Vehicle driving control method, device, vehicle, storage medium and program product

Abstract

The present application relates to the field of assisted driving technology, and specifically discloses a vehicle driving control method, device, vehicle, storage medium and program product. The method comprises: based on a planning task for a target vehicle, determining a target area and a target point in the target area that match the planning task from the approaching area of ​​the target vehicle; determining the planning speed of the current vehicle according to the speed of the target vehicle; determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and driving and controlling the current vehicle according to the turning angle and the planning speed. The method can realize the planning task of the target vehicle, expand the assisted driving scenario, and improve the accuracy of vehicle planning.

Description

Technical Field

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

[0002] With the development of vehicle control technology, assisted driving has been widely used. Assisted driving refers to an intelligent automobile technology that helps drivers improve driving safety, comfort and convenience based on vehicle environment perception, vehicle control and human-computer interaction technologies.

[0003] The current assisted driving technology mainly considers the safety and comfort of the vehicle. However, for some specific special-purpose target vehicles, such as special vehicles, it is impossible to achieve planning tasks in scenarios such as tracking and stopping, which limits the assisted driving scenarios. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle driving control method, device, vehicle, storage medium and program product for expanding assisted driving scenarios in response to the above-mentioned technical problems.

[0005] In a first aspect, the present application provides a vehicle driving control method, comprising: based on a planning task for a target vehicle, determining a target area and a target point in the target area that match the planning task from an approaching area of ​​the target vehicle; determining a planned speed of a current vehicle according to the speed of the target vehicle; determining a turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and controlling the driving of the current vehicle according to the turning angle and the planned speed.

[0006] In some optional implementations, any one of the following items is included: the planning task includes a stopping task, and the target area matching the stopping task includes: a first area located in front of the target vehicle's driving direction; the planning task includes a continuous tracking task, and the target area matching the continuous tracking task includes a second area located behind the target vehicle's driving direction; the planning task includes an accompanying task, and the target area matching the accompanying task includes a third area located on one side or both sides of the target vehicle's driving direction.

[0007] In some optional implementations, the turning angle of the current vehicle is determined based on the driving direction of the target vehicle, the position of the target point and the position of the current vehicle, including: when the driving direction of the target vehicle is used as the driving direction of the target point, based on the position of the target point and the position of the current vehicle, determining the combined velocity direction of the current vehicle relative to the target point; based on the relationship between the combined velocity direction and the position of the target point, determining the turning angle of the current vehicle.

[0008] In some optional implementations, based on the position of the target point and the position of the current vehicle, the direction of the combined velocity of the current vehicle relative to the target point is determined, including: determining a first coordinate difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle and a second coordinate difference between the transverse coordinate in the position of the target point and the transverse coordinate in the position of the current vehicle; performing inverse tangent processing on a first ratio of the first coordinate difference and the second coordinate difference to determine the direction of the combined velocity of the current vehicle relative to the target point.

[0009] In some optional implementations, the turning angle of the current vehicle is determined based on the relationship between the direction of the combined velocity and the position of the target point, including: when the position of the target point is not in the direction of the combined velocity, if the driving direction of the current vehicle points to the target point, the turning angle of the current vehicle is determined based on the position of the target point and the position of the current vehicle; when the position of the target point is in the direction of the combined velocity, the turning angle of the current vehicle is determined based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle.

[0010] In some optional implementations, the turning angle of the current vehicle is determined based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle, including: determining the velocity vector of the target point based on the speed and the first angle of the target vehicle; determining the turning angle of the current vehicle based on the position of the target point, the position of the current vehicle, the velocity vector and the speed of the current vehicle.

[0011] In some optional implementations, the turning angle of the current vehicle is determined based on the position of the target point, the position of the current vehicle, the velocity vector and the speed of the current vehicle, including: solving an equal functional relationship based on a first relationship between the position of the target point and the position of the current vehicle and a second relationship between the speed of the current vehicle, the turning angle and the velocity vector to obtain the turning angle of the current vehicle.

[0012] In some optional implementations, the velocity vector includes: a first speed determined based on the speed of the target vehicle and the sine value of the first angle, and a second speed determined based on the speed of the target vehicle and the cosine value of the first angle; the first relationship includes: a first ratio between the first coordinate difference and the second coordinate difference, the first coordinate difference is the difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle, and the second coordinate difference is the difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the current vehicle; the second relationship includes: a ratio of a third difference and a fourth difference, the third difference is the product of the speed of the current vehicle and the sine value of the turning angle of the current vehicle and the difference with the first speed, and the fourth difference is the ratio of the product of the speed of the current vehicle and the cosine value of the turning angle of the current vehicle to the difference with the second speed.

[0013] In some optional implementations, the turning angle of the current vehicle is determined based on the position of the target point and the position of the current vehicle, including: performing inverse tangent processing on a first ratio to obtain a target angle of the current vehicle relative to the target point, the first ratio being a ratio of a first coordinate difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle and a second coordinate difference between the transverse coordinate in the position of the target point and the transverse coordinate in the position of the current vehicle; determining the turning angle of the current vehicle based on the target angle.

[0014] In some optional implementations, the turning angle of the current vehicle is determined based on the target angle, including: determining the maximum steering angle based on the speed of the current vehicle; and determining the smaller value between the target angle and the maximum steering angle as the turning angle of the current vehicle.

[0015] In some optional implementations, the maximum steering angle is determined based on the speed of the current vehicle, including: performing inverse tangent processing on the product of the maximum turning acceleration of the current vehicle and a second ratio to obtain the maximum steering angle, where the second ratio is the ratio of the wheelbase of the current vehicle to the square of the speed of the current vehicle.

[0016] In some optional implementations, the planned speed of the current vehicle is determined according to the speed of the target vehicle, including: determining a speed coefficient according to the distance between the current vehicle and the target point; and determining the planned speed of the current vehicle based on the speed coefficient and the speed of the target vehicle.

[0017] In some optional implementations, a speed coefficient is determined based on the distance between the current vehicle and the target point, including: when the distance between the current vehicle and the target point is greater than or equal to a first distance threshold, the speed coefficient is determined from a preset coefficient range; when the distance between the current vehicle and the target point is less than a second distance threshold, the speed coefficient is determined according to the planned task.

[0018] In some optional implementations, a speed coefficient is determined according to a planned task, including: when the planned task is a continuous tracking task, the speed coefficient is determined to be a first preset coefficient, and the first preset coefficient is less than a lower limit value of a preset coefficient range; when the planned task is an impact task, the speed coefficient is determined to be a second preset coefficient, and the second preset coefficient is greater than the first preset coefficient.

[0019] In some optional implementations, the method also includes: determining whether there is an obstacle vehicle between the current vehicle and the target vehicle; if there is an obstacle vehicle, determining a dynamic position point from a third area on one side or both sides of the driving direction of the obstacle vehicle; taking the dynamic position point as the target point, and entering the step of determining the planned speed of the current vehicle according to the speed of the target vehicle until the current vehicle reaches the dynamic position point.

[0020] In a second aspect, the present application provides a vehicle driving control device, which includes: a determination module, which is used to determine a target area and a target point in the target area that match the planning task from the approach area of ​​the target vehicle based on the planning task for the target vehicle; a processing module, which is used to determine the planned speed of the current vehicle according to the speed of the target vehicle; an analysis module, which is used to determine the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and a control module, which is used to control the driving of the current vehicle according to the turning angle and the planned speed.

[0021] On the third aspect, the present application also provides a vehicle, including a memory and a processor, the memory storing a computer program, and the processor implementing the following steps when executing the computer program: based on the planning task for the target vehicle, determining a target area and a target point in the target area that match the planning task from the approaching area of ​​the target vehicle; determining the planned speed of the current vehicle according to the speed of the target vehicle; determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and controlling the driving of the current vehicle according to the turning angle and the planned speed.

[0022] In a fourth aspect, the present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the following steps when the computer program is executed by a processor: based on a planning task for a target vehicle, determining a target area and a target point in the target area that match the planning task from an approaching area of ​​the target vehicle; determining a planned speed of a current vehicle according to the speed of the target vehicle; determining a turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and controlling the driving of the current vehicle according to the turning angle and the planned speed.

[0023] In a fifth aspect, the present application also provides a computer program product, including a computer program, which implements the following steps when executed by a processor: based on a planning task for a target vehicle, determining a target area and a target point in the target area that match the planning task from the approaching area of ​​the target vehicle; determining a planned speed of the current vehicle according to the speed of the target vehicle; determining a turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; and controlling the driving of the current vehicle according to the turning angle and the planned speed.

[0024] The above-mentioned vehicle driving control method, device, vehicle, storage medium and program product, by determining the target area and target point in the target area that match the planning task from the approaching area of ​​the target vehicle based on the planning task for the target vehicle, thereby, for different planning tasks, by determining the target point that matches it from the approaching area of ​​the target vehicle, the planning task of the target vehicle can be realized, the assisted driving scene is expanded, and the accuracy of vehicle planning can be improved. By determining the planned speed of the current vehicle according to the speed of the target vehicle, and determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle, the current vehicle is driven and controlled according to the turning angle and the planned speed, thus, the present application can determine the turning angle required in the path process of the current vehicle rapidly approaching the target point based on the position of the target point and the position of the current vehicle, without the need to use a high-precision map, the path planning principle is simple, and the turning angle can be determined in real time in the path process of the current vehicle rapidly approaching the target point, thereby improving the accuracy and efficiency of assisted driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions 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 related drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 A schematic flow chart of a vehicle driving control method in one embodiment;

[0027] Figure 2 A schematic diagram of driving in a scenario without lane lines in one embodiment;

[0028] Figure 3 A schematic diagram of driving in a scenario with lane lines in one embodiment;

[0029] Figure 4 is a schematic diagram of an approach area of ​​a target vehicle in one embodiment;

[0030] Figure 5 It is a schematic diagram of a process of determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle in one embodiment;

[0031] Figure 6 A schematic diagram of a process for determining a direction of a combined velocity of a current vehicle relative to a target point based on a position of the target point and a position of the current vehicle in an embodiment;

[0032] Figure 7is a schematic diagram of a driving process between a current vehicle and a target point in one embodiment;

[0033] Figure 8 is a schematic diagram of a driving process between a current vehicle and a target point in another embodiment;

[0034] Fig. 9 is a schematic diagram of a driving process between a current vehicle and a target point in another embodiment;

[0035] Fig.10 It is a schematic diagram of a process of determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle in one embodiment;

[0036] Fig.11 is a schematic diagram of the motion trajectory of the current vehicle in one embodiment;

[0037] Fig.12 is a schematic diagram of a driving process between a current vehicle and a target point in another embodiment;

[0038] Fig.13 is a schematic diagram of a driving process between a current vehicle and a target point in another embodiment;

[0039] Fig.14 1 is a flow chart of determining the turning angle of the current vehicle based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle when the position of the target point is in the direction of the combined speed in one embodiment;

[0040] Fig.15 A schematic diagram of determining a speed coefficient based on a distance between a current vehicle and a target point in one embodiment;

[0041] Fig.16 A schematic diagram of a flow chart of an obstacle avoidance solution in one embodiment;

[0042] Fig.17 is a schematic diagram of an obstacle avoidance solution in one embodiment;

[0043] Fig.18 is a schematic diagram of an obstacle avoidance solution in another embodiment;

[0044] Fig.19 is a schematic diagram of an obstacle avoidance solution in another embodiment;

[0045] Fig. 20 1 is a structural block diagram of a vehicle driving control device in one embodiment. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. It should be noted that in the embodiments of the present application, certain software, groups, models and other existing solutions in the industry may be mentioned, which should be considered as exemplary, and their purpose is only to illustrate the feasibility of the implementation of the technical solution of the present application, but it does not mean that the applicant has or will necessarily use the solution.

[0047] The vehicle driving control method provided in the embodiment of the present application can be applied to the scenario where the current vehicle quickly approaches the target vehicle to meet the driving planning task. Among them, the current vehicle may include special vehicles such as tanks, tracked vehicles, and police vehicles. In some cases, when the current vehicle is a police vehicle, the current vehicle quickly approaches the target vehicle and can stop, track, flank, shout side by side, etc. to the target vehicle. In some cases, the current vehicle can quickly chase the target vehicle in the wilderness, flank, accompany side by side, non-contact stop, contact stop, collision, etc.

[0048] Specifically, the processor in the current vehicle determines the target area and the target point in the target area that match the planning task from the approaching area of ​​the target vehicle based on the planning task for the target vehicle, and determines the planned speed of the current vehicle according to the speed of the target vehicle, and determines the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle. Thus, the processor can control the driving of the current vehicle according to the turning angle and the planned speed.

[0049] In one embodiment, Figure 1 As shown, a vehicle driving control method is provided, which is described by taking the method applied to a processor in a vehicle as an example, and includes the following steps:

[0050] S102, based on the planning task for the target vehicle, determining a target area and a target point in the target area that match the planning task from the approaching area of ​​the target vehicle.

[0051] In this embodiment, the planning task is used to characterize the purpose of the current vehicle approaching the target vehicle. In some cases, the purpose of the current vehicle approaching the target vehicle is to intercept the target vehicle, and the planning task may be an interception task. In some cases, the purpose of the current vehicle approaching the target vehicle is to track the target vehicle, and the planning task may be a tracking task. In some cases, the purpose of the current vehicle approaching the target vehicle is to shout at the target vehicle side by side, and the planning task may be an accompanying task.

[0052] The approaching area of ​​the target vehicle may refer to the area centered on the target vehicle. In some embodiments, the approaching area of ​​the target vehicle may be the area in front, rear or one of the sides of the direction of travel of the target vehicle. The specific shape and determination method of these areas are not limited, and the area may be different shapes such as rectangle, fan-shaped, irregular. In some embodiments, taking the shape of a fan-shaped as an example, the ban-released area may be the area determined in a circle with the target vehicle as the center of the circle and a radius as a set value. For example, when the direction of travel of the target vehicle is the axis, the circular area is divided into 4 equal parts, and the approaching area may include 4 fan-shaped areas. For example, the 2 fan-shaped areas in front of the direction of travel of the target vehicle may be respectively referred to as the first target area, the second target area according to the order from left to right, the fan-shaped area below the first target area may be referred to as the third target area, and the fan-shaped area below the second target area may be referred to as the fourth target area. It should be understood that in other embodiments, other methods may also be used to determine the approaching area of ​​the target vehicle centered on the target vehicle.

[0053] Taking the approach area including four fan-shaped areas as described above as an example, in some cases, when the planned task is a companion task, the target area matching the planned task may include the second target area and the fourth target area, and the target point in the target area may refer to any point at the intersection of the second target area and the fourth target area. Alternatively, the target area matching the planned task may include the first target area and the third target area, and the target point in the target area may refer to any point at the intersection of the first target area and the third target area.

[0054] Taking the approach area as described above including 4 fan-shaped areas as an example, in some cases, when the planned task is an interception task, the target area matching the planned task may include a first target area and a second target area, and the target point in the target area may refer to any point at the intersection of the first target area and the second target area.

[0055] Taking the approach area as described above including 4 fan-shaped areas as an example, in some cases, when the planned task is a continuous tracking task, the target area matching the planned task may include a third target area or a fourth target area, and the target point in the target area may refer to any point in the third target area or the fourth target area.

[0056] like Figure 2 As shown in Figure 1, a schematic diagram of driving in a scenario without lane lines is provided. In a scenario without lane lines, the current vehicle can drive in any direction to quickly approach the target point without being affected by the lane. Figure 3As shown, a driving schematic diagram in a scenario with lane lines is provided. In the scenario with lane lines, due to the narrow and long characteristics of the lane itself, the current vehicle has a higher speed along the lane line and a lower speed perpendicular to the lane line, otherwise it will exceed the lane line, which will make the vehicle driving unsafe.

[0057] analyze Figure 2 and Figure 3 It can be seen that when the current vehicle is rapidly approaching the target point, the turning angle of the current vehicle can be limited to reduce the impact of the presence or absence of lane lines on the tracking process; and the turning speed can be limited when turning to avoid low safety when turning. That is, when the current vehicle is rapidly approaching the target point, a longitudinal acceleration and deceleration scheme can be set, and the specific implementation method is shown in S104, and a lateral turning scheme can be set, and the specific implementation method is shown in S106.

[0058] S104, determining the planned speed of the current vehicle according to the speed of the target vehicle.

[0059] In this embodiment, the speed of the target vehicle refers to the current driving speed of the target vehicle. Since the target point is a point selected from a target area related to the target vehicle, the speed of the target vehicle can be used as the speed of the target point, and the driving direction of the target vehicle can be used as the speed direction of the target point. In some cases, the current vehicle is equipped with a radar sensor, which is used to detect the target vehicle and obtain the speed of the target vehicle.

[0060] In some embodiments, a mapping relationship between a vehicle speed and a planned speed is obtained; a vehicle speed consistent with the speed of a target vehicle is determined from the vehicle speeds in the mapping relationship; and the planned speed corresponding to the determined vehicle speed in the mapping relationship is determined as the planned speed of the current vehicle.

[0061] S106, determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle.

[0062] In the present embodiment, the turning angle of the current car refers to the angle required for the current car to perform a turn. The position of the target car and the position of the current car can refer to relative positions. In some cases, the position of the target car can be taken as the origin, and the direction of travel of the target car is the y-axis to establish a coordinate system, then the position of the target point refers to the position of the target point relative to the target car, and the position of the current car refers to the position of the current car relative to the target car. In some cases, any point between the position of the target point and the position of the current car can be taken as the origin, and the direction of travel of the target car is the y-axis to establish a coordinate system, then the position of the target point refers to the position of the target point relative to the origin, and the position of the current car refers to the position of the current car relative to the origin.

[0063] In some embodiments, when the driving direction of the target vehicle is used as the driving direction of the target point, the turning angle of the current vehicle is determined by taking the average of the angles between the position of the target point and the position of the current vehicle and the driving direction of the target vehicle.

[0064] It should be understood that when the target vehicle and the current vehicle are in a dynamic driving process, the position of the target point and the position of the current vehicle change in real time. Therefore, each time the position changes, the turning angle of the current vehicle can be determined in real time based on the updated position of the target point and the position of the current vehicle. Thus, the current vehicle can track the target point in real time, and further the target vehicle in real time.

[0065] S108, controlling the driving of the current vehicle according to the turning angle and the planned speed.

[0066] The processor can generate a turning instruction according to the turning angle and the planned speed, so that the current vehicle can turn at the planned speed based on the turning instruction, and the angle when turning reaches the purpose of the turning angle. In other words, the planned speed is the speed required for the current vehicle to turn.

[0067] In summary, based on the vehicle driving control method in the above-mentioned embodiment, by determining the target area and the target point in the target area that match the planning task from the approaching area of ​​the target vehicle based on the planning task for the target vehicle, the planning task of the target vehicle can be realized by determining the target point that matches it from the approaching area of ​​the target vehicle for different planning tasks, the assisted driving scene can be expanded, and the accuracy of vehicle planning can be improved. By determining the planned speed of the current vehicle according to the speed of the target vehicle, and determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle, the current vehicle is driven and controlled according to the turning angle and the planned speed, so that the present application can determine the turning angle required in the path process of the current vehicle approaching the target point quickly based on the position of the target point and the position of the current vehicle, without the need to use a high-precision map, the path planning principle is simple, and in the path process of the current vehicle approaching the target point quickly, the turning angle can be determined in real time, which improves the accuracy and efficiency of assisted driving.

[0068] In one embodiment, the planning task includes any one of the interception task, the continuous tracking task and the accompanying task, and the planning task has a corresponding relationship with the target area. When the planning task includes the interception task, the target area matched with the interception task may include a first area located in front of the target vehicle's driving direction. When the planning task includes the continuous tracking task, the target area matched with the continuous tracking task may include a second area located behind the target vehicle's driving direction. When the planning task includes the accompanying task, the target area matched with the accompanying task includes a third area located on one side or both sides of the target vehicle's driving direction.

[0069] In some cases, when the planning task includes an interception task, if the line between the current vehicle and the first area passes through the target vehicle, the target area matching the interception task may include the first area and the third area, that is, the current vehicle needs to reach the third area first, and then reach the first area from the third area.

[0070] In some embodiments, when the planned task includes a collision task, the target area matching the collision task may include the second area or the third area, and the target point may be the point where the body edge of the target vehicle intersects with the target area, so that when the current vehicle reaches the target point, it will collide with the body of the target vehicle.

[0071] In some cases, when the planned task includes a collision task, the target area can be any point in the area enclosed by the first area, the second area and the third area, that is, the target area is the area where the body of the target vehicle is located, so that before the current vehicle reaches the target point, it will collide with the body of the target vehicle.

[0072] like Figure 4 A schematic diagram of an approaching area of ​​a target vehicle is provided, wherein the area in front of the target vehicle in the driving direction is a first area, the area behind the target vehicle in the driving direction is a second area, and the areas on both sides of the target vehicle in the driving direction are third areas.

[0073] Furthermore, when the target area matching the planned task is determined, the target point can be determined from the target area, or a point in the target area that is a preset value away from the vehicle side edge of the target vehicle can be used as the target point, and the preset value has a corresponding relationship with the planned task. For example, if the planned task is a continuous tracking task, the preset value is A; if the planned task is a stop task, the preset value is B, and so on.

[0074] In one embodiment, the method for determining the turning angle of the current vehicle (ie, S106) according to the driving direction of the target vehicle, the position of the target point, and the position of the current vehicle can be as follows: Figure 5 As shown, the following steps are included:

[0075] S502, when the driving direction of the target vehicle is used as the driving direction of the target point, based on the position of the target point and the position of the current vehicle, determine the combined speed direction of the current vehicle relative to the target point.

[0076] In this embodiment, when the target vehicle's driving direction is used as the speed direction of the target point, the direction of the relative speed component of the current vehicle relative to the target point can be determined. For example, if the target vehicle's driving direction is straight forward, the direction of the relative speed component is the same as the reverse extension line of the speed direction of the target point.

[0077] Furthermore, the direction of the resultant velocity of the current vehicle relative to the target point is determined based on the direction of the relative velocity component, the direction of the position line between the position of the target point and the position of the current vehicle. Specifically, a parallelogram is constructed based on the direction of the relative velocity component and the direction of the position line, and the diagonal direction of the extension line of the velocity direction pointing to the target point in the parallelogram is used as the resultant velocity direction of the current vehicle relative to the target point.

[0078] S504: Determine the turning angle of the current vehicle based on the relationship between the direction of the resultant velocity and the position of the target point.

[0079] In this embodiment, the relationship between the resultant velocity direction and the position of the target point may include: the resultant velocity direction points to the position of the target point, or the resultant velocity direction does not point to the position of the target point. Thus, based on different relationships, different methods are used to determine the turning angle of the current vehicle.

[0080] In some embodiments, when the direction of the resultant velocity does not point to the position of the target point, the turning angle of the current vehicle is determined based on the mapping relationship between friction and turning angle, and the friction of the current vehicle on the ground.

[0081] In some embodiments, when the combined speed direction points to the position of the target point, the preset range of the current vehicle speed is determined, and the preset angle corresponding to the preset range is determined as the turning angle of the current vehicle. The preset range may include a first set range, a second set range, etc., and the preset angle includes a first set angle corresponding to the first set range and a second set angle matching the second set range.

[0082] In summary, based on Figure 5 The method shown determines the turning angle of the current vehicle based on the relationship between the direction of the combined velocity and the position of the target point. Thus, the turning angle of the current vehicle is obtained in different ways based on different relationships, which can improve the practicality of controlling the vehicle in the assisted driving scenario.

[0083] In one embodiment, based on the position of the target point and the position of the current vehicle, determining the direction of the combined velocity of the current vehicle relative to the target point (ie, S502) may be implemented as follows: Figure 6 As shown, the following steps are included:

[0084] S602, determining a first coordinate difference between the longitudinal coordinate of the target point position and the longitudinal coordinate of the current vehicle position, and a second coordinate difference between the horizontal coordinate of the target point position and the horizontal coordinate of the current vehicle position.

[0085] S604, performing arctangent processing on a first ratio of the first coordinate difference and the second coordinate difference to determine a direction of a total velocity of the current vehicle relative to the target point.

[0086] The arc tangent value of the first ratio can be determined as the angle between the position line between the current vehicle position and the target point position and the direction of the reverse extension line perpendicular to the speed direction of the target point, and the resultant speed direction is located in the area formed by the angle and the position line, or the resultant speed direction coincides with the area boundary of the formed area. For example, the position of the target point is expressed as (x t ,y t ), the current position of the car is represented by (x c ,y c ), then the inverse tangent of the first ratio is expressed as: .

[0087] In summary, based on Figure 6 The method shown can determine the direction of the resultant velocity of the current vehicle relative to the target point. Therefore, based on the different relationships between the direction of the resultant velocity and the position of the target point, different methods can be used to determine the turning angle of the current vehicle, thereby improving the practicality of controlling the vehicle in the assisted driving scenario.

[0088] In some cases, assuming that the speed difference between the current vehicle and the target vehicle is small, the most intuitive turning method for the current vehicle is to drive along the position line between the current vehicle position and the target point after the current vehicle detects the target vehicle and determines the target point. The driving process can be as follows: Figure 7-Figure 9 Schematic diagram shown.

[0089] When the distance between the current vehicle and the target point is far, such as Figure 7 As shown, the current vehicle is located on one side of the reverse extension line of the speed direction of the target point. The speed of the current vehicle relative to the driving direction of the target point is mostly offset, but the speed of the current vehicle is still slightly greater than the speed of the target vehicle. The component of the combined speed direction in the reverse extension line perpendicular to the speed direction of the target point is larger.

[0090] When the distance between the current vehicle and the target point is close, such as Figure 8 As shown, right behind the reverse extension line of the velocity direction of the current vehicle approaching the target point, the component of the relative velocity component of the current vehicle relative to the target point that is perpendicular to the reverse extension line of the velocity direction of the target point gradually decreases.

[0091] When the current vehicle is directly behind the target point, Fig. 9 As shown, the position line between the position of the current vehicle and the position of the target point coincides with the reverse extension line of the speed direction of the target point, and the combined speed direction of the current vehicle relative to the target point and the speed direction of the current vehicle both point to the target point. Therefore, when the direction of the relative speed component of the current vehicle relative to the target point is along the position line, the current vehicle can approach the target point from directly behind the target point.

[0092] Combination Figure 7-Figure 9 The content shown can be determined in the following manner based on the relationship between the direction of the resultant velocity and the position of the target point to determine the turning angle of the current vehicle, specifically:

[0093] S1, when the position of the target point is not in the direction of the combined velocity, if the driving direction of the current vehicle points to the target point, the turning angle of the current vehicle is determined based on the position of the target point and the position of the current vehicle.

[0094] Among them, the position of the target point is not in the direction of the combined velocity, and the driving direction of the current vehicle points to the target point, that is, when the driving direction of the current vehicle is known and the driving direction of the current vehicle points to the target point, the turning angle of the current vehicle can be determined based on the position of the target point and the position of the current vehicle.

[0095] Specifically, determine a first coordinate difference between the longitudinal coordinate of the target point's position and the longitudinal coordinate of the current vehicle's position, and a second coordinate difference between the transverse coordinate of the target point's position and the transverse coordinate of the current vehicle's position; determine a first ratio between the first coordinate difference and the second coordinate difference; and determine the turning angle of the current vehicle based on a mapping relationship between the ratio and the turning angle, and the first ratio.

[0096] In one embodiment, the implementation method of determining the turning angle of the current vehicle (ie, S1) based on the position of the target point and the position of the current vehicle may include the following steps:

[0097] S11, performing arc tangent processing on the first ratio to obtain a target angle of the current vehicle relative to the target point.

[0098] The first ratio is the ratio of the first coordinate difference between the ordinate of the target point and the ordinate of the current vehicle to the second coordinate difference between the abscissa of the target point and the abscissa of the current vehicle. For example, the position of the target point is represented by , the current car position is expressed as , represents the target angle, then .

[0099] S12, determining the turning angle of the current vehicle based on the target angle.

[0100] Among them, a target angle range where the target angle is located can be determined from each preset angle range, and the turning angle corresponding to the target angle range can be determined as the turning angle of the current vehicle. The preset angle range can include a first angle range, a second angle range, and a third angle range, etc. The turning angle corresponding to the preset angle range includes a first angle corresponding to the first angle range, a second angle corresponding to the second angle range, and a third angle corresponding to the third angle range, etc.

[0101] In one embodiment, the implementation of determining the turning angle of the current vehicle based on the target angle (ie, S12) may include:

[0102] S121, determining a maximum steering angle based on the current vehicle speed.

[0103] Among them, the maximum steering angle is the maximum angle that the current vehicle can reach when turning.

[0104] In some embodiments, the maximum steering angle may be determined based on a mapping relationship between speed and maximum steering angle and a current vehicle speed.

[0105] In some embodiments, the maximum turning acceleration of the current vehicle is multiplied by the second ratio by an inverse tangent process to obtain the maximum steering angle, and the second ratio is the ratio between the wheelbase of the current vehicle and the square of the speed of the current vehicle. The maximum turning acceleration of the current vehicle refers to the preset maximum turning acceleration. For example, represents the maximum turning acceleration of the current vehicle, V represents the speed of the current vehicle, and L represents the wheelbase of the current vehicle. represents the maximum steering angle, then .

[0106] S122: The smaller value between the target angle and the maximum steering angle is determined as the turning angle of the current vehicle.

[0107] in, represents the maximum steering angle, represents the target angle, represents the current turning angle of the car, then .

[0108] In combination with the contents of S1-S122 above, in one embodiment, Fig.10 As shown, a flow chart of determining the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle is provided, including the following steps:

[0109] S1002, when the driving direction of the target vehicle is used as the driving direction of the target point, based on the position of the target point and the position of the current vehicle, determine the combined speed direction of the current vehicle relative to the target point.

[0110] S1004: When the position of the target point is not in the direction of the combined velocity, if the current vehicle is traveling in a direction pointing toward the target point, a first ratio is obtained based on the position of the target point and the position of the current vehicle.

[0111] The first ratio is the ratio of a first coordinate difference between the ordinate of the target point and the ordinate of the current vehicle, to a second coordinate difference between the abscissa of the target point and the abscissa of the current vehicle.

[0112] S1006, performing arc tangent processing on the first ratio to obtain a target angle of the current vehicle relative to the target point.

[0113] S1008, performing arctangent processing on the product of the maximum turning acceleration of the current vehicle and the second ratio to obtain a maximum steering angle, where the second ratio is the ratio of the wheelbase of the current vehicle to the square of the speed of the current vehicle.

[0114] S1010: The smaller value between the target angle and the maximum steering angle is determined as the turning angle of the current vehicle.

[0115] Among them, the implementation method of S1002-S1010 can refer to the above content for adaptation description, and will not be repeated here.

[0116] In summary, based on Fig.10 When the method shown determines the turning angle of the current vehicle, the maximum steering angle of the current vehicle is taken into consideration, which can improve the safety of the current vehicle when turning at the turning angle.

[0117] exist Fig.10 Based on the current vehicle, when it is rapidly approaching the target point, its trajectory is as follows Fig.11 As shown. Fig.11 As can be seen from the figure, the current car can quickly approach the target point from behind. In some cases, Fig.10 The method shown can be applied to a scenario where the current vehicle is tracking behind a target vehicle, and can also be applied to a scenario where the current vehicle is traveling along with the target vehicle.

[0118] In some cases, when tracking from behind the target point, the current vehicle needs to go around the target point all the time. However, this is not predictable for the target point whose position changes, and the tracking efficiency is low. Intuitively, the most efficient tracking method is that the current vehicle always drives along the position line between the current vehicle and the target point until it approaches the target point.

[0119] In view of the highest tracking efficiency, it is assumed that the current vehicle and the target point are both in uniform motion, and their motion situation is as follows: Fig.12 As shown, from Fig.12 It can be seen that under the assumed uniform motion state, the direction of the total velocity of the current vehicle relative to the target point is always toward the target point. Because the relative velocity component of the current vehicle relative to the target point has no velocity in the direction perpendicular to the position line between the current vehicle's position and the target point's position, the position line between the current vehicle's position and the target point's position does not rotate continuously. Therefore, when a coordinate system is established based on the target point and the current vehicle, in the established coordinate system, the position line between the current vehicle's position and the target point's position remains unchanged relative to the target point, and the relative velocity between the current vehicle and the target point always follows the position line between the two. Finally, in the world coordinate system, the target sight line only has translational motion. During the uniform speed driving of the target vehicle and the current vehicle, the position lines between the current vehicle's position and the target point's position at different times remain parallel, and due to the existence of the relative velocity component of the current vehicle relative to the target point, the current vehicle and the target point continue to approach, and the distance between the current vehicle and the target point continues to shrink.

[0120] like Fig.13 As shown in the figure, when the distance between the current vehicle and the target point is reduced to 0, the current vehicle reaches the target point. The target point at this time is the final encounter point between the current vehicle and the target point, and under the assumption that the current vehicle and the target vehicle are traveling at a constant speed, the position of the current vehicle always points to the final encounter point.

[0121] from Fig.13 It can also be seen that before the current vehicle reaches the final encounter point, due to the existence of the instantaneous encounter point, the current vehicle's driving direction will be ahead of the position line between the current vehicle's position and the target point, and there is a lead angle. That is, when the combined velocity direction of the current vehicle relative to the target point points to the target point, the current vehicle's driving direction can be determined based on the combined velocity direction and the lead angle, so that the current vehicle's driving direction is ahead of the position line between the current vehicle's position and the target point. That is, when the combined velocity direction of the current vehicle relative to the target point points to the target point, the lead angle is the turning angle of the current vehicle.

[0122] Combination Fig.12 and Fig.13 The content shown can be determined in the following manner based on the relationship between the direction of the resultant velocity and the position of the target point to determine the turning angle of the current vehicle, specifically:

[0123] S2, when the position of the target point is in the direction of the combined speed, the turning angle of the current vehicle is determined based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle.

[0124] The position of the target point is in the direction of the resultant velocity, that is, when the current vehicle approaches the target point, the resultant velocity direction always points to the destination point. In some cases, the first angle may be the angle of the target point relative to the current vehicle when the coordinate system is established with the current vehicle as the origin. In some cases, the first angle may be the angle of the target point relative to the current vehicle when the coordinate system is established with the target vehicle as the origin, that is, the first angle is the relative angle of the target point relative to the current vehicle.

[0125] In some embodiments, based on the mapping relationship between speed difference and angle, and the speed difference between the speed of the target vehicle and the speed of the current vehicle, a first reference angle matching the speed difference between the speed of the target vehicle and the speed of the current vehicle is determined; a first coordinate difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle, and a second coordinate difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the current vehicle are determined; based on the mapping relationship between coordinate difference and angle, and the first coordinate difference and the second coordinate difference, a second reference angle matching the first coordinate difference and a third reference angle matching the second coordinate difference are determined; and the average of the first angle, the first reference angle, the second reference angle and the third reference angle is determined as the turning angle of the current vehicle.

[0126] In one embodiment, the implementation of determining the turning angle of the current vehicle (i.e., S2) based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle may include:

[0127] S21, determining a velocity vector of the target point based on the velocity of the target vehicle and the first angle.

[0128] in, represents the first angle, represents the speed of the target vehicle, represents the velocity vector of the target point, then That is, the velocity vector of the target point includes: a first velocity determined based on the velocity of the target vehicle and the sine value of the first angle , a second speed determined based on the speed of the target vehicle and the cosine value of the first angle , the first speed is the product of the speed of the target vehicle and the sine value of the first angle, and the second speed is the product of the speed of the target vehicle and the cosine value of the first angle.

[0129] S22, determining the turning angle of the current vehicle based on the position of the target point, the position of the current vehicle, the velocity vector and the velocity of the current vehicle.

[0130] In some embodiments, the turning angle of the current vehicle can be determined based on a first coordinate difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle, a second coordinate difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the current vehicle, a first speed difference between the first speed in the speed vector and the speed of the current vehicle, and a second speed difference between the second speed in the speed vector and the speed of the current vehicle.

[0131] Specifically, based on the mapping relationship between coordinate difference and angle, the first coordinate difference and the second coordinate difference, a second reference angle matching the first coordinate difference and a third reference angle matching the second coordinate difference are determined; based on the mapping relationship between speed difference and angle, the first speed difference and the second speed difference, a fourth reference angle matching the first speed difference and a fifth reference angle matching the second speed difference are determined; the average of the second reference angle, the third reference angle, the fourth reference angle and the fifth reference angle is determined as the turning angle of the current vehicle.

[0132] In some embodiments, the turning angle of the current vehicle can be obtained by solving the equal functional relationship between the first relationship between the position of the target point and the position of the current vehicle and the second relationship between the speed, turning angle and speed vector of the current vehicle. That is, the turning angle of the current vehicle is solved based on the equal functional relationship between the first relationship and the second relationship, and the first relationship is determined based on the position of the target point and the position of the current vehicle, and the second relationship is determined based on the speed, turning angle and speed vector of the current vehicle.

[0133] In some cases, the velocity vector includes: a first velocity determined based on the velocity of the target vehicle and the sine value of the first angle, and a second velocity determined based on the velocity of the target vehicle and the cosine value of the first angle. The first relationship includes: a first ratio between the first coordinate difference and the second coordinate difference, the first coordinate difference is the difference between the ordinate in the position of the target point and the ordinate in the position of the current vehicle, and the second coordinate difference is the difference between the abscissa in the position of the target point and the abscissa in the position of the current vehicle. The second relationship includes: a ratio between the third difference and the fourth difference, the third difference is the product of the velocity of the current vehicle and the sine value of the turning angle of the current vehicle, and the difference with the first velocity, and the fourth difference is the product of the velocity of the current vehicle and the cosine value of the turning angle of the current vehicle, and the difference with the second velocity.

[0134] For example, when the target point is in the direction of the resultant velocity, Indicates the location of the target point. represents the current position of the vehicle. Based on the position line between the position of the target point and the position of the current vehicle, the direction of the combined velocity of the current vehicle relative to the target point can be solved, that is, .assumed Indicates the turning angle of the current car, based on the turning angle of the current car And the current car's speed V, we can solve the current car's speed vector, that is . represents the first angle, represents the sine of the first angle, represents the cosine value of the first angle, then the velocity vector of the target vehicle can be obtained, that is, Based on the velocity vector of the current vehicle and the velocity vector of the target vehicle, the relative velocity vector of the current vehicle relative to the target point can be solved, that is, The direction of the combined velocity is solved by the current vehicle position and the relative velocity vector of the current vehicle, and we get , and based on ,available . That is, the first relationship includes: , the second relationship includes: , and the first relationship and the second relationship are equal, then the turning angle of the current vehicle can be solved .

[0135] In some cases, the first relationship includes: a ratio between a first reference value and a second reference value; the first reference value is the difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the target vehicle; the second reference value is the ratio of a first candidate value to a second candidate value, the first candidate value is the difference between the vertical coordinate in the position of the current vehicle and the vertical coordinate in the position of the target vehicle, and the second candidate value is the difference between the horizontal coordinate in the position of the current vehicle and the horizontal coordinate in the position of the target vehicle. The second relationship includes: a ratio between a first target value and a second target value, the first target value is the difference between the product of the speed of the current vehicle and the sine value of the turning angle and the maximum speed in the speed vector, and the second target value is the difference between the product of the speed of the current vehicle and the cosine value of the turning angle and the minimum speed in the speed vector. Among them, the maximum speed is the maximum speed of the first speed and the second speed in the speed vector.

[0136] Combining the above content, such as Fig.14 As shown, a flow chart of determining the turning angle of the current vehicle based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle is provided when the position of the target point is in the direction of the combined speed, including the following steps:

[0137] S1402: When the position of the target point is in the direction of the resultant velocity, a velocity vector of the target point is determined based on the velocity of the target vehicle and a first angle of the target point relative to the current vehicle.

[0138] S1404, based on a first relationship between the position of the target point and the position of the current vehicle, and a second relationship between the speed, turning angle and speed vector of the current vehicle, an equal functional relationship is solved to obtain a turning angle of the current vehicle.

[0139] Among them, the first relationship includes: a first ratio between the first coordinate difference and the second coordinate difference, the first coordinate difference is the difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle, and the second coordinate difference is the difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the current vehicle; the second relationship includes: a ratio of the third difference and the fourth difference, the third difference is the product of the speed of the current vehicle and the sine value of the turning angle of the current vehicle and the difference with the first speed, and the fourth difference is the ratio of the product of the speed of the current vehicle and the cosine value of the turning angle of the current vehicle and the difference with the second speed.

[0140] For example, the first relationship includes: , the second relationship includes: , then the first relation is equal to the second relation and satisfies: .

[0141] Among them, the specific content of S1402-S1404 can be adapted to the description of the above content and will not be repeated here.

[0142] In combination with the above content, in one embodiment, the implementation method of determining the planned speed of the current vehicle (ie, S104) according to the speed of the target vehicle may include:

[0143] S3, determine the speed coefficient according to the distance between the current vehicle and the target point.

[0144] Among them, the distance and the speed coefficient have a corresponding relationship, and the speed coefficient matching the distance between the current vehicle and the target point can be determined from the corresponding relationship between the distance and the speed coefficient.

[0145] S4, determining the planned speed of the current vehicle based on the speed coefficient and the speed of the target vehicle.

[0146] In some cases, the approaching speed can be determined based on the speed of the target vehicle, and the difference between the approaching speed and the speed of the target vehicle is within a preset difference range; the product of the approaching speed and the speed of the target vehicle is determined as the planned speed of the current vehicle. In some cases, the product of the speed coefficient and the speed of the target vehicle can be determined as the planned speed of the current vehicle. Thus, the current vehicle can be controlled to perform a turning process at a turning angle at the planned speed.

[0147] In summary, by continuously updating the distance between the current vehicle and the target point, the planned speed of the current vehicle can be updated in real time, so that the current vehicle can quickly approach the target point and improve the tracking efficiency.

[0148] In one embodiment, the implementation of determining the speed coefficient (ie, S3) according to the distance between the current vehicle and the target point may include:

[0149] S31, when the distance between the current vehicle and the target point is greater than or equal to a first distance threshold, selecting and determining a speed coefficient from a preset coefficient range.

[0150] When the distance between the current vehicle and the target point is greater than or equal to the first distance threshold, it can be said that the position of the current vehicle is far from the position of the target point. In order to allow the current vehicle to quickly approach the target point, a speed coefficient can be selected from a preset coefficient range. In some cases, the upper limit of the preset coefficient range can be greater than 1, and the lower limit can be less than 2. For example, in this embodiment, the preset coefficient range can be [1.2, 1.5].

[0151] S32: When the distance between the current vehicle and the target point is less than a second distance threshold, determine a speed coefficient according to the planned task.

[0152] The second distance threshold and the first distance threshold may be the same or different. When the distance between the current vehicle and the target point is less than the second distance threshold, it means that the current vehicle is close to the target point. Therefore, it is necessary to determine the speed coefficient based on different planning tasks. Specifically, the speed coefficient may be determined based on the corresponding relationship between the planning task and the speed coefficient based on the planning task determined for the target vehicle.

[0153] In summary, by comparing the distance between the current vehicle and the target point with the distance threshold, the speed coefficient can be determined in real time, so that the current vehicle can quickly approach the target point and improve the tracking efficiency.

[0154] In one embodiment, according to the planned task, the implementation method of determining the speed coefficient (ie, S32) may include:

[0155] S321, when the planned task is a continuous tracking task, determining the speed coefficient to be a first preset coefficient, where the first preset coefficient is less than a lower limit value of a preset coefficient range.

[0156] When the planning task is a continuous tracking task, it means that when the current vehicle reaches the target point, it needs to have no relative speed. Taking the preset coefficient range of [1.2, 1.5] as an example, the first preset coefficient can be 1, and the current vehicle has no relative speed.

[0157] S322, when the planned task is an impact task, determining the speed coefficient to be a second preset coefficient, where the second preset coefficient is greater than the first preset coefficient.

[0158] When the planning task is a continuous tracking task, it means that the current vehicle needs to pass the target point at a certain relative speed to collide with the target vehicle. Therefore, the current vehicle needs to have a relative speed. For example, if the preset coefficient range is [1.2, 1.5] and the first preset coefficient is 1, the second preset coefficient can be greater than 1.

[0159] In summary, based on different planning tasks, using different methods to determine the speed coefficient can improve the feasibility of vehicle assisted driving and further improve the accuracy of assisted driving.

[0160] Combined with the contents of S321-S322, such as Fig.15 As shown, a schematic diagram of determining the speed coefficient Kv based on the distance between the current vehicle and the target point is provided. Among them, when the distance between the current vehicle and the target point is far, the speed coefficient can be determined from the preset coefficient range [1.2,1.5]. When the distance between the current vehicle and the target point is close, the speed coefficient is adjusted to Kvf. When the planned task is a continuous tracking task, Kvf is 1, so that the current vehicle has no relative speed after reaching the target point. When the planned task is a collision task, that is, the current vehicle needs to pass through the target point and collide with the target vehicle, Kvf is greater than 1.

[0161] In combination with the above content, in some cases, if there is an obstacle vehicle between the current vehicle and the target vehicle, the current vehicle can first pass the obstacle vehicle and then quickly approach the target vehicle.

[0162] In one embodiment, it is determined whether there is an obstacle vehicle between the current vehicle and the target vehicle; if there is an obstacle vehicle, a dynamic position point is determined from a third area on one side or both sides of the driving direction of the obstacle vehicle; the dynamic position point is used as the target point, and the step of determining the planned speed of the current vehicle according to the speed of the target vehicle is entered until the current vehicle reaches the dynamic position point. Thus, in the case where there is an obstacle vehicle between the current vehicle and the target vehicle, by controlling the current vehicle to quickly approach the dynamic position point, the obstacle vehicle can be passed, and in the case of passing the obstacle vehicle, the target vehicle can be quickly approached.

[0163] In some embodiments, when the current vehicle reaches the dynamic position point, the step of determining whether there is an obstacle vehicle between the current vehicle and the target vehicle is returned until it is determined that there is no obstacle vehicle between the current vehicle and the target vehicle, and the step of determining the target area and the target point in the target area that match the planning task from the approaching area of ​​the target vehicle based on the planning task for the target vehicle is returned. That is, if there may be at least one obstacle vehicle between the current vehicle and the target vehicle, each obstacle vehicle can be passed by determining the dynamic position point based on the third area on one side or both sides of the driving direction of the obstacle vehicle.

[0164] In some embodiments, when it is determined that there is no obstacle vehicle between the current vehicle and the target vehicle, the process returns to the step of determining a target area and a target point in the target area that match the planning task from the approaching area of ​​the target vehicle, until the current vehicle reaches the target point.

[0165] In some cases, the dynamic position point includes a first position point and a second position point, that is, after the current vehicle quickly approaches the first position point and reaches the first position point, the current vehicle travels from the first position point to the second position point; after the current vehicle reaches the second position point, the above method can be used to quickly approach the target vehicle.

[0166] The first position point and the second position point may be any two position points in the third area where the obstacle vehicle is located on the same side, and the distance between the second position point and the target vehicle is smaller than the distance between the first position point and the target vehicle.

[0167] The first position point and the second position point may be position points in the third area on the same side of the obstructing vehicle, the first position point may be a position point on the same horizontal line as the edge where the rear end of the obstructing vehicle is located, and the distance between the first position point and the body of the obstructing vehicle is a calibration value, and the second position point may be a position point on the same horizontal line as the edge where the front end of the obstructing vehicle is located, and the distance between the second position point and the body of the obstructing vehicle is a calibration value. That is, the line connecting the positions of the second position point and the first position point is parallel to the driving direction of the obstructing vehicle.

[0168] like Fig.16 As shown, a flowchart of an obstacle avoidance solution is provided, wherein:

[0169] S1602, determine whether there is an obstacle vehicle between the current vehicle and the target vehicle.

[0170] When there is no obstacle vehicle between the current vehicle and the target vehicle, S1604 is executed; otherwise, S1606 is executed.

[0171] S1604, return to execute step S102 until the current vehicle reaches the target point.

[0172] S1606: Determine, from the accompanying area on the same side of the traveling direction of the obstructing vehicle, a position point on the same horizontal line as the edge where the rear end of the obstructing vehicle is located as a first position point.

[0173] S1608, taking the first position point as the target point, and entering the step of determining the planned speed of the current vehicle according to the speed of the target vehicle, until the current vehicle reaches the first position point.

[0174] S1610: Determine, from the accompanying area on the same side as the first position point, a position point on the same horizontal line as the edge where the front of the obstacle vehicle is located as the second position point.

[0175] S1612, control the current vehicle to move to a second position point.

[0176] Further return to S1602 until it is determined that there is no obstacle vehicle between the current vehicle and the target vehicle, return to execute step S102 until the current vehicle reaches the target point, and the process ends.

[0177] exist Fig.16 Based on the content shown, the first area is the interception area, the second area is the tracking area, and the third area is the accompanying area. Figure 17-Figure 19 As shown in FIG. 1 , a schematic diagram of an obstacle avoidance solution is provided. Fig.17 In the example, when there is an obstacle vehicle between the current vehicle and the target vehicle, in the accompanying area of ​​the obstacle vehicle, a position point on the same horizontal line as the edge where the rear end of the obstacle vehicle is located is used as the first position point. Then, based on the position line between the position of the current vehicle and the position of the first position point, the current vehicle can be controlled to quickly approach the first position point based on the method described above. Fig.18 In the example, when the current vehicle reaches the first position point, in the accompanying area of ​​the obstacle vehicle, the position point on the same horizontal line as the edge where the front of the obstacle vehicle is located is used as the second position point, and the current vehicle can be controlled to travel to the second position point. Fig.19 In the process, when the current vehicle reaches the second position point and the planned task for the target vehicle is a tracking task, the target point can be determined in the tracking area of ​​the target vehicle. Then, based on the position line between the position of the current vehicle and the position of the target point, the current vehicle can be controlled to quickly approach the target point based on the method described above to achieve tracking of the target vehicle.

[0178] In combination with the above content, it can be seen that the vehicle driving control method provided by the present application includes a lateral turning scheme and a longitudinal acceleration and deceleration scheme, so that, by giving the speed size (acceleration and deceleration scheme) and the speed direction (turning scheme), the current vehicle can quickly approach the target point, and further the current vehicle can quickly approach the target vehicle, which is suitable for open scenes (such as (wilderness, Gobi, desert, etc.) and lane line scenes.

[0179] For lateral turning schemes, when the planned mission is an accompanying mission, a tracking mission, or an interception mission, you can use Fig.10 The method shown in the figure determines the lateral turning plan when the current vehicle approaches the target vehicle, that is, determines the turning angle. When the planning task is a collision task, you can use Fig.14 The method shown in the figure determines the turning angle of the current vehicle when it approaches the target vehicle. Fig.14The method shown in the figure is motion predictive and can therefore meet the collision requirements. For the longitudinal acceleration and deceleration scheme, the Fig.15 The method shown can realize the control process of controlling the current vehicle to point to the turning angle at the planned speed during the current vehicle turning process. Fig.16 The method shown can achieve the motion avoidance of the current vehicle to redundant obstacles (such as obstacle vehicles), and can use a simple planning method to achieve complex lane change and overtaking operations, so that when there is no obstacle vehicle between the current vehicle and the target vehicle, the process of quickly approaching the target vehicle is executed.

[0180] Moreover, the vehicle driving control method provided by the present application only considers the position of the current vehicle and the position of the target point, and does not require absolute positioning information or high-precision maps. Because it is a relative position planning, the planning mechanism is simple and effective, and can be directly used to control the speed longitudinally and the steering wheel laterally. Therefore, only simple feedback control algorithms such as PID can be used to realize the design of acceleration and deceleration schemes and turning schemes, avoiding complex horizontal and vertical control algorithms and complex parameter debugging. Moreover, the present application only needs to obtain information such as the speed of the current vehicle and the speed of the target vehicle, and does not require complex perception, positioning and other sensors, and the cost is relatively low.

[0181] Combination Figure 17-Figure 19 As shown in the schematic diagram, based on the different application scenarios of the planning task, the target point can be determined from the area matching the planning task, so that the current vehicle can quickly approach the target point, thereby quickly approaching the target vehicle.

[0182] When the application scenario of the vehicle includes the first application scenario, it can be determined that the planned task of the target vehicle is a tracking task, and the target point is determined from the tracking area matching the tracking task. The method of the present application can be used to control the current vehicle to quickly approach the target point in the tracking area to achieve rapid tracking of the target point.

[0183] Among them, the first application scenario includes but is not limited to: following vehicle scenarios with lane lines and vehicles in front; traffic jam assistance system (Traffic Jam Assistant, TJA) application scenarios in complex traffic scenarios (such as traffic congestion scenarios without lane lines such as intersections); following vehicle scenarios in open scenes (wilderness, Gobi, desert, etc.); following vehicle monitoring and shooting scenarios for specific police cars; and rear tracking scenarios of mission targets by tanks, tracked vehicles, etc.

[0184] When the application scenario of the vehicle includes the second application scenario, it can be determined that the planned task of the target vehicle is an accompanying task, and the target point is determined from the accompanying area matching the accompanying task. The method of the present application can be used to control the current vehicle to quickly approach the target point in the accompanying area to achieve parallel accompanying of the target vehicle.

[0185] Among them, the second application scenario includes but is not limited to: the police car shouting to the criminals in the target vehicle from the side; rescuing people from the target vehicle with brake failure; crossing the target vehicle under lane lines; entering the area before forcing the vehicle to stop sideways; and movement scenarios accompanied by mobile robots such as quadruped robots, humanoid robots, and AGVs.

[0186] When the application scenario of the vehicle includes the third application scenario, it can be determined that the planned task of the target vehicle is a stopping task, and the target point is determined from the stopping area matching the stopping task. The method of the present application can be used to control the current vehicle to quickly approach the target point in the stopping area to achieve forward contact stopping or forward non-contact stopping of the target vehicle.

[0187] In some cases, when the planned task is a stopping task and the line between the current vehicle and the stopping area passes through the target vehicle, the current vehicle can be controlled to first reach the target point determined in the accompanying area, and then the current vehicle can be controlled from the target point determined in the accompanying area to the target point determined in the stopping area to stop the target vehicle.

[0188] Among them, the third application scenario includes but is not limited to: when police cars need to stop target vehicles while chasing criminals, including wilderness scenes and scenes with lane lines; mobile robots stop target scenes; tanks, tracked vehicles, etc. fight with targets.

[0189] It should be understood that the first application scenario, the second application scenario, and the third application scenario may be different or the same. When the current vehicle quickly approaches the target vehicle, a target area matching the actual situation of the planning task may be determined from the interception area, the accompanying area, and the tracking area, and the number of the target area may be at least one to achieve the corresponding path planning purpose.

[0190] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0191] Based on the same inventive concept, the embodiment of the present application also provides a vehicle driving control device for implementing the vehicle driving control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle driving control device embodiments provided below can refer to the limitations of the vehicle driving control method above, and will not be repeated here.

[0192] In an exemplary embodiment, Fig. 20 As shown, a vehicle driving control device is provided, including: a determination module 2002, a processing module 2004, an analysis module 2006 and a control module 2008, wherein: the determination module 2002 is used to determine the target area and the target point in the target area that match the planning task from the approaching area of ​​the target vehicle based on the planning task for the target vehicle; the processing module 2004 is used to determine the planned speed of the current vehicle according to the speed of the target vehicle; the analysis module 2006 is used to determine the turning angle of the current vehicle according to the driving direction of the target vehicle, the position of the target point and the position of the current vehicle; the control module 2008 is used to control the driving of the current vehicle according to the turning angle and the planned speed.

[0193] In some embodiments, the planning task includes an interception task, and the target area matching the interception task includes: a first area located in front of the target vehicle's driving direction; the planning task includes a continuous tracking task, and the target area matching the continuous tracking task includes a second area located behind the target vehicle's driving direction; the planning task includes an accompanying task, and the target area matching the accompanying task includes a third area located on one side or both sides of the target vehicle's driving direction.

[0194] In some embodiments, the analysis module is also used to: when the driving direction of the target vehicle is used as the driving direction of the target point, determine the combined velocity direction of the current vehicle relative to the target point based on the position of the target point and the position of the current vehicle; and determine the turning angle of the current vehicle based on the relationship between the combined velocity direction and the position of the target point.

[0195] In some embodiments, the analysis module is also used to: determine a first coordinate difference between the longitudinal coordinate of the target point's position and the longitudinal coordinate of the current vehicle's position, and a second coordinate difference between the horizontal coordinate of the target point's position and the horizontal coordinate of the current vehicle's position; perform inverse tangent processing on a first ratio of the first coordinate difference and the second coordinate difference to determine the direction of the combined velocity of the current vehicle relative to the target point.

[0196] In some embodiments, the analysis module is also used for: when the position of the target point is not in the direction of the combined velocity, if the driving direction of the current vehicle points to the target point, determining the turning angle of the current vehicle based on the position of the target point and the position of the current vehicle; when the position of the target point is in the direction of the combined velocity, determining the turning angle of the current vehicle based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle.

[0197] In some embodiments, the analysis module is further used to determine the velocity vector of the target point based on the speed of the target vehicle and the first angle; and determine the turning angle of the current vehicle based on the position of the target point, the position of the current vehicle, the velocity vector and the speed of the current vehicle.

[0198] In some embodiments, the analysis module is also used to solve an equal functional relationship based on a first relationship between the position of the target point and the position of the current vehicle, and a second relationship between the speed, turning angle and speed vector of the current vehicle to obtain the turning angle of the current vehicle.

[0199] In some embodiments, the velocity vector includes: a first speed determined based on the speed of the target vehicle and the sine value of the first angle, and a second speed determined based on the speed of the target vehicle and the cosine value of the first angle; the first relationship includes: a first ratio between the first coordinate difference and the second coordinate difference, the first coordinate difference is the difference between the longitudinal coordinate in the position of the target point and the longitudinal coordinate in the position of the current vehicle, and the second coordinate difference is the difference between the horizontal coordinate in the position of the target point and the horizontal coordinate in the position of the current vehicle; the second relationship includes: a ratio of a third difference and a fourth difference, the third difference is the product of the speed of the current vehicle and the sine value of the turning angle of the current vehicle and the difference with the first speed, and the fourth difference is the ratio of the product of the speed of the current vehicle and the cosine value of the turning angle of the current vehicle to the difference with the second speed.

[0200] In some embodiments, the analysis module is also used to: perform inverse tangent processing on the first ratio to obtain a target angle of the current vehicle relative to the target point, the first ratio being the ratio of a first coordinate difference between the longitudinal coordinate of the target point's position and the longitudinal coordinate of the current vehicle's position, and a second coordinate difference between the transverse coordinate of the target point's position and the transverse coordinate of the current vehicle's position; and determine the turning angle of the current vehicle based on the target angle.

[0201] In some embodiments, the analysis module is further used to: determine the maximum steering angle based on the speed of the current vehicle; and determine the smaller value between the target angle and the maximum steering angle as the turning angle of the current vehicle.

[0202] In some embodiments, the analysis module is further used to: perform arctangent processing on the product of the maximum turning acceleration of the current vehicle and the second ratio to obtain the maximum steering angle, and the second ratio is the ratio of the wheelbase of the current vehicle to the square of the speed of the current vehicle.

[0203] In some embodiments, the processing module is further used to: determine a speed coefficient according to a distance between the current vehicle and a target point; and determine a planned speed of the current vehicle based on the speed coefficient and a speed of the target vehicle.

[0204] In some embodiments, the processing module is also used to: when the distance between the current vehicle and the target point is greater than or equal to a first distance threshold, select a speed coefficient from a preset coefficient range; when the distance between the current vehicle and the target point is less than a second distance threshold, determine the speed coefficient according to the planned task.

[0205] In some embodiments, the processing module is also used to: when the planned task is a continuous tracking task, determine the speed coefficient as a first preset coefficient, and the first preset coefficient is less than the lower limit value of the preset coefficient range; when the planned task is an impact task, determine the speed coefficient as a second preset coefficient, and the second preset coefficient is greater than the first preset coefficient.

[0206] In some embodiments, the control module is also used to determine whether there is an obstacle vehicle between the current vehicle and the target vehicle; if there is an obstacle vehicle, determine the dynamic position point from a third area on one side or both sides of the driving direction of the obstacle vehicle; use the dynamic position point as the target point, and enter the step of determining the planned speed of the current vehicle according to the speed of the target vehicle until the current vehicle reaches the dynamic position point.

[0207] Each module in the above vehicle driving control device can be implemented in whole or in part by software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in the vehicle in the form of hardware, or can be stored in a memory in the vehicle in the form of software, so that the processor can call and execute operations corresponding to each module.

[0208] In an exemplary embodiment, a vehicle is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0209] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0210] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0211] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0212] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0213] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle driving control method, characterized in that: The method comprises: Based on the planning task for the target vehicle, determining a target area matching the planning task and a target point in the target area from a proximity area of ​​the target vehicle; Determine the planned speed of the current vehicle according to the speed of the target vehicle; In the case where the driving direction of the target vehicle is used as the driving direction of the target point, determining the direction of the resultant velocity of the current vehicle relative to the target point based on the position of the target point and the position of the current vehicle; Determining a turning angle of the current vehicle based on a relationship between the direction of the resultant velocity and the position of the target point; The current vehicle is driven and controlled according to the turning angle and the planned speed.

2. The method according to claim 1, characterized in that Includes any of the following: The planning task includes a stop task, and the target area matching the stop task includes: a first area located in front of the target vehicle in the driving direction; The planning task includes a continuous tracking task, and the target area matched with the continuous tracking task includes a second area located behind the driving direction of the target vehicle; The planning task includes an accompanying task, and the target area matched with the accompanying task includes a third area located on one side or both sides of the driving direction of the target vehicle.

3. The method according to claim 1, characterized in that The determining, based on the position of the target point and the position of the current vehicle, the direction of the combined velocity of the current vehicle relative to the target point comprises: Determine a first coordinate difference between the longitudinal coordinate of the position of the target point and the longitudinal coordinate of the position of the current vehicle, and a second coordinate difference between the horizontal coordinate of the position of the target point and the horizontal coordinate of the position of the current vehicle; Performing arc tangent processing on a first ratio of the first coordinate difference and the second coordinate difference to determine a direction of a combined velocity of the current vehicle relative to the target point.

4. The method according to claim 1, characterized in that: The determining the turning angle of the current vehicle based on the relationship between the direction of the combined velocity and the position of the target point includes: In the case where the position of the target point is not in the direction of the combined velocity, if the driving direction of the current vehicle points to the target point, determining the turning angle of the current vehicle based on the position of the target point and the position of the current vehicle; When the position of the target point is in the direction of the combined velocity, the turning angle of the current vehicle is determined based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle.

5. The method according to claim 4, characterized in that Determining the turning angle of the current vehicle based on the speed of the target vehicle, the first angle of the target point relative to the current vehicle, the position of the target point, the position of the current vehicle, and the speed of the current vehicle, comprising: Determining a velocity vector of the target point based on the velocity of the target vehicle and the first angle; Based on the position of the target point, the position of the current vehicle, the velocity vector, and the velocity of the current vehicle, a turning angle of the current vehicle is determined.

6. The method according to claim 5, characterized in that The determining the turning angle of the current vehicle based on the position of the target point, the position of the current vehicle, the velocity vector and the velocity of the current vehicle comprises: Based on a first relationship between the position of the target point and the position of the current vehicle, and a second relationship between the speed of the current vehicle, the turning angle and the speed vector, an equal functional relationship is solved to obtain the turning angle of the current vehicle.

7. The method according to claim 6, characterized in that The velocity vector includes: a first velocity determined based on the velocity of the target vehicle and the sine value of the first angle, and a second velocity determined based on the velocity of the target vehicle and the cosine value of the first angle; The first relationship includes: a first ratio between a first coordinate difference and a second coordinate difference, wherein the first coordinate difference is a difference between a longitudinal coordinate of the position of the target point and a longitudinal coordinate of the position of the current vehicle, and the second coordinate difference is a difference between a transverse coordinate of the position of the target point and a transverse coordinate of the position of the current vehicle; The second relationship includes: the ratio of the third difference and the fourth difference, the third difference is the product of the speed of the current vehicle and the sine value of the turning angle of the current vehicle and the difference with the first speed, and the fourth difference is the ratio of the product of the speed of the current vehicle and the cosine value of the turning angle of the current vehicle and the difference with the second speed.

8. The method according to claim 4, characterized in that The determining the turning angle of the current vehicle based on the position of the target point and the position of the current vehicle comprises: Performing arc tangent processing on the first ratio to obtain a target angle of the current vehicle relative to the target point, the first ratio being a ratio of a first coordinate difference between a ordinate at the position of the target point and a ordinate at the position of the current vehicle and a second coordinate difference between a ordinate at the position of the target point and a ordinate at the position of the current vehicle; Based on the target angle, a turning angle of the current vehicle is determined.

9. The method according to claim 8, characterized in that The determining the turning angle of the current vehicle based on the target angle includes: Determining a maximum steering angle based on the current vehicle speed; The smaller value between the target angle and the maximum steering angle is determined as the turning angle of the current vehicle.

10. The method according to claim 9, characterized in that The determining of the maximum steering angle based on the current vehicle speed includes: The maximum steering angle is obtained by performing arc tangent processing on the product of the maximum turning acceleration of the current vehicle and a second ratio, where the second ratio is the ratio of the wheelbase of the current vehicle to the square of the speed of the current vehicle.

11. The method according to any one of claims 1 to 10, characterized in that: Determining the planned speed of the current vehicle according to the speed of the target vehicle includes: Determining a speed coefficient according to the distance between the current vehicle and the target point; Based on the speed coefficient and the speed of the target vehicle, a planned speed of the current vehicle is determined.

12. The method according to claim 11, characterized in that The determining of the speed coefficient according to the distance between the current vehicle and the target point includes: When the distance between the current vehicle and the target point is greater than or equal to a first distance threshold, selecting and determining the speed coefficient from a preset coefficient range; When the distance between the current vehicle and the target point is less than a second distance threshold, the speed coefficient is determined according to the planning task.

13. The method according to claim 12, characterized in that Determining the speed coefficient according to the planned task includes: When the planned task is a continuous tracking task, determining the speed coefficient to be a first preset coefficient, wherein the first preset coefficient is less than a lower limit value of the preset coefficient range; When the planned task is an impact task, the speed coefficient is determined to be a second preset coefficient, and the second preset coefficient is greater than the first preset coefficient.

14. The method according to any one of claims 1 to 10, characterized in that: The method further comprises: Determine whether there is an obstacle vehicle between the current vehicle and the target vehicle; If there is an obstructing vehicle, determining a dynamic position point from a third area on one side or both sides of the traveling direction of the obstructing vehicle; The dynamic position point is taken as the target point, and the step of determining the planned speed of the current vehicle according to the speed of the target vehicle is entered until the current vehicle reaches the dynamic position point.

15. A vehicle driving control device, characterized in that: The device comprises: A determination module, configured to determine, based on a planning task for a target vehicle, a target area matching the planning task and a target point in the target area from a proximity area of ​​the target vehicle; A processing module, used to determine the planned speed of the current vehicle according to the speed of the target vehicle; An analysis module, configured to determine, when the driving direction of the target vehicle is used as the driving direction of the target point, a resultant velocity direction of the current vehicle relative to the target point based on the position of the target point and the position of the current vehicle; and determine a turning angle of the current vehicle based on a relationship between the resultant velocity direction and the position of the target point; A control module is used to control the driving of the current vehicle according to the turning angle and the planned speed.

16. A vehicle comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 14 are implemented.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 14 are implemented.

18. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 14 are implemented.

Images