is controlled to rotate in situ by the first rotation angle and to move away from the second vehicle with a target torque as output, wherein the target torque is a maximum torque that can be output by the first vehicle;

[0234] When there is an obstacle in the direction where the first vehicle moves away from the second vehicle, the first vehicle is controlled to rotate in place by a second rotation angle and move away from the second vehicle with the target torque as the output. The second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle.

[0235] Optionally, the control module 403 is used to:

[0236] When the risk impact factor is greater than a second threshold, determining a target collision angle and a target speed;

[0237] Determine a first time for the first vehicle to rotate from the collision angle to the target collision angle and a second time for the first vehicle to increase the current vehicle speed to the target speed with the target torque;

[0238] When the first time is less than the second time, the first vehicle is controlled to first adjust the angle between the first vehicle and the second vehicle and then move away from the second vehicle;

[0239] When the first time is greater than the second time, the first vehicle is controlled to first move away from the second vehicle and then the angle between the first vehicle and the second vehicle is adjusted.

[0240] Optionally, the control module 403 is used to:

[0241] Controlling four wheels of the first vehicle to rotate to a target wheel angle;

[0242] The first vehicle is controlled to travel with the target torque as output.

[0243] In an embodiment of the present application, when the first vehicle is stationary, the vehicle information of the second vehicle that has a collision risk with the first vehicle and the relative motion parameters between the two vehicles are first obtained, and then the danger impact factor of the second vehicle is determined based on the vehicle information of the second vehicle and the relative motion parameters between the two vehicles, that is, the degree of danger when the second vehicle collides with the first vehicle is determined. Finally, based on the danger impact factor, the first vehicle is controlled to move away from the second vehicle, adjust the angle between the first vehicle and the second vehicle, and apply braking force. In this way, by controlling the vehicle accordingly based on the danger impact factor, when the first vehicle collides with the second vehicle, the collision energy can be reduced and the energy absorption of the collision structure can be maximized, thereby reducing the damage caused by the second vehicle to the first vehicle.

[0244] It should be noted that: the vehicle control device provided in the above embodiment only uses the division of the above-mentioned functional modules as an example when controlling the vehicle. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0245] The functional units and modules in the above embodiments may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit, and the above integrated units may be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the protection scope of the embodiments of the present application.

[0246] The vehicle control device and vehicle control method embodiments provided in the above embodiments belong to the same concept. The specific working process of the units and modules in the above embodiments and the technical effects brought about can be found in the method embodiment part and will not be repeated here.

[0247] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0248] For example, Figure 5 As shown, the vehicle 5 includes: a memory 51 and a processor 50, wherein the memory 51 stores an executable program code 52, and the processor 50 is used to call and execute the executable program code 52 to perform the above-mentioned vehicle control method.

[0249] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0250] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a determination module and a control module. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0251] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0252] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing mutual program codes and data.

[0253] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0254] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement the above-mentioned vehicle control method in the above-mentioned embodiment.

[0255] This embodiment also provides a computer program product. When the computer program product runs on a computer, it enables the computer to execute the above-mentioned related steps to implement the above-mentioned vehicle control method in the above-mentioned embodiment.

[0256] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the method provided above and will not be repeated here.

[0257] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and brevity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0258] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0259] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle control method comprises: When the first vehicle is stationary, obtaining vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle, where the second vehicle is at risk of collision with the first vehicle; Determining a danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameter, the danger impact factor being used to indicate a degree of danger when the second vehicle collides with the first vehicle; Based on the risk influence factor, at least one of controlling the first vehicle to move away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force; The controlling the first vehicle to move away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force based on the risk influence factor comprises: When the risk impact factor is greater than a second threshold, determining a target collision angle and a target speed, wherein the target collision angle is used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle; determining a first time when the first vehicle rotates to the target collision angle and a second time when the first vehicle increases a current vehicle speed to the target speed with a target torque; When the first time is less than the second time, controlling the first vehicle to first adjust the angle between the first vehicle and the second vehicle and then move away from the second vehicle; When the first time is greater than the second time, controlling the first vehicle to first move away from the second vehicle and then adjusting the angle between the first vehicle and the second vehicle; The controlling the first vehicle to first adjust the angle between the first vehicle and the second vehicle and then to move away from the second vehicle comprises: determining whether there is an obstacle in a direction in which the first vehicle is away from the second vehicle; In the case where there is no obstacle in the direction in which the first vehicle moves away from the second vehicle, a first rotation angle is determined; the first vehicle is controlled to rotate in situ by the first rotation angle and to move away from the second vehicle with the target torque as output, wherein the target torque is the maximum torque that the first vehicle can output; When there is an obstacle in the direction where the first vehicle moves away from the second vehicle, the first vehicle is controlled to rotate in place by a second rotation angle and move away from the second vehicle with the target torque as the output. The second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle.

2. The vehicle control method according to claim 1, characterized in that: The relative motion parameters include a relative speed between the first vehicle and the second vehicle, a relative distance between the first vehicle and the second vehicle, and a collision angle between the first vehicle and the second vehicle. The vehicle information includes a vehicle size of the second vehicle. The determining the risk impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameters includes: Dividing the relative distance by the relative speed to obtain an estimated collision time between the second vehicle and the first vehicle; Based on the collision angle, determining a relative collision angle factor between the first vehicle and the second vehicle, the relative collision angle factor being used to indicate a degree of damage to a vehicle structure of the first vehicle when the second vehicle collides with the first vehicle at the collision angle; The risk impact factor is determined based on the expected collision time, the vehicle size, and the relative collision angle factor.

3. The vehicle control method according to claim 1, characterized in that: The controlling the first vehicle to move away from the second vehicle, adjusting the angle between the first vehicle and the second vehicle, and applying braking force based on the risk influence factor further includes: When the risk impact factor is less than a first threshold, controlling the first vehicle to apply a braking force; When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, the first vehicle is controlled to adjust the angle between the first vehicle and the second vehicle and apply braking force, and the first threshold is less than the second threshold.

4. The vehicle control method according to claim 3, characterized in that: When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, controlling the first vehicle to adjust the angle between the first vehicle and the second vehicle and applying a braking force includes: When the risk impact factor is greater than or equal to the first threshold and less than a second threshold, determining a target collision angle based on a collision angle between the first vehicle and the second vehicle, the target collision angle being used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle; determining a first rotation angle based on the target collision angle and a collision angle between the first vehicle and the second vehicle; The first vehicle is controlled to rotate in situ by the first rotation angle and a target braking force is applied.

5. The vehicle control method according to claim 1, characterized in that: The controlling the first vehicle to move away from the second vehicle comprises: Controlling four wheels of the first vehicle to rotate to a target wheel angle; The first vehicle is controlled to travel with the target torque as output.

6. A vehicle control device, characterized in that: The vehicle control device comprises: an acquisition module, configured to acquire vehicle information of a second vehicle and relative motion parameters between the first vehicle and the second vehicle when the first vehicle is stationary, wherein the second vehicle is a vehicle that has a risk of collision with the first vehicle; a determination module, configured to determine a danger impact factor of the second vehicle based on the vehicle information of the second vehicle and the relative motion parameter, wherein the danger impact factor is used to indicate a degree of danger when the second vehicle collides with the first vehicle; A control module, for determining a target collision angle and a target speed when the risk impact factor is greater than a second threshold value, wherein the target collision angle is used to reduce damage to the first vehicle when the second vehicle collides with the first vehicle; determining a first time for the first vehicle to rotate to the target collision angle and a second time for the first vehicle to increase the current vehicle speed to the target speed with a target torque; determining whether there is an obstacle in the direction in which the first vehicle is away from the second vehicle when the first time is less than the second time; determining a first rotation angle when there is no obstacle in the direction in which the first vehicle is away from the second vehicle; controlling the first vehicle to rotate in place by the first rotation angle and to move away from the second vehicle with the target torque as output, wherein the target torque is the maximum torque that the first vehicle can output; controlling the first vehicle to rotate in place by the second rotation angle and to move away from the second vehicle with the target torque as output when there is an obstacle in the direction in which the first vehicle is away from the second vehicle, wherein the second rotation angle is the angle at which the vehicle rotates after the wheels of the first vehicle rotate to the maximum angle; controlling the first vehicle to move away from the second vehicle first and then adjusting the angle between the first vehicle and the second vehicle when the first time is greater than the second time.

7. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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