Vehicle driving control method, vehicle, computer device and program product

Abstract

The present disclosure provides a vehicle driving control method, a vehicle, a computer device and a program product, which relate to the field of autonomous driving technology, including: obtaining the current driving speed of the vehicle and the absolute speed of the target obstacle along the driving direction of the vehicle; when it is determined that the target obstacle is not a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold matching the current driving speed, the height position of the target obstacle is determined based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the driving direction of the vehicle; and controlling the vehicle driving according to the height position of the target obstacle. In order to alleviate the technical problem in the related art that it is impossible to determine whether an obstacle is an obstacle that the vehicle can pass through, which affects the driving of the vehicle, the present disclosure determines the height position of the target obstacle when it is determined that the target obstacle is not a dynamic obstacle, and controls the driving of the vehicle more accurately according to the height position of the target obstacle.

Description

Technical Field

[0001] The present disclosure relates to the field of autonomous driving technology, and in particular to a vehicle driving control method, a vehicle, a computer device, and a program product. Background Art

[0002] Radar equipment has the characteristics of strong detection capability, accurate speed measurement, and strong environmental adaptability, so radar equipment can be used in vehicles to realize the vehicle's assisted driving function, automatic driving kinetic energy, etc. However, after the radar equipment deployed on the vehicle detects obstacles in the surrounding environment, the radar equipment lacks the ability to detect the height in the pitch direction, so that the radar equipment cannot determine the height position of the obstacle, and then the vehicle's decision-making system cannot accurately determine whether the obstacle affects the vehicle's driving. For example, it is impossible to determine whether the obstacle is an obstacle that the vehicle can pass, such as road signs, billboards, etc., or an obstacle that the vehicle cannot pass, such as metal railings, cans, roadblock balls, etc., which makes the perception result easy to cause functional false alarms and reduce the safety of vehicle driving. Summary of the invention

[0003] The embodiments of the present disclosure at least provide a vehicle driving control method, a vehicle, a computer device, and a program product.

[0004] In a first aspect, an embodiment of the present disclosure provides a vehicle driving control method, comprising:

[0005] During the driving process of the vehicle, the current driving speed of the vehicle and the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle are obtained;

[0006] Determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed; the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed; the maximum offset is calculated when the target obstacle is at a calibrated height;

[0007] In the case where the target obstacle is not a dynamic obstacle, determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle driving direction; the height position is used to represent the height of the target obstacle suspended in the air;

[0008] The vehicle is controlled to travel according to the height position corresponding to the target obstacle.

[0009] In a possible implementation manner, the speed deviation threshold is determined according to the following steps:

[0010] The speed deviation threshold is determined according to the current driving speed, the longitudinal distance and the calibrated height.

[0011] In a possible implementation manner, determining the speed deviation threshold according to the current driving speed, the longitudinal distance, and the calibrated height includes:

[0012] Determining, based on the calibrated height and the longitudinal distance, a first inclination angle of a line between the vehicle and the target obstacle relative to a driving road surface if the target obstacle is located at the calibrated height;

[0013] The speed deviation threshold is determined according to the cosine value of the first inclination angle and the current driving speed.

[0014] In a possible implementation manner, controlling the vehicle to travel according to the height position corresponding to the target obstacle includes:

[0015] Acquire the height position of the target obstacle determined multiple times in history during the driving of the vehicle;

[0016] The average value of the height positions determined for multiple times in history and the height position determined currently is used as the target height position corresponding to the target obstacle;

[0017] Based on the target height position, the vehicle is controlled to travel.

[0018] In a possible implementation manner, controlling the vehicle to travel based on the target height position includes:

[0019] Determine the height position distribution characteristics of the target obstacle according to the historical height positions determined multiple times in succession and the currently determined height position;

[0020] If the height position distribution characteristic satisfies the credibility condition, the vehicle driving is controlled based on the target height position.

[0021] In a possible implementation manner, determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes:

[0022] Acquire speed data of the target obstacle determined multiple times in history during the driving of the vehicle;

[0023] When it is determined that the target obstacle has moved in history based on the speed data of the target obstacle determined multiple times in history; and / or when the absolute speed of the target obstacle currently determined is greater than the speed offset threshold, the target obstacle is determined to be a dynamic obstacle.

[0024] In a possible implementation manner, determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance includes:

[0025] Determining a speed ratio between the absolute speed of the target obstacle and the current driving speed;

[0026] determining, according to the speed ratio, a second inclination angle of a line between the target obstacle and the vehicle relative to a driving road surface;

[0027] The height position of the target obstacle is determined according to the second inclination angle and the longitudinal distance.

[0028] In a possible implementation manner, determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes:

[0029] determining whether a longitudinal distance between the vehicle and the target obstacle is less than or equal to a distance threshold that matches the current driving speed;

[0030] If so, it is determined whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed.

[0031] In a possible implementation manner, the distance threshold matching the current driving speed is determined according to the following steps:

[0032] Determining a minimum resolvable speed corresponding to a radar device deployed on the vehicle;

[0033] Determining an angle limit value measured by the radar device according to the minimum resolvable speed and the current driving speed;

[0034] The distance threshold is determined according to the angle limit value and the calibrated height.

[0035] In a possible implementation manner, controlling the vehicle to travel according to the height position corresponding to the target obstacle includes:

[0036] When the height position corresponding to the target obstacle is greater than a set height threshold, controlling the vehicle to travel through the target obstacle;

[0037] When the height position corresponding to the target obstacle is less than or equal to the height threshold, the vehicle is controlled to avoid the target obstacle.

[0038] In a second aspect, an embodiment of the present disclosure further provides a computer device, comprising: a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the computer device is running, the machine-readable instructions are executed by the processor to perform the steps of the above-mentioned first aspect, or any possible implementation of the first aspect.

[0039] In a third aspect, an embodiment of the present disclosure further provides a vehicle, comprising a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is running, the machine-readable instructions are executed by the processor to perform the steps of the above-mentioned first aspect, or any possible implementation of the first aspect.

[0040] In a fourth aspect, an embodiment of the present disclosure further provides a computer program product, including a computer program, which, when executed, implements the method described in the above-mentioned first aspect, or any possible implementation manner of the first aspect.

[0041] The vehicle driving control method, vehicle, computer device and program product provided by the embodiment of the present disclosure determine whether the target obstacle is a dynamic obstacle by setting the absolute speed of the target obstacle and the speed offset threshold matching the current driving speed; wherein the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed, that is, different driving speeds correspond to different speed offset thresholds; the maximum offset is calculated when the target obstacle is at a calibrated height. By determining the speed offset threshold matching the current speed, it is possible to more accurately determine whether the target obstacle is a dynamic obstacle. If the target obstacle is a dynamic obstacle, it is determined that it does not belong to a high-altitude obstacle, so there is no need to calculate its height position, reducing the amount of calculation. And, in the case where the target obstacle is not a dynamic obstacle, the height position of the target obstacle is determined based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle driving direction; so as to more accurately control the vehicle driving according to the height position corresponding to the target obstacle and ensure the driving safety of the vehicle.

[0042] In order to make the above-mentioned objectives, features and advantages of the present disclosure more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following is a brief introduction to the drawings required for use in the embodiments. The drawings herein are incorporated into the specification and constitute a part of the specification. These drawings illustrate embodiments consistent with the present disclosure and are used together with the specification to illustrate the technical solutions of the present disclosure. It should be understood that the following drawings only illustrate certain embodiments of the present disclosure and should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can also be obtained based on these drawings without creative work.

[0044] Figure 1 A schematic diagram showing the positional relationship between the vehicle and the static overhead obstacle;

[0045] Figure 2 A flow chart of a vehicle driving control method provided by an embodiment of the present disclosure is shown;

[0046] Figure 3 A schematic diagram showing the longitudinal and transverse directions provided by an embodiment of the present disclosure is shown;

[0047] Figure 4 A schematic diagram of the structure of a computer device provided by an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the embodiments of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments. The components of the embodiments of the present disclosure generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present disclosure provided in the drawings is not intended to limit the scope of the present disclosure claimed for protection, but merely represents selected embodiments of the present disclosure.

[0049] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0050] The term "and / or" herein only describes an association relationship, indicating that three relationships may exist. For example, A and / or B may represent the following three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the term "at least one" herein represents any combination of at least two of any one or more of a plurality of. For example, including at least one of A, B, and C may represent including any one or more elements selected from the set consisting of A, B, and C.

[0051] Research has found that after the radar equipment deployed on the vehicle (for example, 3D millimeter-wave radar) detects an obstacle in the surrounding environment, the radar equipment lacks the ability to detect height in the pitch direction, making it impossible for the radar equipment to determine the height position of the obstacle. As a result, the vehicle's decision-making system is unable to accurately determine whether the obstacle affects the vehicle's driving. For example, it is impossible to determine whether the obstacle is an obstacle that the vehicle can pass through, such as road signs, billboards, etc., or an obstacle that the vehicle cannot pass through, such as metal railings, cans, roadblock balls, etc., which makes the perception results prone to false alarms and reduces the safety of vehicle driving.

[0052] The present disclosure study found that obstacles at a certain height (referred to as high-altitude obstacles) such as road signs, gantries, billboards, etc. are generally static obstacles. The longitudinal relative velocity of the static obstacles measured by the radar equipment is caused by the movement of the radar equipment driven by the vehicle, that is, the longitudinal relative velocity of the static obstacle relative to the vehicle is caused by the movement of the vehicle.

[0053] When the static obstacle is located on the ground (i.e., a static non-high-altitude obstacle), there is no pitch angle between the line connecting the static non-high-altitude obstacle and the vehicle and the driving road surface. In this case, the radial relative speed of the static obstacle relative to the vehicle is equal to the vehicle's driving speed. After the radar equipment determines the longitudinal relative speed of the static obstacle relative to the vehicle based on the radial relative speed, the longitudinal relative speed of the static obstacle relative to the vehicle is equal to the vehicle's driving speed.

[0054] See also Figure 1 As shown in the figure, when the static obstacle is not on the ground (i.e., a static high-altitude obstacle), there is a pitch angle between the line connecting the static high-altitude obstacle and the vehicle and the road surface. In this case, the radial relative speed of the static high-altitude obstacle relative to the vehicle is equal to the product of the vehicle's driving speed and the cosine value of the pitch angle. It can be seen that in this case, the radial relative speed of the static high-altitude obstacle relative to the vehicle is less than the vehicle's driving speed, that is, there is a speed offset between the radial relative speed of the static high-altitude obstacle relative to the vehicle and the vehicle's driving speed. It can be seen that the larger the pitch angle, the smaller the radial relative speed of the static high-altitude obstacle and the larger the speed offset. After the radar equipment determines the longitudinal relative speed of the static high-altitude obstacle relative to the vehicle based on the radial relative speed, the longitudinal relative speed of the static high-altitude obstacle relative to the vehicle is less than the vehicle's driving speed.

[0055] Therefore, it is possible to determine whether a static obstacle is a static high-altitude obstacle based on the speed offset between the longitudinal relative speed of the static obstacle to the vehicle and the vehicle's travel speed. Further, the height position of the static high-altitude obstacle can also be determined based on the speed offset.

[0056] Moreover, the height of static high-altitude obstacles on the driving road is not unlimited, but is within a certain height range. Therefore, the speed offset between the absolute longitudinal speed of the static high-altitude obstacle relative to the vehicle and the driving speed of the vehicle is within a certain offset threshold. Therefore, it is possible to judge whether the obstacle is a dynamic obstacle based on the speed offset and the offset threshold. For example, if the speed offset is greater than the offset threshold, the speed offset must be caused by the obstacle's own movement, and the obstacle is a dynamic obstacle.

[0057] After measuring the longitudinal relative velocity, the radar equipment uses the vehicle's driving speed to compensate for the longitudinal relative velocity and obtain the longitudinal absolute velocity of the static obstacle along the vehicle's driving direction. For static non-high-altitude obstacles, since their longitudinal relative velocity is approximately equal to the vehicle's driving speed, the longitudinal absolute velocity obtained after compensating their longitudinal relative velocity with the vehicle's driving speed is approximately equal to 0. For static high-altitude obstacles, since their longitudinal relative velocity is less than the vehicle's driving speed, the longitudinal absolute velocity obtained after compensating their longitudinal relative velocity with the vehicle's driving speed is greater than 0, and the greater the pitch angle, the greater the longitudinal absolute velocity of the static high-altitude obstacle. Therefore, it is possible to determine whether the obstacle is a dynamic obstacle based on its longitudinal absolute velocity, determine whether a static obstacle is a static high-altitude obstacle, etc., and the height position of the obstacle can also be determined based on the velocity offset.

[0058] Based on the above research, the present disclosure provides a vehicle driving control method, a vehicle, a computer device and a program product, which obtains the current driving speed of the vehicle and the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle during the driving process of the vehicle; determines whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and the speed offset threshold matching the current driving speed; wherein the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed, that is, different driving speeds correspond to different speed offset thresholds; the maximum offset is calculated when the target obstacle is at a calibrated height. By determining the speed offset threshold matching the current speed, it is possible to more accurately determine whether the target obstacle is a dynamic obstacle. If the target obstacle is a dynamic obstacle, it is determined that it does not belong to a high-altitude obstacle, so there is no need to calculate its height position, reducing the amount of calculation.

[0059] And, if the target obstacle is not a dynamic obstacle, the height position of the target obstacle is determined based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle's driving direction; the height position is used to represent the height of the target obstacle suspended in the air. And according to the height position corresponding to the target obstacle, the vehicle's driving is controlled more accurately to ensure the vehicle's driving safety.

[0060] To facilitate understanding of this embodiment, a vehicle driving control method disclosed in the embodiment of the present disclosure is first introduced in detail. The execution subject of the vehicle driving control method provided in the embodiment of the present disclosure is generally a computer device with certain computing capabilities, and the computer device includes, for example: a terminal device or a server or other processing device, and the terminal device can be a computing device, a vehicle-mounted device, etc. In some possible implementations, the vehicle driving control method can be implemented by a processor calling a computer-readable instruction stored in a memory.

[0061] See also Figure 2 FIG. 2 is a flow chart of a vehicle driving control method provided by an embodiment of the present disclosure, wherein the method includes S201 to S204, wherein:

[0062] S201: During the driving process of the vehicle, the current driving speed of the vehicle and the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle are obtained.

[0063] S202: Determine whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and a speed offset threshold that matches the current driving speed; the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed; the maximum offset is calculated when the target obstacle is at a calibrated height.

[0064] S203: When the target obstacle is not a dynamic obstacle, determine the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle's driving direction; the height position is used to represent the height of the target obstacle suspended in the air.

[0065] S204: Controlling the vehicle to travel according to the height position corresponding to the target obstacle.

[0066] The following is a detailed description of the above steps.

[0067] For S201:

[0068] During the driving process of the vehicle, the current driving speed of the vehicle can be obtained. For example, a speed sensor can be provided on the vehicle, and the speed sensor can periodically collect the driving data of the vehicle. The driving data includes but is not limited to the driving speed, the steering angle rate of the vehicle, etc. The current driving speed of the vehicle is obtained from the driving data collected by the speed sensor, where the current driving speed refers to the longitudinal driving speed of the vehicle. The longitudinal driving speed of the vehicle is shown in FIG. Figure 3 shown.

[0069] And it is also possible to obtain the absolute speed of the target obstacle in front of the vehicle along the direction of the vehicle's travel, that is, the longitudinal absolute speed of the vehicle. For example, a radar device can be installed on the vehicle, which can periodically detect obstacles in the surrounding environment and output the relative attribute data of the obstacle. According to the relative attribute data of the obstacle, the absolute speed of the obstacle can be determined, that is, the lateral absolute speed and the longitudinal absolute speed. The relative attribute data includes the lateral distance, longitudinal distance, lateral relative speed, longitudinal relative speed, etc. of the obstacle relative to the vehicle. Then, the absolute speed of the target obstacle in front of the vehicle along the direction of the vehicle's travel (that is, the longitudinal absolute speed) can be obtained.

[0070] Exemplarily, the absolute speed of the obstacle may be determined according to the following steps:

[0071] Step a1, obtaining relative attribute data of multiple obstacles collected by the vehicle's radar device at a first timestamp, and vehicle travel data collected by the vehicle speed sensor at a second timestamp, wherein the second timestamp is the timestamp closest to the first timestamp among the multiple working timestamps of the vehicle speed sensor; the relative attribute data is used to reflect the distance information and speed information of the obstacle relative to the vehicle.

[0072] Step a2: Determine the initial absolute speed of each obstacle relative to the ground based on the vehicle driving data and the relative attribute data of the multiple obstacles.

[0073] Step a3: Based on the initial absolute speeds and relative attribute data of the multiple obstacles, speed distribution information for characterizing the speed distribution of static obstacles among the multiple obstacles is determined.

[0074] Step a4: Based on the speed distribution information, the initial absolute speeds of the multiple obstacles are adjusted to obtain the target absolute speeds corresponding to the multiple obstacles respectively.

[0075] The initial absolute speed includes the initial lateral absolute speed and the initial longitudinal absolute speed. The vehicle driving data includes the vehicle driving speed and the vehicle steering angle rate. The vehicle driving speed includes the vehicle lateral driving speed and the vehicle longitudinal driving speed. The relative attribute data of each obstacle includes the lateral distance, longitudinal distance, lateral relative speed and longitudinal relative speed of the obstacle relative to the vehicle.

[0076] In specific implementation, the following formula (1) can be used to determine the initial absolute velocity of the obstacle relative to the ground:

[0077] (1)

[0078] in, , , , Relative attribute data of obstacles determined by the radar equipment, is the lateral relative velocity, is the longitudinal relative velocity, is the horizontal distance, is the vertical distance. , , The vehicle driving data collected by the speed sensor. is the vehicle steering angle rate detected by the vehicle speed sensor, is the vehicle's lateral speed, is the longitudinal speed of the vehicle. is the initial lateral absolute velocity, is the initial absolute longitudinal velocity.

[0079] During implementation, the initial lateral absolute velocities and longitudinal distances of multiple obstacles can be used to determine the lateral velocity distribution information used to characterize the lateral velocity distribution of static obstacles; and the longitudinal velocity distribution information used to characterize the longitudinal velocity distribution of static obstacles can be determined based on the initial longitudinal absolute velocities and lateral distances of multiple obstacles. For example, the Random Sample Consensus (RANSAC) algorithm can be used to determine the velocity distribution information used to characterize the velocity distribution of static obstacles among multiple obstacles.

[0080] In specific implementation, the angle between the fitting line represented by the speed distribution information and the horizontal axis, and the intercept between the fitting line and the vertical axis can be determined according to the speed distribution information; based on the angle and the intercept, the initial absolute speeds of multiple obstacles are adjusted to obtain the target absolute speeds corresponding to the multiple obstacles.

[0081] In the present disclosure, a fitting straight line can be used to characterize the speed distribution, that is, the speed distribution information can include parameter information of the fitting straight line. After the speed distribution information is determined, the angle between the fitting straight line characterizing the speed distribution information and the horizontal axis, and the intercept between the fitting straight line and the vertical axis can be determined based on the speed distribution information. The intercept between the fitting straight line and the vertical axis can be used to perform a translation operation on the absolute speeds of multiple obstacles, so that the intersection of the translated fitting straight line and the vertical axis is located at the origin, and the absolute speeds of the multiple obstacles after the translation operation are obtained. Through the translation operation, the inaccurate error of the vehicle driving data caused by vehicle sliding, the inaccurate error of the vehicle driving data caused by tire pressure fluctuation, etc. can be eliminated.

[0082] The intersection of the fitting line after the translation operation and the ordinate axis is located at the origin, so the fitting line can be rotated around the origin according to the angle between the fitting line and the abscissa axis, so that the rotated fitting line is parallel to the abscissa axis. The rotation operation can eliminate the error caused by inaccurate vehicle steering angular rate in the vehicle driving data, the error caused by the mismatch between the vehicle steering angular rate in the vehicle driving data and the relative attribute data of the obstacle when the first timestamp and the second timestamp are not aligned, etc.

[0083] Specifically, a rotation matrix can be generated according to the angle between the fitting line represented by the speed distribution information and the horizontal axis, and the absolute speeds of the multiple obstacles after the translation operation can be adjusted by using the rotation matrix to obtain the target absolute speeds corresponding to the multiple obstacles. The target absolute speed obtained by the above process has a high accuracy, and the absolute speed of the target obstacle along the vehicle's driving direction can be obtained with a high accuracy, so that static obstacles and dynamic obstacles can be identified more accurately in the future, and the height position of the target obstacle can be determined.

[0084] During implementation, the process of S202-S204 is performed when the current driving speed indicates that the vehicle is moving forward. If the vehicle is stationary or moving backward, the process of S202-S204 is not performed.

[0085] For S202:

[0086] During implementation, the maximum pitch angle may be set, and the speed offset threshold corresponding to the current driving speed may be determined based on the maximum pitch angle and the current driving speed. For example, the product between the cosine value of the maximum pitch angle and the current driving speed may be determined first, and the current driving speed may be subtracted from the calculated product value to obtain the speed offset threshold corresponding to the current driving speed. Alternatively, a mapping relationship between the driving speed and the offset threshold may be set, and the speed offset threshold matching the current driving speed may be determined based on the mapping relationship.

[0087] During implementation, the speed offset threshold may be determined according to the following steps: the speed offset threshold may be determined according to the current driving speed, the longitudinal distance, and the calibrated height. For example, the pitch angle may be determined according to the calibrated height and the longitudinal distance, and then the speed offset threshold may be determined according to the pitch angle and the current driving speed.

[0088] Optionally, the speed offset threshold is determined based on the current driving speed, the longitudinal distance and the calibrated height, including: determining, based on the calibrated height and the longitudinal distance, a first inclination angle of a line between the vehicle and the target obstacle relative to a driving road surface if the target obstacle is located at the calibrated height; and determining the speed offset threshold based on the cosine value of the first inclination angle and the current driving speed.

[0089] During implementation, the speed deviation threshold can be determined according to the following formulas (2) and (3): :

[0090] , (2)

[0091] , (3)

[0092] in, is the current speed of the vehicle, is the longitudinal distance, To calibrate the height, is the first inclination angle.

[0093] The calibration height can be determined according to the height of each static obstacle located at a high altitude on the driving road (ie, static high-altitude obstacles), that is, the calibration height can be the maximum height of multiple static high-altitude obstacles, for example, the calibration height can be 10 meters, 8 meters, etc.

[0094] The speed offset threshold determined by the above steps matches the longitudinal distance and the current driving speed. Since the calibrated height can be the maximum height position that a static high-altitude obstacle can be at, the speed offset threshold represents the speed offset caused when the target obstacle is at the maximum height position at the current driving speed. When the absolute speed of the target obstacle is greater than the speed offset threshold, it is assumed that the absolute speed of the target obstacle is caused by the existence of the pitch angle, and the height position of the target obstacle must be higher than the calibrated height, which is inconsistent with prior knowledge. Therefore, in this case, it is determined that the absolute speed of the target obstacle is caused by its own movement, that is, it is determined that the target obstacle is a dynamic obstacle. It can be seen that based on the speed offset threshold, it is possible to more accurately judge whether the obstacle is a dynamic obstacle.

[0095] After determining the speed offset threshold that matches the current driving speed, determine whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold. For example, if the absolute speed of the target obstacle is greater than the speed offset threshold, determine that the target obstacle is a dynamic obstacle, and do not perform the subsequent step of determining the height position. On the contrary, if the absolute speed of the target obstacle is less than or equal to the speed offset threshold, determine that the target obstacle is not a dynamic obstacle, and perform subsequent processing.

[0096] In an optional implementation, determining whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes: acquiring speed data of the target obstacle determined multiple times in history during the driving of the vehicle; determining that the target obstacle has moved in the past based on the speed data of the target obstacle determined multiple times in history; and / or determining that the target obstacle is a dynamic obstacle when the currently determined absolute speed of the target obstacle is greater than the speed offset threshold.

[0097] In specific implementation, the speed data of the target obstacle determined multiple times in history during the vehicle's driving process can also be obtained. The speed data of the target obstacle includes the lateral absolute speed and the longitudinal absolute speed.

[0098] According to the speed data of the target obstacle, it is determined whether the target obstacle has ever moved in history. For example, if the lateral absolute speeds in the speed data of the target obstacle are all less than the first speed threshold, and the longitudinal absolute speeds are all less than the second speed threshold, it is determined that the target obstacle has never moved in history. If there is at least one lateral absolute speed greater than or equal to the first speed threshold, and / or at least one longitudinal absolute speed greater than or equal to the second speed threshold in the speed data of the target obstacle, it is determined that the target obstacle has ever moved in history.

[0099] When it is determined that the target obstacle has moved in the past, and / or the absolute speed of the currently determined target obstacle is greater than the speed offset threshold, the target obstacle is determined to be a dynamic obstacle. On the contrary, when it is determined that the target obstacle has not moved in the past, and the absolute speed of the currently determined target obstacle is less than or equal to the speed offset threshold, the target obstacle is determined not to be a dynamic obstacle.

[0100] Through the above process, it can be more accurately determined whether the target obstacle is a dynamic obstacle.

[0101] Considering that when the vehicle is far away from the target obstacle, even if the target obstacle is at the calibrated height, the pitch angle between the target obstacle and the vehicle may be small, in this case, the interference of the target obstacle to the vehicle is low, and the accuracy of the determined height position is also low, so the process of steps S202 to S204 can be omitted.

[0102] Based on this, in order to ensure the recognition accuracy of dynamic obstacles and reduce resource consumption, whether the target obstacle is a dynamic obstacle is determined according to the absolute speed of the target obstacle and the speed offset threshold matching the current driving speed, specifically including:

[0103] Step b1, determining whether the longitudinal distance between the vehicle and the target obstacle is less than or equal to a distance threshold that matches the current driving speed;

[0104] Step b2: If yes, determine whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed.

[0105] In step b1, a mapping relationship between the driving speed and the distance threshold may be set, and the driving speed and the distance threshold are positively correlated, that is, the greater the driving speed, the greater the distance threshold. The mapping relationship may then be used to determine the distance threshold that matches the current driving speed.

[0106] Optionally, a distance threshold that matches the current driving speed can be determined according to the following steps: determine the minimum resolvable speed corresponding to the radar equipment deployed on the vehicle; determine the angle limit value measured by the radar equipment based on the minimum resolvable speed and the current driving speed; determine the distance threshold based on the angle limit value and the calibrated height.

[0107] During implementation, the distance threshold can be determined according to the following formula (4): :

[0108] , (4)

[0109] in, To calibrate the height, is the current driving speed, It is the minimum resolvable speed corresponding to the radar device, for example, the minimum resolvable speed may be 0.075m / s. The calculated result is the angle limit value. The minimum resolvable speed is related to the model, performance and other information of the radar device. Different radar devices may correspond to different minimum resolvable speeds. The present disclosure does not specifically limit the minimum resolvable speed of the radar device. The above is an exemplary description.

[0110] Through the above steps, the distance threshold matching the current driving speed can be determined more accurately, so that it can be more accurately determined whether to identify the target obstacle according to the distance threshold, thereby ensuring the recognition accuracy of the target obstacle.

[0111] After determining the distance threshold, determine whether the longitudinal distance between the vehicle and the target obstacle is less than or equal to the distance threshold. In step b2, if the longitudinal distance is less than or equal to the distance threshold, determine whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed. On the contrary, if the longitudinal distance is greater than the distance threshold, no subsequent processing is performed.

[0112] For S203:

[0113] When the target obstacle is a dynamic obstacle, step S203 is not required. When the target obstacle is not a dynamic obstacle, the inclination angle can be determined based on the absolute speed of the target obstacle and the current driving speed, and then the height position of the target obstacle can be determined based on the inclination angle and the longitudinal distance; the height position is used to characterize the height of the target obstacle suspended in the air. For example, the height position can be the height of the center position of the target obstacle relative to the driving road surface, or it can also be the height of the lower surface of the target obstacle relative to the driving road surface.

[0114] Optionally, determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed and the longitudinal distance includes: determining a speed ratio between the absolute speed of the target obstacle and the current driving speed; determining a second inclination angle of a line between the target obstacle and the vehicle relative to a driving road surface based on the speed ratio; and determining the height position of the target obstacle based on the second inclination angle and the longitudinal distance.

[0115] During implementation, the height position of the target obstacle can be determined according to formula (5): :

[0116] , (5)

[0117] in is the longitudinal distance, is the absolute speed of the target obstacle, is the current driving speed.

[0118] Through the above process, the height position of the target obstacle can be determined at the current position of the vehicle, and the determination of the height position is relatively simple and efficient.

[0119] For S204:

[0120] During implementation, the vehicle can be controlled to travel according to the height position of the target obstacle. For example, the height position can be compared with the height threshold. If the height position is greater than the height threshold, it indicates that the target obstacle does not interfere with the vehicle's travel, that is, the target obstacle is an obstacle that the vehicle can pass. On the contrary, if the height position is less than or equal to the height threshold, it indicates that the target obstacle interferes with the vehicle's travel, that is, the target obstacle is an obstacle that the vehicle cannot pass.

[0121] During implementation, when the height position corresponding to the target obstacle is greater than a set height threshold, the vehicle is controlled to pass through the target obstacle; when the height position corresponding to the target obstacle is less than or equal to the height threshold, the vehicle is controlled to avoid the target obstacle.

[0122] Through the above process, the vehicle's driving safety can be ensured while the vehicle's control accuracy can be improved, giving users a better assisted driving experience.

[0123] Considering that the height position detected once may be inaccurate, the present disclosure can also perform continuous detection on the target obstacle, so as to more accurately control the vehicle driving by combining the height positions of the target obstacle determined multiple times in history.

[0124] Optionally, controlling the vehicle travel according to the height position corresponding to the target obstacle specifically includes: obtaining the height position of the target obstacle that has been determined multiple times in history during the vehicle travel; taking the average value of the height positions that have been determined multiple times in history and the height position that is currently determined as the target height position corresponding to the target obstacle; and controlling the vehicle travel based on the target height position.

[0125] During the driving process of the vehicle, the height position of the target obstacle can be detected periodically and continuously. The height position of the target obstacle determined multiple times in history during the driving process of the vehicle is obtained, where the number of times can be set as needed, such as 5 times, 8 times, 10 times, etc.

[0126] Determine the average of the height positions determined multiple times in history and the height position determined currently, and use the average as the target height position corresponding to the target obstacle. And control the vehicle driving according to the target height position to improve the vehicle control accuracy.

[0127] Optionally, controlling vehicle travel based on the target height position includes: determining a height position distribution characteristic of the target obstacle according to the height positions determined repeatedly in history and the height position currently determined; if the height position distribution characteristic meets a credible condition, controlling vehicle travel based on the target height position.

[0128] Since the height position of the target obstacle is fixed, if the height position determined multiple times is unstable, it indicates that the determined height position is unreliable and cannot guarantee the safety of vehicle driving. Based on this, the present disclosure can determine the height position distribution characteristics of the target obstacle based on the height positions determined multiple times in history and the currently determined height position. For example, the height position distribution characteristics can be the height difference between any two height positions, or the height variance.

[0129] When the height position distribution feature is the height variance, a variance threshold can be set. If the height position distribution feature is less than the variance threshold, it is determined that the height position distribution feature meets the credible condition, and the vehicle driving is controlled based on the target height position; conversely, if the height position distribution feature is greater than or equal to the variance threshold, it is determined that the height position distribution feature does not meet the credible condition, and candidate processing is not performed.

[0130] When the height position distribution feature is a height difference, a difference threshold can be set. If multiple height differences are less than the difference threshold, it is determined that the height position distribution feature meets the trust condition. On the contrary, if there is at least one height difference greater than or equal to the difference threshold, it is determined that the height position distribution feature does not meet the trust condition.

[0131] Through the above process, it can be ensured that the target height position of the target obstacle is credible, and the vehicle driving is controlled based on the credible target height position of the target obstacle, so as to ensure the safety of the vehicle driving.

[0132] The specific process of the vehicle driving control method proposed in the present disclosure is described below. The method includes:

[0133] Step 1: During the driving process of the vehicle, obtain the current driving speed of the vehicle, the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle, and the longitudinal distance between the vehicle and the target obstacle along the driving direction of the vehicle.

[0134] Step 2: Determine a distance threshold that matches the current driving speed, and determine whether the longitudinal distance between the vehicle and the target obstacle is less than or equal to the distance threshold that matches the current driving speed.

[0135] Step 3: If yes, determine a speed offset threshold that matches the current driving speed, and determine whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed.

[0136] Determining whether the target obstacle is a dynamic obstacle may further include: acquiring speed data of the target obstacle determined multiple times in history during the vehicle's travel; and determining that the target obstacle has moved in the past based on the speed data of the target obstacle determined multiple times in history, and / or when the absolute speed of the currently determined target obstacle is greater than a speed offset threshold, determining that the target obstacle is a dynamic obstacle.

[0137] Step 4: When the target obstacle is not a dynamic obstacle, determine the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the driving direction of the vehicle.

[0138] Step 5. Obtain the height position of the target obstacle that has been determined continuously in the history during the vehicle's driving process; take the average of the height positions that have been determined continuously in the history and the currently determined height position as the target height position corresponding to the target obstacle; determine the height position distribution characteristics of the target obstacle based on the height positions that have been determined continuously in the history and the currently determined height position; if the height position distribution characteristics meet the credible conditions, control the vehicle's driving based on the target height position.

[0139] The present disclosure determines whether the target obstacle is a dynamic obstacle based on the absolute speed of the target obstacle and the speed offset threshold matched with the current driving speed; wherein the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed, that is, different driving speeds correspond to different speed offset thresholds; the maximum offset is calculated when the target obstacle is at a calibrated height. By determining the speed offset threshold matched with the current speed, it is possible to more accurately determine whether the target obstacle is a dynamic obstacle. If the target obstacle is a dynamic obstacle, it is determined that it does not belong to a high-altitude obstacle, so there is no need to calculate its height position, reducing the amount of calculation. And, in the case where the target obstacle is not a dynamic obstacle, the height position of the target obstacle is determined based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle's driving direction; so as to more accurately control the vehicle's driving according to the height position corresponding to the target obstacle and ensure the vehicle's driving safety.

[0140] Those skilled in the art will appreciate that, in the above method of specific implementation, the order in which the steps are written does not imply a strict execution order and does not constitute any limitation on the implementation process. The specific execution order of the steps should be determined by their functions and possible internal logic.

[0141] Based on the same inventive concept, a vehicle driving control device corresponding to the vehicle driving control method is also provided in the embodiment of the present disclosure. Since the principle of solving the problem by the device in the embodiment of the present disclosure is similar to the above-mentioned vehicle driving control method in the embodiment of the present disclosure, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0142] Based on the same technical concept, the embodiment of the present disclosure also provides a computer device. Figure 4As shown, it is a schematic diagram of the structure of a computer device 400 provided in an embodiment of the present disclosure, including a processor 401, a memory 402, and a bus 403. Among them, the memory 402 is used to store execution instructions, including a memory 4021 and an external memory 4022; the memory 4021 here is also called an internal memory, which is used to temporarily store the operation data in the processor 401, and the data exchanged with the external memory 4022 such as a hard disk. The processor 401 exchanges data with the external memory 4022 through the memory 4021. When the computer device 400 is running, the processor 401 communicates with the memory 402 through the bus 403, so that the processor 401 executes the following instructions:

[0143] During the driving process of the vehicle, the current driving speed of the vehicle and the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle are obtained;

[0144] Determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed; the speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed; the maximum offset is calculated when the target obstacle is at a calibrated height;

[0145] In the case where the target obstacle is not a dynamic obstacle, determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle driving direction; the height position is used to represent the height of the target obstacle suspended in the air;

[0146] The vehicle is controlled to travel according to the height position corresponding to the target obstacle.

[0147] In a possible implementation manner, in the instruction of the processor 401, the speed offset threshold is determined according to the following steps:

[0148] The speed deviation threshold is determined according to the current driving speed, the longitudinal distance and the calibrated height.

[0149] In a possible implementation manner, in the instruction of the processor 401, determining the speed offset threshold according to the current driving speed, the longitudinal distance, and the calibrated height includes:

[0150] Determining, based on the calibrated height and the longitudinal distance, a first inclination angle of a line between the vehicle and the target obstacle relative to a driving road surface if the target obstacle is located at the calibrated height;

[0151] The speed deviation threshold is determined according to the cosine value of the first inclination angle and the current driving speed.

[0152] In a possible implementation manner, in the instruction of the processor 401, controlling the vehicle to travel according to the height position corresponding to the target obstacle includes:

[0153] Acquire the height position of the target obstacle determined multiple times in history during the driving of the vehicle;

[0154] The average value of the height positions determined for multiple times in history and the height position determined currently is used as the target height position corresponding to the target obstacle;

[0155] Based on the target height position, the vehicle is controlled to travel.

[0156] In a possible implementation manner, in the instruction of the processor 401, controlling the vehicle to travel based on the target height position includes:

[0157] Determine the height position distribution characteristics of the target obstacle according to the historical height positions determined multiple times in succession and the currently determined height position;

[0158] If the height position distribution characteristic satisfies the credibility condition, the vehicle driving is controlled based on the target height position.

[0159] In a possible implementation manner, in the instruction of the processor 401, determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes:

[0160] Acquire speed data of the target obstacle determined multiple times in history during the driving of the vehicle;

[0161] When it is determined that the target obstacle has moved in history based on the speed data of the target obstacle determined multiple times in history; and / or when the absolute speed of the target obstacle currently determined is greater than the speed offset threshold, the target obstacle is determined to be a dynamic obstacle.

[0162] In a possible implementation manner, the instructions of the processor 401, based on the absolute speed of the target obstacle, the current driving speed and the longitudinal distance, determine the height position of the target obstacle, including:

[0163] Determining a speed ratio between the absolute speed of the target obstacle and the current driving speed;

[0164] determining, according to the speed ratio, a second inclination angle of a line between the target obstacle and the vehicle relative to a driving road surface;

[0165] The height position of the target obstacle is determined according to the second inclination angle and the longitudinal distance.

[0166] In a possible implementation manner, in the instruction of the processor 401, determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes:

[0167] determining whether a longitudinal distance between the vehicle and the target obstacle is less than or equal to a distance threshold that matches the current driving speed;

[0168] If so, it is determined whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed.

[0169] In a possible implementation manner, in the instruction of the processor 401, a distance threshold matching the current driving speed is determined according to the following steps:

[0170] Determining a minimum resolvable speed corresponding to a radar device deployed on the vehicle;

[0171] Determining an angle limit value measured by the radar device according to the minimum resolvable speed and the current driving speed;

[0172] The distance threshold is determined according to the angle limit value and the calibrated height.

[0173] In a possible implementation manner, in the instruction of the processor 401, controlling the vehicle to travel according to the height position corresponding to the target obstacle includes:

[0174] When the height position corresponding to the target obstacle is greater than a set height threshold, controlling the vehicle to travel through the target obstacle;

[0175] When the height position corresponding to the target obstacle is less than or equal to the height threshold, the vehicle is controlled to avoid the target obstacle.

[0176] An embodiment of the present disclosure also provides a vehicle, including a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is running, the machine-readable instructions are executed by the processor to perform the steps of the vehicle driving control method described in the above method embodiment.

[0177] The embodiment of the present disclosure also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the vehicle driving control method described in the above method embodiment are executed. The storage medium can be a volatile or non-volatile computer-readable storage medium.

[0178] The embodiments of the present disclosure also provide a computer program product, which carries a program code. The instructions included in the program code can be used to execute the steps of the vehicle driving control method described in the above method embodiment. Please refer to the above method embodiment for details, which will not be repeated here.

[0179] The computer program product may be implemented in hardware, software or a combination thereof. In one optional embodiment, the computer program product is implemented as a computer program product. In another optional embodiment, the computer program product is implemented as a software product, such as a software development kit (SDK).

[0180] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here. In the several embodiments provided in the present disclosure, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of the device or unit can be electrical, mechanical or other forms.

[0181] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0182] In addition, each functional unit in each embodiment of the present disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0183] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable program product that can be executed by a processor. Based on this understanding, the technical solution of the present disclosure, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a program product, including several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present disclosure. The aforementioned program products include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0184] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present disclosure, which are used to illustrate the technical solutions of the present disclosure, rather than to limit them. The protection scope of the present disclosure is not limited thereto. Although the present disclosure is described in detail with reference to the above-described embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-described embodiments within the technical scope disclosed in the present disclosure, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure, and should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. A vehicle driving control method, characterized in that: include: During the driving process of the vehicle, the current driving speed of the vehicle and the absolute speed of the target obstacle in front of the vehicle along the driving direction of the vehicle are obtained; determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed; The speed offset threshold is used to reflect the maximum offset of the absolute speed at the current driving speed; the maximum offset is calculated when the target obstacle is at a calibrated height; the speed offset is used to represent the speed offset between the longitudinal relative speed of the target obstacle relative to the vehicle and the current driving speed; In the case where the target obstacle is not a dynamic obstacle, determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance between the vehicle and the target obstacle along the vehicle driving direction; the height position is used to represent the height of the target obstacle suspended in the air; The vehicle is controlled to travel according to the height position corresponding to the target obstacle.

2. The method according to claim 1, characterized in that: The speed deviation threshold is determined according to the following steps: The speed deviation threshold is determined according to the current driving speed, the longitudinal distance and the calibrated height.

3. The method according to claim 2, characterized in that The determining the speed deviation threshold according to the current driving speed, the longitudinal distance and the calibrated height includes: Determining, based on the calibrated height and the longitudinal distance, a first inclination angle of a line between the vehicle and the target obstacle relative to a driving road surface if the target obstacle is located at the calibrated height; The speed deviation threshold is determined according to the cosine value of the first inclination angle and the current driving speed.

4. The method according to claim 1, characterized in that: The step of controlling the vehicle to travel according to the height position corresponding to the target obstacle comprises: Acquire the height position of the target obstacle determined multiple times in history during the driving of the vehicle; The average value of the height positions determined for multiple times in history and the height position determined currently is used as the target height position corresponding to the target obstacle; Based on the target height position, the vehicle is controlled to travel.

5. The method according to claim 4, characterized in that The step of controlling the vehicle to travel based on the target height position includes: Determine the height position distribution characteristics of the target obstacle according to the historical height positions determined multiple times in succession and the currently determined height position; If the height position distribution characteristic satisfies the credibility condition, the vehicle driving is controlled based on the target height position.

6. The method according to claim 1, characterized in that The determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes: Acquire speed data of the target obstacle determined multiple times in history during the driving of the vehicle; When it is determined that the target obstacle has moved in history based on the speed data of the target obstacle determined multiple times in history; and / or when the absolute speed of the target obstacle currently determined is greater than the speed offset threshold, the target obstacle is determined to be a dynamic obstacle.

7. The method according to claim 1, characterized in that Determining the height position of the target obstacle based on the absolute speed of the target obstacle, the current driving speed, and the longitudinal distance includes: Determining a speed ratio between the absolute speed of the target obstacle and the current driving speed; determining, according to the speed ratio, a second inclination angle of a line between the target obstacle and the vehicle relative to a driving road surface; The height position of the target obstacle is determined according to the second inclination angle and the longitudinal distance.

8. The method according to any one of claims 1 to 7, characterized in that: The determining whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and a speed offset threshold matching the current driving speed includes: determining whether a longitudinal distance between the vehicle and the target obstacle is less than or equal to a distance threshold that matches the current driving speed; If so, it is determined whether the target obstacle is a dynamic obstacle according to the absolute speed of the target obstacle and the speed offset threshold that matches the current driving speed.

9. The method according to claim 8, characterized in that The distance threshold matching the current driving speed is determined according to the following steps: Determining a minimum resolvable speed corresponding to a radar device deployed on the vehicle; Determining an angle limit value measured by the radar device according to the minimum resolvable speed and the current driving speed; The distance threshold is determined according to the angle limit value and the calibrated height.

10. The method according to any one of claims 1 to 7, characterized in that: The step of controlling the vehicle to travel according to the height position corresponding to the target obstacle comprises: When the height position corresponding to the target obstacle is greater than a set height threshold, controlling the vehicle to travel through the target obstacle; When the height position corresponding to the target obstacle is less than or equal to the height threshold, the vehicle is controlled to avoid the target obstacle.

11. A computer device, characterized in that: include: A processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the computer device is running, the machine-readable instructions are executed by the processor to perform the steps of the vehicle driving control method as described in any one of claims 1 to 10.

12. A vehicle, characterized in that: It comprises a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is running, the machine-readable instructions are executed by the processor to perform the steps of the vehicle driving control method as claimed in any one of claims 1 to 10.

13. A computer program product, comprising a computer program, characterized in that When the computer program is executed, the steps of the vehicle driving control method according to any one of claims 1 to 10 are implemented.

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