Methods, systems, equipment, media, and products for identifying vehicles at risk of rollover.

Abstract

This application relates to a method, system, device, medium, and product for identifying vehicles at risk of tipping over. The method includes: determining relative coordinate data; wherein the relative coordinate data indicates the relative positional relationship between a first vehicle and a second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance; determining the true tilt angle data of the second vehicle relative to the ground based on the relative coordinate data; and determining the second vehicle as a vehicle at risk of tipping over when the true tilt angle data reaches a preset tipping condition. This method can determine whether a second vehicle has a risk of tipping over by determining the true tilt angle data of second vehicles surrounding a first vehicle, thus enabling timely warnings of vehicles at risk of tipping over and allowing for emergency avoidance measures to reduce the possibility of vehicle collisions and avoid the risk of cargo from other overturned vehicles hitting the vehicle.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a method, system, device, medium, or product for identifying vehicles at risk of rollover. Background Technology

[0002] Current intelligent driving assistance systems (ADAS) with NCA (Navigation Cruise Assist) can reach destinations point-to-point once activated. AADA systems also have risk avoidance capabilities; when approaching large vehicles, if the AADA system detects a collision risk in front of, to the side of, or behind the vehicle, it will control NCA to issue a warning to the driver or automatically avoid the obstacle. However, while current AADA systems can maintain a certain distance after recognizing large vehicles, they lack measures to deal with potential collisions from overhead objects, thus creating a risk of collision. Summary of the Invention

[0003] Based on this, a method, system, device, medium, and product for identifying vehicles at risk of rollover are provided to solve the problem that existing technologies cannot identify vehicles at risk of rollover.

[0004] On the one hand, a method for identifying vehicles at risk of rollover is provided, applied to a first vehicle, the method comprising:

[0005] Determine relative coordinate data; wherein the relative coordinate data indicates the relative positional relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0006] Based on the relative coordinate data, determine the actual tilt angle of the second vehicle relative to the ground;

[0007] In response to the actual tilt angle data reaching the preset overturning conditions, the second vehicle is determined to be a vehicle at risk of overturning.

[0008] Optionally, determining the true tilt angle data of the second vehicle relative to the ground based on the relative coordinate data includes:

[0009] Based on the relative coordinate data, the lateral distance and the first included angle between the first vehicle and the second vehicle are determined; the first included angle is the angle between the body of the first vehicle and the body of the second vehicle on the horizontal plane.

[0010] Based on the lateral distance and the first included angle, the true tilt angle data of the second vehicle relative to the ground is determined; the true tilt angle data indicates the second included angle between the side of the second vehicle and the ground.

[0011] Optionally, determining the true tilt angle data of the second vehicle relative to the ground based on the lateral distance and the first included angle includes:

[0012] Determine the initial tilt angle data of the second vehicle relative to the ground; the initial tilt angle data indicates the tilt angle data of the second vehicle before correction of deviation;

[0013] Based on the correspondence between the lateral distance and the first included angle and the correction parameter, determine the target correction parameter corresponding to the lateral distance and the first included angle;

[0014] Based on the target correction parameters, the tilt angle data in the initial tilt angle data is corrected to obtain the true tilt angle data of the second vehicle relative to the ground.

[0015] Optionally, determining the second vehicle as a vehicle at risk of overturning in response to the actual tilt angle data reaching a preset overturning condition includes:

[0016] In response to the actual tilt angle data being greater than a preset tilt angle threshold, the second vehicle is determined to be a vehicle at risk of overturning.

[0017] Optionally, the step of determining the second vehicle as a vehicle at risk of overturning in response to the actual tilt angle data reaching a preset overturning condition further includes:

[0018] Obtain the sum of the first deformation values ​​of the tires on the first side of the second vehicle and the sum of the second deformation values ​​of the tires on the second side;

[0019] The deformation difference between the two tires of the second vehicle is determined based on the sum of the first deformation values ​​and the sum of the second deformation values.

[0020] In response to the actual tilt angle data being greater than the tilt angle threshold and the deformation difference being greater than a preset difference, the second vehicle is determined to be the vehicle at risk of overturning.

[0021] Optionally, after determining that the second vehicle is a vehicle at risk of overturning, the method further includes:

[0022] After determining that the second vehicle is a vehicle at risk of overturning, the process further includes:

[0023] Determine the direction of the second vehicle's rollover;

[0024] In response to the first vehicle being located in a lane on the side facing the overturning direction towards the second vehicle, a variable lane and driving parameters are determined in the target lane based on vehicle distribution information in the target lane and the relative positions of the first and second vehicles; then, based on the driving parameters, a lane change is performed to the variable lane; wherein, the driving parameters include at least one of the following: torque, motor speed,

[0025] On the side facing the overturning direction of the second vehicle, the target lane is separated from the lane where the second vehicle is located by at least one lane, and / or,

[0026] On the side relative to the overturning direction of the second vehicle, the target lane is at least adjacent to the lane where the second vehicle is located.

[0027] Optionally, in response to the first vehicle being located in a lane on the side facing the overturning direction towards the second vehicle, determining a variable lane and driving parameters in the target lane based on vehicle distribution information in the target lane and the relative positions of the first vehicle and the second vehicle, including:

[0028] A first target lane is determined, along with first distribution information of vehicles within that first target lane; the first target lane is adjacent to the lane where the second vehicle is located, and the first target lane is situated on the side of the second vehicle relative to the overturning direction;

[0029] Based on the position parameters of the first target vehicle in the first distribution information, determine the first interval distance between the first vehicle and the first target vehicle closest to the first vehicle;

[0030] In response to the first interval distance being greater than a distance threshold, the first target lane is determined to be the variable lane, and the first driving parameters are obtained.

[0031] Optionally, the step of determining a variable lane and driving parameters in the target lane in response to the first vehicle being located in a lane on the side facing the overturning direction toward the second vehicle, based on vehicle distribution information in the target lane and the relative positions of the first vehicle and the second vehicle, further includes:

[0032] A second target lane is determined, along with second distribution information of vehicles in the second target lane; wherein the second target lane is located on the side of the overturning direction of the second vehicle, and the second target lane is at least one lane away from the lane where the second vehicle is located;

[0033] Based on the location parameters of the second target vehicle in the second distribution information, determine the second interval distance between the first vehicle and the second target vehicle that is closest to the first vehicle;

[0034] In response to the second interval distance being greater than the distance threshold, the second target lane is determined to be the variable lane, and the second driving parameters are obtained.

[0035] Secondly, a system for identifying vehicles at risk of rollover is provided, applied to a first vehicle, the system comprising:

[0036] The first determining module is used to determine relative coordinate data; wherein the relative coordinate data indicates the relative positional relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0037] The second determining module is used to determine the actual tilt angle data of the second vehicle relative to the ground based on the relative coordinate data;

[0038] The third determining module is used to determine the second vehicle as a vehicle at risk of overturning in response to the actual tilt angle data reaching a preset overturning condition.

[0039] Thirdly, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and for running on the processor, wherein the processor executes the computer program to implement the method of the first aspect.

[0040] Fourthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0041] Fifthly, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method described in the first aspect.

[0042] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of this application.

[0043] The aforementioned methods, systems, equipment, media, and products for identifying vehicles at risk of overturning determine whether the second vehicle is at risk of overturning by determining the actual tilt angle data of the second vehicle surrounding the first vehicle. This facilitates timely warnings of vehicles at risk of overturning and allows for emergency avoidance measures to reduce the possibility of vehicle collisions and prevent the risk of goods from other overturned vehicles falling onto the vehicle. Attached Figure Description

[0044] Figure 1 This is a first flowchart illustrating a method for identifying vehicles at risk of rollover in one embodiment.

[0045] Figure 2This is a schematic diagram of the first process for determining the true tilt angle data in a method for identifying vehicles at risk of rollover in one embodiment;

[0046] Figure 3 This is a schematic diagram of a first application scenario for identifying vehicles at risk of rollover in one embodiment.

[0047] Figure 4 This is a schematic diagram of a second application scenario for identifying vehicles at risk of overturning, as shown in one embodiment.

[0048] Figure 5 This is a schematic diagram of the second process for determining the true tilt angle data in a method for identifying vehicles at risk of rollover in one embodiment;

[0049] Figure 6 This is a schematic diagram illustrating the correspondence between lateral distance and included angle and correction parameters in a method for identifying vehicles at risk of rollover in one embodiment;

[0050] Figure 7 This is a schematic diagram of the process for identifying vehicles at risk of overturning in one embodiment.

[0051] Figure 8 This is a schematic diagram of an emergency avoidance procedure for identifying vehicles at risk of overturning in one embodiment;

[0052] Figure 9 This is a schematic diagram of the vehicle structure for identifying vehicles at risk of rollover in one embodiment;

[0053] Figure 10 This is a second flowchart illustrating a method for identifying vehicles at risk of rollover in one embodiment.

[0054] Figure 11 This is a schematic diagram of the structure of a system for identifying overturning risk in one embodiment;

[0055] Figure 12 This is a schematic diagram of the structure of an electronic device in one embodiment. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0057] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this application. Therefore, the drawings only show components relevant to this application and are not drawn according to the actual number, shape, and size of components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may also be more complex. The structures, proportions, sizes, etc., shown in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modification to the structure, change in the proportional relationship, or adjustment of the size, without affecting the effect and purpose that this application can produce, should still fall within the scope of the technical content disclosed in this application. At the same time, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this application. Changes or adjustments in their relative relationships, without substantially changing the technical content, should also be considered within the scope of implementation of this application.

[0058] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the document does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0059] As illustrated herein, unless the context clearly indicates otherwise, the words “a,” “an,” “an,” and / or “the” do not specifically refer to the singular and may also include the plural. Generally speaking, the terms “comprising” and “including” only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0060] The definitions used herein, such as the terms “having,” “may have,” “comprising,” or “may include,” indicate the presence of the corresponding function, operation, element, etc., and do not limit the presence of one or more other functions, operations, elements, etc. Furthermore, it should be understood that the terms “comprising” or “having” as used herein indicate the presence of the features, figures, steps, operations, elements, components, or combinations thereof described in the specification, without excluding the presence or addition of one or more other features, figures, steps, operations, elements, components, or combinations thereof.

[0061] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0062] Figure 1 A flowchart of a method for identifying a vehicle at risk of rollover, provided as an exemplary embodiment of this application, is applied to a first vehicle. The method includes the following steps:

[0063] S11. Determine the relative coordinate data.

[0064] The relative coordinate data indicates the relative positional relationship between the first vehicle and the second vehicle. The relative coordinate data is obtained by acquiring the coordinate data of the second vehicle. The first vehicle uses its own sensors, such as lidar emitting electromagnetic waves, cameras taking pictures, and millimeter-wave radar emitting electromagnetic waves, to perform fusion perception. After identifying the second vehicle within a preset distance of the first vehicle, it can obtain the latitude and longitude coordinates of the first and second vehicles through GPS (Global Positioning System). By calculating the latitude and longitude coordinates of the two vehicles, the relative coordinate data of the two vehicles is obtained, and the lane relative position of the first and second vehicles is determined.

[0065] The distance between the second vehicle and the first vehicle is less than or equal to a preset distance. The first vehicle can be located in front of, behind, to the left of, or to the right of the second vehicle. The preset distance can be set according to the actual situation, for example, 10 meters. The relative position information of the first vehicle and the second vehicle can be that the first vehicle is located 10 meters to the left rear of the second vehicle.

[0066] S12. Based on the relative coordinate data, determine the true tilt angle of the second vehicle relative to the ground.

[0067] The actual tilt angle data indicates the angle between the side of the second vehicle and the ground.

[0068] The first vehicle scans the point cloud of the second vehicle using its own lidar, extracts the contour points of the second vehicle, and obtains the initial tilt angle data of the second vehicle based on the location of the first vehicle.

[0069] Since the first vehicle may be located diagonally in front of or diagonally behind the second vehicle, rather than directly in front of or directly behind the second vehicle, and the two vehicles are at an angle on the horizontal plane, the initial tilt angle data of the second vehicle obtained from the position of the first vehicle may not be the true tilt angle data of the second vehicle. The initial tilt angle data collected by the first vehicle has a certain deviation, and the true tilt angle data of the second vehicle can be obtained further based on the relative coordinate data.

[0070] In one embodiment, such as Figure 2 As shown, based on the relative coordinate data, the true tilt angle data of the second vehicle relative to the ground is determined, including:

[0071] S121. Based on the relative coordinate data, determine the lateral distance and the first included angle between the first vehicle and the second vehicle; the first included angle is the angle between the body of the first vehicle and the body of the second vehicle on the horizontal plane.

[0072] S122. Determine the true tilt angle data of the second vehicle relative to the ground based on the lateral distance and the first included angle; the true tilt angle data indicates the second included angle between the side of the second vehicle and the ground.

[0073] Based on the relative coordinate data between the first vehicle and the second vehicle, the first angle between the bodies of the first vehicle and the second vehicle on the horizontal plane, and the lateral distance between the first vehicle and the second vehicle are obtained. Figure 3 As shown, the two vehicles may be in the same lane, and the angle between the two vehicle bodies is 0. The initial tilt angle data of the second vehicle 31 obtained by the first vehicle 32 is the true tilt angle data.

[0074] Or, such as Figure 4 As shown, the two vehicles may be in different lanes and are moving forward. There is a first angle α between the two vehicle bodies, and α > 0. Due to the different viewing angles, there is a deviation between the initial tilt angle data obtained by the first vehicle 32 and the actual tilt angle data of the second vehicle 31. The initial tilt angle data obtained by the first vehicle 32 can be calculated based on the first angle and the lateral distance between the first vehicle 32 and the second vehicle 31 to obtain the actual tilt angle data of the second vehicle 31.

[0075] In one embodiment, such as Figure 5 As shown, based on the lateral distance and the first included angle, the true tilt angle data of the second vehicle relative to the ground is determined, including:

[0076] S1221. Determine the initial tilt angle data of the second vehicle relative to the ground; the initial tilt angle data indicates the tilt angle data of the second vehicle before the deviation is corrected.

[0077] S1222. Based on the correspondence between the lateral distance and the first included angle and the correction parameters, determine the target correction parameters corresponding to the lateral distance and the first included angle.

[0078] S1223. Based on the target correction parameters, correct the tilt angle data in the initial tilt angle data to obtain the true tilt angle data of the second vehicle relative to the ground.

[0079] The initial tilt angle data includes at least one of the following: the angle between the side of the second vehicle and the ground, wheel toe-in, wheel camber angle, kingpin inclination angle, and kingpin caster angle. Since the initial tilt angle data of the second vehicle obtained from the first vehicle has a deviation, a target correction parameter can be determined based on the lateral distance and the first angle, and the initial tilt angle data can be corrected using the target correction parameter to obtain the true tilt angle data of the second vehicle relative to the ground.

[0080] by Figure 4 For example, the first vehicle and the second vehicle have a first included angle α. There is a certain deviation between the initial tilt angle data z of the first vehicle obtained from the point cloud and the actual tilt angle data w of the second vehicle. The initial tilt angle data z can be corrected based on the first included angle α and the lateral distance L between the first and second vehicles to obtain the actual tilt angle data w corresponding to the first included angle α and the lateral distance L. As the vehicles travel, their direction of travel constantly changes, causing the first included angle α and the lateral distance L to also constantly change. The target correction parameter u can be updated in real time.

[0081] When a = 0 and L = 0, the initial tilt angle data z equals the true tilt angle data w, and the target correction parameter is 1; when the first included angle a and the lateral distance L tend to be 0, the target correction parameter u tends to be 1; as a and L gradually increase, the target correction parameter u gradually decreases. Figure 6 As shown, historical initial tilt angle data and historical true tilt angle data were obtained under different lateral distances and angles. These historical data were then fitted to obtain the correspondence between lateral distances and angles and the correction parameters. This allows us to obtain the correction parameters under different lateral distances and angles within the functional operating range of the first vehicle. Figure 6 Examples are provided showing the correction parameters for lateral distance and angle when the first included angle α has different values. H1-H4 correspond to the relationship between lateral distance L, first included angle α, and correction parameters when the first included angle α is 0°, 5°, 10°, and 15°, respectively. In practical applications, the obtained lateral distance and first included angle can be looked up in a chart, or linear interpolation can be performed on the chart to obtain the target correction parameters. When the vehicle is running, the corrected true tilt angle data can be obtained in real time using w = z / u.

[0082] This application uses the above-mentioned method of determining the target correction parameter through a chart as an example to explain the determination of the correction parameter. However, in practice, the method of determining the correction parameter specifically includes: determining the target correction parameter corresponding to the horizontal distance and the first angle based on the correspondence or mapping relationship between the horizontal distance and the included angle and the correction parameter. The representation of the correspondence provided in this application includes at least one of the following: chart, table, function, and model. The correspondence between the horizontal distance and the included angle and the correction parameter is obtained through the determined model, functional relationship, or table lookup, and then the target correction parameter corresponding to the horizontal distance and the first angle is determined.

[0083] The function is obtained by fitting historical data and represents the correspondence between the lateral distance and the included angle and the correction parameters. The obtained lateral distance and the first included angle are input into the function to obtain the target correction parameters. The initial dip angle data is corrected according to the target correction parameters to obtain the true dip angle data.

[0084] The table is pre-set based on historical data, representing the correspondence between lateral distance and included angle and correction parameters. The obtained lateral distance and first included angle are matched with the data in the table to obtain the corresponding target correction parameters. The initial dip angle data is corrected according to the target correction parameters to obtain the true dip angle data.

[0085] The process involves using the lateral distance and included angle under different conditions as training samples to train the neural network and obtain a model of the corresponding relationship. The lateral distance and the first included angle are then input into the model to obtain the target correction parameters. The initial tilt angle data is then corrected based on the target correction parameters to obtain the true tilt angle data.

[0086] Determining the target correction parameters based on various correspondence representation methods can verify the consistency and accuracy of the target correction parameters. Analyzing the target correction parameters corresponding to the lateral distance and the first included angle from different perspectives can provide more comprehensive data.

[0087] S13. In response to the actual tilt angle data reaching the preset overturning conditions, the second vehicle is determined to be a vehicle at risk of overturning.

[0088] Once the actual tilt angle data reaches the preset overturning conditions, it can be determined that the second vehicle's tilt is significant, posing a risk of overturning. The first vehicle can provide advance warning of the risky second vehicle through instrument prompts and audible alerts, clearly informing the driver of the next steps and emergency evasive maneuvers to reduce the likelihood of a collision and prevent the first vehicle from being crushed by cargo from the overturned second vehicle.

[0089] In one embodiment, determining a second vehicle as a vehicle at risk of rollover in response to actual tilt angle data reaching a preset rollover condition includes:

[0090] If the actual tilt angle data is greater than the preset tilt angle threshold, the second vehicle is determined to be a vehicle at risk of overturning.

[0091] If the actual tilt angle data of the second vehicle exceeds the tilt angle threshold m, it is determined that the second vehicle is at risk of overturning, and the first vehicle may be affected by the second vehicle's overturning. Furthermore, the road conditions ahead can be assessed using map information on the first vehicle, and the tilt angle threshold m can be adjusted in real time. For example, if there is a sharp bend or merging / diverging scenario ahead, the danger to the first vehicle will further increase. In this case, the tilt angle threshold m can be lowered, allowing the first vehicle to take early warning and avoidance actions after recognizing that the actual tilt angle data of the second vehicle has reached the tilt angle threshold m.

[0092] In one embodiment, such as Figure 7 As shown, in response to the actual tilt angle data reaching the preset overturning conditions, determining the second vehicle as a vehicle at risk of overturning further includes:

[0093] S131. Obtain the sum of the first deformation values ​​of the tires on the first side of the second vehicle and the sum of the second deformation values ​​of the tires on the second side.

[0094] S132. Determine the deformation difference between the two tires of the second vehicle based on the sum of the first deformation values ​​and the sum of the second deformation values.

[0095] S133. In response to the actual tilt angle data being greater than the tilt angle threshold and the deformation difference being greater than the preset difference, the second vehicle is determined to be a vehicle at risk of overturning.

[0096] Since methods for identifying vehicle tilt can be applied not only by recognizing the contour point cloud of the second vehicle, but also by judging the inflation and deformation levels of the tires on both sides of the second vehicle, the reliability of the tilt assessment can be increased. The sum of the first deformation values ​​of the tires on the first side of the second vehicle and the sum of the second deformation values ​​of the tires on the second side are obtained separately. The difference between the sum of the first and second deformation values ​​is calculated to obtain the deformation difference between the two tires of the second vehicle.

[0097] If the deformation difference is greater than the preset difference and the actual tilt angle data is greater than the tilt angle threshold, it indicates that the deformation of the tires on both sides of the second vehicle is inconsistent, with one side of the tire having a larger deformation and the second vehicle having a larger tilt angle, indicating that the vehicle has tilted severely and is therefore at risk of overturning.

[0098] If the deformation difference is greater than the preset difference, but the actual tilt angle data is not greater than the tilt angle threshold, it can be determined that the vehicle is at risk of instability, and early warning and avoidance operations can be carried out in advance.

[0099] In one embodiment, such as Figure 8 As shown, after determining that the second vehicle is at risk of overturning, the following steps are also included:

[0100] S81. Determine the direction of the second vehicle's overturning.

[0101] S82, in response to the first vehicle being located in a lane on the side facing the overturning direction of the second vehicle, a variable lane and driving parameters are determined in the target lane based on the vehicle distribution information in the target lane and the relative positions of the first vehicle and the second vehicle.

[0102] S83, Based on driving parameters, change lanes to the variable lane.

[0103] The driving parameters include at least one of the following: torque and motor speed.

[0104] Vehicle distribution information includes at least one of the following: vehicle density, vehicle location parameters, vehicle speed, traffic signal status, vehicle queuing status, vehicle status, and vehicle flow direction.

[0105] by Figure 4 For example, if vehicle 32 is in lane D2 and vehicle 31 is in lane D3, and vehicle 31 overturns westward, and vehicle 32 is in a lane facing the overturning direction of vehicle 31, then vehicle 31 is at risk of overturning. If vehicle 31 is determined to be at risk of overturning, and vehicle 31 is likely to overturn, vehicle 32 may be hit by cargo from vehicle 31. Therefore, a larger driving parameter is needed to move vehicle 32 away from vehicle 31, allowing it to move to another lane. Based on the vehicle distribution information in the target lane and the relative positions of the two vehicles, variable lanes around vehicle 31 can be determined. This ensures that when vehicle 32 changes lanes towards the overturning direction, it is at least one lane away from vehicle 31; and when it changes lanes relative to the overturning direction, it is either adjacent to or separated from vehicle 31 by at least one lane. In this situation, vehicle 32 is relatively safe and can avoid being hit by the overturning vehicle or its cargo. For example, on the side facing the overturning direction of the second vehicle, the target lane must be at least one lane away from the lane where the second vehicle is located. For example, if the second vehicle is in lane D3, the target lane could be lane D1. Alternatively, on the side opposite to the overturning direction of the second vehicle, the target lane must be at least adjacent to the lane where the second vehicle is located. For example, if the second vehicle is in lane D3, the target lane could be lane D4. Understandably, a reversible lane is a lane with less traffic. When the first vehicle needs to avoid an overturning vehicle, it can accelerate and change lanes to move away from the second vehicle and enter the reversible lane. For vehicles with an overturning risk, the reverse avoidance method allows the vehicle to move away from the overturning vehicle in advance, reducing the possibility of a collision and avoiding the risk of the first vehicle being hit by cargo from the overturned second vehicle.

[0106] In one embodiment, in response to the first vehicle being located in a lane on the side facing the overturning direction of the second vehicle, a variable lane is determined in the target lane based on vehicle distribution information in the target lane and the relative positions of the first and second vehicles, along with driving parameters, including:

[0107] Determine the first target lane and the first distribution information of vehicles in the first target lane; wherein the first target lane is adjacent to the lane where the second vehicle is located, and the first target lane is located on the side of the second vehicle relative to the overturning direction;

[0108] Based on the position parameters of the first target vehicle in the first distribution information, determine the first interval distance between the first vehicle and the first target vehicle closest to the first vehicle;

[0109] In response to the first interval distance being greater than the distance threshold, the first target lane is determined to be a variable lane, and the first driving parameters are obtained.

[0110] The location parameters include at least one of the following: the vehicle's latitude and longitude coordinates, the vehicle's driving direction, driving speed, vehicle height, and changes in the vehicle's position.

[0111] In this system, the first target vehicle is defined as the vehicle closest to the first vehicle in the first target lane, radiating outwards from the first vehicle. The first interval distance is the distance between the first vehicle and the first target vehicle. When the first interval distance is greater than the distance threshold, it indicates that the first vehicle is far away from all vehicles in the first target lane, and the first target lane is determined to be a reversible lane.

[0112] by Figure 4 For example, if the lane where the first vehicle is located is D2 and the lane where the second vehicle is located is D3, and the first vehicle is located southwest of the second vehicle, with the west of the second vehicle being the overturning direction, after determining that the second vehicle 31 is the vehicle at risk of overturning, it is judged that the second vehicle 31 may overturn, and the first vehicle 32 may be at risk of being hit by the overturned second vehicle or by the cargo on the second vehicle 31.

[0113] Based on the first distribution information of vehicles in the first target lane and the relative positions between the first and second vehicles, a variable lane can be determined among the lanes surrounding the first vehicle. Preferably, the lane on the side opposite to the overturning direction of the second vehicle is selected as the first target lane. Vehicles with overturning risk are avoided in the opposite direction, moving away from vehicles with overturning risk in advance. Based on the position parameters of the first target vehicle in the first distribution information, a first interval distance between the first vehicle and the vehicle closest to the first vehicle is determined. If the first interval distance is greater than a distance threshold, the first vehicle can change lanes to the first target lane, and the first target lane is determined to be a variable lane, allowing the first vehicle to change lanes to the first target lane. The first target lane can be a lane adjacent to the lane where the second vehicle is located, and its direction is opposite to the overturning direction. For example, if the first target lane D4, which is adjacent to the lane D3 where the second vehicle is located, is a variable lane, then it can be determined that the first vehicle can change lanes to the side of the second vehicle opposite to the overturning direction, traveling to the side without overturning risk, and can travel to the east of the second vehicle. The first target lane can also be a lane separated from the lane where the second vehicle is located by at least one lane, and its direction is opposite to the overturning direction. The system obtains the first driving parameters of the first vehicle, which are greater than the driving parameters when the first vehicle does not encounter any vehicles with a risk of overturning. The first vehicle is then driven to change lanes into a reversible lane using these first driving parameters. After reaching the east side of the second vehicle, the first vehicle continues to travel using the first driving parameters for a first preset time until it overtakes the second vehicle. For vehicles with a risk of overturning, the system avoids them in the opposite direction, moving away from these vehicles in advance to reduce the possibility of a collision and prevent the first vehicle from being struck by cargo from an overturned second vehicle.

[0114] In one embodiment, in response to the first vehicle being located in a lane on the side facing the overturning direction of the second vehicle, a variable lane is determined in the target lane based on vehicle distribution information in the target lane and the relative positions of the first and second vehicles, and driving parameters are also included:

[0115] Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on the side of the overturning direction of the second vehicle, and the second target lane is separated from the lane where the second vehicle is located by at least one lane;

[0116] Based on the position parameters of the second target vehicle in the second distribution information, determine the second interval distance between the first vehicle and the second target vehicle that is closest to the first vehicle;

[0117] In response to the second interval distance being greater than the distance threshold, the second target lane is determined to be a variable lane, and the second driving parameters are obtained.

[0118] In this system, the first vehicle is the center of the system, and the vehicle in the second target lane that is closest to the first vehicle is the second target vehicle. The second interval distance is the distance between the first vehicle and the second target vehicle. When the second interval distance is greater than the distance threshold, it means that the first vehicle is far away from all vehicles in the second target lane. At this time, the second target lane is determined to be a reversible lane.

[0119] by Figure 4 For example, if the first vehicle is in lane D2 and the second vehicle is in lane D3, and the first vehicle is southwest of the second vehicle (with the west of the second vehicle being the overturning direction), and the second vehicle (31) is identified as a vehicle at risk of overturning, it is determined that the second vehicle (31) may overturn, and the first vehicle (32) may be hit by the cargo on the second vehicle (31). If, at this time, lane D4, adjacent to lane D3 where the second vehicle is located, is a non-reversible lane, it means that the first vehicle cannot change lanes to the side opposite to the overturning direction of the second vehicle, and cannot travel to the side without the overturning risk, i.e., it cannot travel to the east of the second vehicle. In this case, it can change lanes towards the side of the second vehicle's overturning direction, away from the second vehicle. Based on the second distribution information of vehicles in the target lane and the relative positions between the two vehicles, a second target lane around the first vehicle can be determined. At this time, a lane towards the side of the first vehicle's overturning direction is selected for lane changing. To avoid the risk of being hit by the second vehicle, the second target lane should be separated from the lane where the second vehicle is located by at least one lane, for example, the second target lane could be lane D1. Based on the position parameters of the second target vehicle in the second distribution information, a second interval distance is determined between the first vehicle and the vehicle closest to it. If the second interval distance is greater than a distance threshold, the first vehicle can change lanes to the second target lane, confirming that the second target lane is a reversible lane, and the first vehicle can change lanes to it. The second driving parameters of the first vehicle are obtained. If the second driving parameters are greater than the driving parameters when the first vehicle does not detect a vehicle at risk of overturning, the first vehicle is driven to change lanes in the direction of overturning, changing lanes to lane D1. After successfully changing lanes, the first vehicle continues to travel for a second preset time using the second driving parameters until it overtakes the second vehicle. Alternatively, if the second driving parameters are less than the driving parameters when the first vehicle does not detect a vehicle at risk of overturning, the first vehicle is driven to slow down using the second driving parameters, allowing the second vehicle to pass first, thus avoiding the second vehicle. This proactively moves the first vehicle away from vehicles at risk of overturning, reducing the possibility of a collision and preventing the first vehicle from being hit by cargo from an overturned second vehicle.

[0120] In one embodiment, such as Figure 9As shown, the first vehicle includes a perception module, a domain controller module, a human-machine interface module, a braking module, a power module, and a steering module. The perception module includes front / side / rear-view cameras, LiDAR, millimeter-wave radar, ultrasonic radar, etc., responsible for environmental perception construction and object detection. The domain controller module, acting as the intelligent driving brain, can make corresponding decisions and commands based on the information input from each module. The human-machine interface module is responsible for responding to the commands of the domain controller module, providing visual and auditory alerts to the driver. The braking module is responsible for responding to the commands of the domain controller module, braking the vehicle. The power module is responsible for responding to the commands of the domain controller module, accelerating the vehicle. The steering module is responsible for responding to the commands of the domain controller module, changing direction and lanes.

[0121] Specifically, during the operation of the first vehicle, the perception module uses a combination of sensing technologies, including lidar (emitting electromagnetic waves), cameras (capturing images), and millimeter-wave radar (emitting electromagnetic waves), to detect a second vehicle within a preset distance. Upon detecting this second vehicle, the module sends a command to the domain controller module. The domain controller module receives this information from the perception module, identifies the vehicle at risk of tipping over, makes a decision, and sends commands to the human-machine interface (HMI) module. The HMI module then alerts the driver via instrument panel prompts and audio cues, clearly informing the driver of the identified risk vehicle and the next steps. Simultaneously, the domain controller module sends drive parameters to the power module and steering module. The power module accelerates or decelerates the first vehicle based on these parameters, while the steering module changes direction or lanes accordingly. If other hazards, such as a potential collision, are detected during lane changes or acceleration, the domain controller module sends a command to the braking module, which applies emergency braking to prevent an accident.

[0122] The following is combined with Figure 4 , 9 10. Further explanation of the method for identifying vehicles at risk of rollover:

[0123] Figure 10 Another flowchart for identifying vehicles at risk of rollover provided in this embodiment is as follows: Figure 4As shown, during the intelligent driving process of the first vehicle, the perception module performs fusion perception through laser radar emitting electromagnetic waves, camera recording, and millimeter-wave radar emitting electromagnetic waves to identify the second vehicle in front or behind. After identifying the presence of a second vehicle to the northeast of the first vehicle, it obtains the latitude and longitude coordinates of the first and second vehicles. By calculating the latitude and longitude coordinates of the two vehicles, it obtains the relative coordinate data of the two vehicles. Based on the relative coordinate data, it obtains the initial tilt angle data of the second vehicle and determines the relative lane position of the first and second vehicles. The initial tilt angle data is sent to the domain controller module, which calculates the true tilt angle data of the second vehicle based on the initial tilt angle data. There is a first included angle α between the first and second vehicles. There is a certain deviation between the initial tilt angle data z obtained by the first vehicle from the point cloud and the true tilt angle data w of the second vehicle. The initial tilt angle data z can be corrected according to the first included angle α and the lateral distance L between the first and second vehicles to obtain the true tilt angle data w corresponding to the first included angle α and the lateral distance L. When a = 0 and L = 0, the initial tilt angle data z is equal to the true tilt angle data w, and the target correction parameter is 1. When the first included angle a and the lateral distance L tend to be 0, the target correction parameter u tends to be 1. As a and L gradually increase, the target correction parameter u gradually decreases.

[0124] After obtaining the actual tilt angle data of the second vehicle, the domain controller module determines whether the actual tilt angle data meets the preset rollover conditions. If the actual tilt angle data meets the preset rollover conditions, it can determine that the tilt angle of the second vehicle is too large, or obtain the deformation difference between the two tires of the second vehicle. If the deformation difference is greater than the preset difference, and the actual tilt angle data is greater than the tilt angle threshold, it means that the deformation of the two tires of the second vehicle is inconsistent, with one tire having a larger deformation and the second vehicle having a larger tilt angle. At this time, the second vehicle is at risk of rollover. The first vehicle can provide an early warning of the second vehicle with a rollover risk. The domain controller module sends instructions to the human-machine interface module, prompting the driver to identify the risky vehicle through instrument prompts, sounds, etc., and clearly informing the driver of the next operation and to take emergency avoidance measures.

[0125] The domain controller module continuously monitors the actual tilt angle data of the second vehicle, acquires its angular velocity and angular acceleration, and queries the actual compression time corresponding to the current actual tilt angle data, angular velocity, and angular acceleration based on a preset correspondence. If the module determines that the tilt angle of the second vehicle is showing a continuous increasing trend and the actual compression time is less than a certain threshold, the first vehicle automatically triggers automatic emergency avoidance. The actual compression time indicates the time interval from the start of the second vehicle's rollover to its final landing, corresponding to the actual tilt angle data. The preset correspondence includes multiple sets of relationships between compression time and actual tilt angle data, angular velocity, and angular acceleration. The actual compression time is obtained based on the correspondence between compression time and actual tilt angle data, angular velocity, and angular acceleration, which is fitted using historical data. The angular velocity is obtained by calculating the quotient of the tilt angle difference and a third preset time interval. The tilt angle difference is obtained by calculating the difference between the current first actual tilt angle data and the second actual tilt angle data after the third preset time interval. For example, after obtaining the first true tilt angle data, the second true tilt angle data is obtained 10 milliseconds later, and the difference between the two is calculated to obtain the tilt angle difference. Angular acceleration is obtained by differentiating angular velocity. After determining that the second vehicle is at risk of overturning, it is determined whether there is sufficient avoidance space on the second side of the second vehicle. At the same time, before controlling the first vehicle to avoid the collision, it is determined whether there is a collision risk in the direction of avoidance. If there is a collision risk, the avoidance operation will not be performed. If, at this moment, the first target lane D4 adjacent to the lane D3 where the second vehicle is located is a reversible lane, wherein the first target lane D4 is a lane away from the second vehicle and its direction is opposite to the overturning direction, then it can be determined that the first vehicle can change lanes to the side of the second vehicle relative to the overturning direction, and travel to the side where there is no risk of overturning, that is, to the east of the second vehicle. The domain controller module sends the first driving parameters to the power module and the steering module, so that the power module and the steering module drive the first vehicle to accelerate and change lanes to the reversible lane according to the first driving parameters. After traveling to the east of the second vehicle, that is, the first target lane D4, the first vehicle continues to travel for a first preset time according to the first driving parameters until it overtakes the second vehicle, thus completing the emergency avoidance process.If, at this time, lane D4, adjacent to lane D3 where the second vehicle is located, is a non-reversible lane, it means that the first vehicle cannot change lanes to the side opposite to the overturning direction of the second vehicle, and cannot travel to the side without the risk of overturning, that is, it cannot travel to the east of the second vehicle. In this case, it can change lanes towards the side opposite to the overturning direction of the second vehicle, away from the second vehicle, choosing a lane towards the overturning direction of the first vehicle. To avoid the risk of being hit by the second vehicle, the second target lane should be at least one lane away from the lane where the second vehicle is located. For example, the second target lane could be lane D1. The domain controller module sends the second driving parameters to the... The power module and steering module, using a second driving parameter, drive the first vehicle to change lanes in the direction the second vehicle is about to overturn. This second driving parameter is greater than the driving parameter the first vehicle uses when no overturning risk is detected. The first vehicle then changes lanes to lane D1 using the second driving parameter and continues driving for a second preset time after successfully changing lanes, until it overtakes the second vehicle. Alternatively, if the second driving parameter is less than the driving parameter the first vehicle uses when no overturning risk is detected, the first vehicle slows down using the second driving parameter to allow the second vehicle to pass first, thus avoiding the second vehicle and completing the emergency avoidance process. If other hazards, such as a potential collision, are detected during the lane change or acceleration, the domain controller module sends a command to the braking module, which then applies emergency braking to the vehicle.

[0126] It should be understood that, although Figure 1-10 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1-10 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0127] Figure 11 A schematic diagram of a system for identifying vehicles at risk of rollover is provided for an exemplary embodiment of this application. The system is applied to a first vehicle and includes:

[0128] The first determining module 111 is used to determine relative coordinate data; wherein the relative coordinate data indicates the relative positional relationship between the first vehicle and the second vehicle, and the distance between the second vehicle and the first vehicle is less than or equal to a preset distance;

[0129] The second determining module 112 is used to determine the actual tilt angle data of the second vehicle relative to the ground based on the relative coordinate data;

[0130] The third determining module 113 is used to determine the second vehicle as a vehicle at risk of overturning in response to the actual tilt angle data reaching a preset overturning condition.

[0131] In one embodiment, the second determining module is further configured to:

[0132] Based on the relative coordinate data, the lateral distance and the first included angle between the first vehicle and the second vehicle are determined; the first included angle is the angle between the body of the first vehicle and the body of the second vehicle on the horizontal plane.

[0133] Based on the lateral distance and the first included angle, the true tilt angle data of the second vehicle relative to the ground is determined; the true tilt angle data indicates the second included angle between the side of the second vehicle and the ground.

[0134] In one embodiment, the second determining module 112 is further configured to:

[0135] Determine the initial tilt angle data of the second vehicle relative to the ground; the initial tilt angle data indicates the tilt angle data of the second vehicle before correction of deviation;

[0136] Based on the correspondence between the lateral distance and the first included angle and the correction parameter, determine the target correction parameter corresponding to the lateral distance and the first included angle;

[0137] Based on the target correction parameters, the tilt angle data in the initial tilt angle data is corrected to obtain the true tilt angle data of the second vehicle relative to the ground.

[0138] In one embodiment, the third determining module 113 is further configured to:

[0139] In response to the actual tilt angle data being greater than a preset tilt angle threshold, the second vehicle is determined to be a vehicle at risk of overturning.

[0140] In one embodiment, the third determining module 113 is further configured to:

[0141] Obtain the sum of the first deformation values ​​of the tires on the first side of the second vehicle and the sum of the second deformation values ​​of the tires on the second side;

[0142] The deformation difference between the two tires of the second vehicle is determined based on the sum of the first deformation values ​​and the sum of the second deformation values.

[0143] In response to the actual tilt angle data being greater than the tilt angle threshold and the deformation difference being greater than a preset difference, the second vehicle is determined to be the vehicle at risk of overturning.

[0144] In one embodiment, the system further includes a fourth determining module, configured to:

[0145] Determine the direction of the second vehicle's rollover;

[0146] In response to the first vehicle being located in a lane on the side facing the overturning direction towards the second vehicle, a variable lane and driving parameters are determined in the target lane based on vehicle distribution information in the target lane and the relative positions of the first and second vehicles; then, based on the driving parameters, a lane change is performed to the variable lane; wherein, the driving parameters include at least one of the following: torque, motor speed,

[0147] On the side facing the overturning direction of the second vehicle, the target lane is separated from the lane where the second vehicle is located by at least one lane, and / or,

[0148] On the side relative to the overturning direction of the second vehicle, the target lane is at least adjacent to the lane where the second vehicle is located.

[0149] In one embodiment, the fourth determining module is further configured to:

[0150] A first target lane is determined, along with first distribution information of vehicles within that first target lane; the first target lane is adjacent to the lane where the second vehicle is located, and the first target lane is situated on the side of the second vehicle relative to the overturning direction;

[0151] Based on the location parameters of the first target vehicle in the first distribution information, determine the first interval distance between the first vehicle and the first target vehicle that is closest to the first vehicle;

[0152] In response to the first interval distance being greater than a distance threshold, the first target lane is determined to be the variable lane, and the first driving parameters are obtained.

[0153] In one embodiment, the fourth determining module is further configured to:

[0154] A second target lane is determined, along with second distribution information of vehicles in the second target lane; wherein the second target lane is located on the side of the overturning direction of the second vehicle, and the second target lane is at least one lane away from the lane where the second vehicle is located;

[0155] Based on the location parameters of the second target vehicle in the second distribution information, determine the second interval distance between the first vehicle and the second target vehicle that is closest to the first vehicle;

[0156] In response to the second interval distance being greater than the distance threshold, the second target lane is determined to be the variable lane, and the second driving parameters are obtained.

[0157] For the system embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this application according to actual needs.

[0158] Figure 12 This is a schematic diagram of the structure of an electronic device according to an example embodiment of this application. The electronic device includes a memory, a processor, and a computer program stored in the memory and used to run on the processor. When the processor executes the computer program, it implements the method described in any of the above embodiments. Figure 12 The electronic device 120 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0159] like Figure 12 As shown, the electronic device 120 can be manifested as a general-purpose computing device, such as a server device. The components of the electronic device 120 may include, but are not limited to: at least one processor 121, at least one memory 122, and a bus 123 connecting different system components (including memory 122 and processor 121).

[0160] Bus 123 includes a data bus, an address bus, and a control bus.

[0161] The memory 122 may include volatile memory, such as random access memory (RAM) 1221 and / or cache memory 1222, and may further include read-only memory (ROM) 1223.

[0162] The memory 122 may also include a program tool 1225 (or utility) having a set (at least one) program module 1224, such program module 1224 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0163] The processor 121 performs various functional applications and data processing, such as the methods provided in any of the above embodiments, by running computer programs stored in the memory 122.

[0164] Electronic device 120 can also communicate with one or more external devices 124 (e.g., keyboard, pointing device, etc.). This communication can be performed via input / output (I / O) interface 125. Furthermore, electronic device 120 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public network, such as the Internet) via network adapter 126. As shown, network adapter 126 communicates with other modules of electronic device 120 via bus 123. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 120, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, and data backup storage systems.

[0165] It should be noted that although several units / modules or sub-units / modules of the electronic device have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to the embodiments of this application, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided and embodied by multiple units / modules.

[0166] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method provided in any of the above embodiments.

[0167] The readable storage medium may be more specifically adopted, including but not limited to: portable disk, hard disk, random access memory, read-only memory, erasable programmable read-only memory, optical storage device, magnetic storage device, or any suitable combination thereof.

[0168] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method described in any of the above embodiments.

[0169] The program code for executing the computer program product of this application can be written in any combination of one or more programming languages. The program code can be executed entirely on the user device, partially on the user device, as a standalone software package, partially on the user device and partially on a remote device, or entirely on a remote device.

[0170] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 specification.

[0171] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method of identifying a vehicle at risk of overturning, characterized in that, The method applied to a first vehicle comprises: determining relative coordinate data, wherein the relative coordinate data indicates a relative position relationship between the first vehicle and a second vehicle, and a distance between the first vehicle and the second vehicle is less than or equal to a preset distance; determining a lateral distance and a first included angle between the first vehicle and the second vehicle according to the relative coordinate data, wherein the first included angle is an included angle between a vehicle body of the first vehicle and a vehicle body of the second vehicle on a horizontal plane; determining initial inclination data of the second vehicle relative to the ground; correcting the initial inclination data according to the first included angle and the lateral distance to obtain real inclination data; in response to the real inclination data reaching a preset rollover condition, determining that the second vehicle is a rollover risk vehicle.

2. The method of claim 1, wherein, The method of correcting the initial inclination data according to the first included angle and the lateral distance to obtain real inclination data comprises: determining a target correction parameter corresponding to the lateral distance and the first included angle according to a corresponding relationship between the lateral distance, the first included angle and the correction parameter; based on the target correction parameter, correcting inclination data in the initial inclination data to obtain the real inclination data of the second vehicle relative to the ground.

3. The method of claim 1 or 2, wherein, The method of determining that the second vehicle is a rollover risk vehicle in response to the real inclination data reaching a preset rollover condition comprises: in response to the real inclination data being greater than a preset inclination threshold, determining that the second vehicle is the rollover risk vehicle.

4. The method of claim 3, wherein, The method of determining that the second vehicle is a rollover risk vehicle in response to the real inclination data reaching a preset rollover condition further comprises: obtaining a sum of first deformation values of tires on a first side and a sum of second deformation values of tires on a second side in the second vehicle; determining a deformation difference value between the two sides of the tires of the second vehicle according to the sum of the first deformation values and the sum of the second deformation values; in response to the real inclination data being greater than the inclination threshold and the deformation difference value being greater than a preset difference value, determining that the second vehicle is the rollover risk vehicle.

5. The method of claim 1, wherein, The method further comprises, after determining that the second vehicle is the rollover risk vehicle: determining a rollover direction of the second vehicle; in response to the first vehicle being located on a side of a lane facing the rollover direction of the second vehicle, determining a variable lane and a driving parameter in the target lane according to distribution information of vehicles in the target lane and the relative position between the first vehicle and the second vehicle, and then performing lane changing to the variable lane based on the driving parameter; wherein the driving parameter at least comprises one of the following: torque, motor speed, the target lane is at least separated from the lane where the second vehicle is located by at least one lane on the side facing the rollover direction of the second vehicle, and / or the target lane is at least adjacent to the lane where the second vehicle is located on the side opposite to the rollover direction of the second vehicle. ​ 6. The method of claim 5, wherein, The response to the first vehicle being located in the lane on one side of the overturning direction of the second vehicle, according to the distribution information of vehicles in the target lane, and the relative position of the first vehicle and the second vehicle, determining a variable lane in the target lane, and a driving parameter, including: Determine a first target lane and first distribution information of vehicles in the first target lane; the first target lane is adjacent to the lane where the second vehicle is located, and the first target lane is located on one side of the second vehicle relative to the overturning direction; According to the position parameter of the first target vehicle in the first distribution information, determine the first interval distance between the first vehicle and the first target vehicle closest to the first vehicle; In response to the first interval distance being greater than a distance threshold, determine the first target lane as the variable lane, and obtain a first driving parameter.

7. The method of claim 5, wherein, The response to the first vehicle being located in the lane on one side of the overturning direction of the second vehicle, according to the distribution information of vehicles in the target lane, and the relative position of the first vehicle and the second vehicle, determining a variable lane in the target lane, and a driving parameter, further includes: Determine a second target lane and second distribution information of vehicles in the second target lane; wherein the second target lane is located on one side of the overturning direction of the second vehicle, and the second target lane is at least one lane apart from the lane where the second vehicle is located; According to the position parameter of the second target vehicle in the second distribution information, determine the second interval distance between the first vehicle and the second target vehicle closest to the first vehicle; In response to the second interval distance being greater than a distance threshold, determine the second target lane as the variable lane, and obtain a second driving parameter.

8. A system for identifying a vehicle at risk of overturning, the system comprising: The system applied to a first vehicle, the system comprises: A first determination module is configured to determine relative coordinate data, wherein the relative coordinate data indicates a relative position relationship between the first vehicle and a second vehicle, and a distance between the first vehicle and the second vehicle is less than or equal to a preset distance; A second determination module is configured to determine, according to the relative coordinate data, a lateral distance between the first vehicle and the second vehicle and a first included angle between a vehicle body of the first vehicle and a vehicle body of the second vehicle on a horizontal plane, determine initial inclination data of the second vehicle relative to the ground, and correct the initial inclination data according to the first included angle and the lateral distance to obtain true inclination data; A third determination module is configured to determine, in response to the true inclination data meeting a preset overturning condition, that the second vehicle is an overturning risk vehicle.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory for running on the processor, characterized in that, The processor executes the computer program to implement the method of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the method of any one of claims 1 to 7.

11. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the method of any one of claims 1 to 7.

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