Vehicle control method and device, electronic equipment and vehicle

Abstract

The invention provides a vehicle control method and device, electronic equipment and a vehicle, and the method comprises the steps: recognizing a road edge and / or an opposite coming vehicle through deploying a foresight all-in-one machine in the vehicle; the method comprises the following steps: deploying a millimeter wave radar in a vehicle to obtain a first transverse distance and a first estimated collision time between the vehicle and a road edge, and / or a second transverse distance and a second estimated collision time between the vehicle and an opposite vehicle; acquiring a vehicle risk assessment level according to the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time, acquiring a running state of an emergency lane keeping system in the vehicle according to the risk assessment level, and if the running state is an activated state, sending an early warning prompt according to the risk assessment level, or the vehicle is controlled by the electronic power-assisted steering system to move towards the edge of the road and / or in the transverse opposite direction of the coming vehicle. According to the application, the cost is reduced and the deployability is improved by deploying lightweight equipment.

Description

Technical Field

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

[0002] Emergency Lane Keeping (ELK) mainly refers to the technology that uses sensors such as cameras to obtain the lane line in front of the vehicle. When the vehicle shows signs of unintentionally deviating to the left lane or the right lane and detects oncoming vehicles, it will control the vehicle to avoid collisions between the vehicle and vehicles in adjacent lanes or curbs. As one of the important functions of intelligent driving assistance systems, ELK has received extensive attention and research in the automotive industry in recent years.

[0003] However, current ELK systems tend to be highly dependent on high-precision sensors such as lidar, which not only requires high costs but also limits the deployability of the system for vehicles without lidar. Summary of the invention

[0004] In view of this, the present application aims to propose a vehicle control method, device, electronic device and vehicle to solve the problem of high cost and limited deployment of the current ELK system. The specific technical solution is as follows:

[0005] According to a first aspect of the present application, a vehicle control method is provided, the method comprising:

[0006] By deploying a forward-looking integrated device in the vehicle, the road edge and / or oncoming vehicles can be identified;

[0007] By deploying a millimeter-wave radar in the vehicle, a first lateral distance between the current vehicle and the edge of the road and a first estimated collision time are obtained, and / or a second lateral distance between the current vehicle and an oncoming vehicle and a second estimated collision time are obtained;

[0008] Obtaining a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time;

[0009] Obtaining the operating status of an emergency lane keeping system in the vehicle through the risk assessment level;

[0010] When it is determined that the operating state is an activated state, a warning prompt is sent according to the risk assessment level, or the vehicle is controlled by an electronic power steering system to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle.

[0011] Optionally, obtaining the current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time, includes:

[0012] In the case where it is determined that the first lateral distance is greater than a first distance threshold and the first estimated collision time is greater than a first time threshold, and / or the second lateral distance is greater than a third distance threshold and the second estimated collision time is greater than a third time threshold, determining that the risk assessment level is the first level;

[0013] In the case where it is determined that the first lateral distance is greater than the second distance threshold and less than the first distance threshold, and the first estimated collision time is greater than the second time threshold and less than the first time threshold, and / or the second lateral distance is greater than the fourth distance threshold and less than the third distance threshold, and the second estimated collision time is greater than the fourth time threshold and less than the third time threshold, determining that the risk assessment level is the second level;

[0014] When it is determined that the first lateral distance is less than a second distance threshold and the first estimated collision time is less than a second time threshold, and / or the second lateral distance is less than a fourth distance threshold and the second estimated collision time is less than a fourth time threshold, the risk assessment level is determined to be the third level.

[0015] Optionally, obtaining the operating state of an emergency lane keeping system in a vehicle through the risk assessment level includes:

[0016] If the risk assessment level is the first level, controlling the operation state of the emergency lane keeping system in the vehicle to be in a waiting state;

[0017] If the risk assessment level is the second level or the third level, the operating state of the emergency lane keeping system in the vehicle is controlled to be an activated state.

[0018] Optionally, when determining that the operating state is an activated state, sending a warning prompt according to the risk assessment level, or controlling the vehicle to move toward the edge of the road and / or in a lateral direction opposite to the oncoming vehicle through an electronic power steering system, further includes:

[0019] When it is determined that the operating state is an activated state and the risk assessment level is the second level, sending an early warning prompt;

[0020] When it is determined that the operating state is an activated state and the risk assessment level is the third level, the vehicle is controlled by the electronic power steering system to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle.

[0021] Optionally, if the risk assessment level is the second level or the third level, controlling the operating state of the emergency lane keeping system in the vehicle to be an activated state further includes:

[0022] Setting at least one function inhibition condition for the emergency lane keeping system;

[0023] If the risk assessment level is the second level or the third level, obtaining current state parameters of the vehicle;

[0024] Determining whether the state parameter satisfies any of the function inhibition conditions;

[0025] If satisfied, the operation state of the emergency lane keeping system in the vehicle is controlled to be a function inhibition state;

[0026] If not satisfied, the operating state of the emergency lane keeping system in the vehicle is controlled to be activated.

[0027] Optionally, the controlling the vehicle to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle by the electronic power steering system further includes:

[0028] Sending a steering angle request to the electronic power steering system through the forward-looking integrated device, wherein the steering angle request includes a target angle value and a target steering direction, wherein the target steering direction is a lateral opposite direction between the vehicle and the road edge and / or an oncoming vehicle;

[0029] Through the target steering and the target turning angle value, the vehicle is controlled to move in a direction opposite to the road edge and / or the oncoming vehicle by the target turning angle value.

[0030] Optionally, after sending the steering signal to the electronic power steering system through the front-view integrated device, the method further includes:

[0031] Obtaining, through the front-view integrated device, a status code of a state signal of a turning angle response function in an electronic power steering system;

[0032] If the status code indicates that the request is temporarily not allowed, canceling the steering angle request;

[0033] If the status code indicates that the request is permanently not allowed, the steering angle request is canceled, and the status code is fed back to the target interface, and the status code carries fault information.

[0034] According to a second aspect of the present application, a vehicle control device is provided, the device comprising:

[0035] A first recognition module is used to recognize the edge of the road and / or oncoming vehicles by deploying a front-view integrated device in the vehicle;

[0036] A first acquisition module is used to acquire a first lateral distance between the current vehicle and the edge of the road and a first estimated collision time, and / or acquire a second lateral distance between the current vehicle and an oncoming vehicle and a second estimated collision time by deploying a millimeter wave radar in the vehicle;

[0037] A second acquisition module, used for acquiring a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time;

[0038] A third acquisition module, used to acquire the operating status of the emergency lane keeping system in the vehicle according to the risk assessment level;

[0039] The first control module is used to send a warning prompt according to the risk assessment level when determining that the operating state is an activated state, or control the vehicle to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle through an electronic power steering system.

[0040] According to another aspect of the present application, there is also provided an electronic device, including:

[0041] processor;

[0042] a memory for storing instructions executable by the processor;

[0043] Wherein, the processor is configured to execute the instructions to implement the vehicle control method as described above.

[0044] According to another aspect of the present application, a readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle control method described above are implemented.

[0045] According to another aspect of the present application, a vehicle is provided, comprising: the above-mentioned vehicle control device.

[0046] The vehicle control method provided by the present application, by deploying a forward-looking integrated device in the vehicle, identifies the edge of the road and / or the oncoming vehicle; by deploying a millimeter-wave radar in the vehicle, obtains the first lateral distance and the first estimated collision time between the current vehicle and the edge of the road, and / or, obtains the second lateral distance and the second estimated collision time between the current vehicle and the oncoming vehicle, and by setting two lightweight devices to realize the function of the vehicle's emergency lane keeping system, not only reducing the cost but also improving the deployability, by the first lateral distance and the first estimated collision time, and / or, the second lateral distance and the second estimated collision time, obtain the current risk assessment level of the vehicle; by the risk assessment level, obtain the operating state of the emergency lane keeping system in the vehicle; when it is determined that the operating state is activated, send an early warning prompt by the risk assessment level, or control the vehicle to move in the opposite direction of the road edge and / or the oncoming vehicle by the electronic power steering system. The present application deploys a forward-looking integrated device and a millimeter-wave radar in the vehicle, and when it is determined that the vehicle is facing the edge of the road or the oncoming vehicle, it will move away in time when it is determined that there is a risk of collision with the oncoming vehicle, which not only ensures the safety of vehicle driving, but also greatly reduces the cost and improves the deployability of such lightweight equipment deployment.

[0047] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0049] Figure 1 is a flow chart of steps of a vehicle control method provided by the present application;

[0050] Figure 2 yes Figure 1 A schematic diagram of a scene in which a vehicle approaches the edge of a road in the vehicle control method provided in the present application;

[0051] Figure 3 yes Figure 1 A schematic diagram of a scene in which a self-vehicle and an oncoming vehicle meet in the vehicle control method provided in the present application;

[0052] Figure 4 yes Figure 1 A flowchart of step 103 in the vehicle control method provided by the present application;

[0053] Figure 5 yes Figure 1 A schematic diagram of state transition of an emergency lane keeping system in a vehicle control method provided by the present application;

[0054] Figure 6 yes Figure 1 A schematic diagram of a user-defined interface for early warning prompts in the vehicle control method provided in this application;

[0055] Figure 7 yes Figure 1 A flow chart of the interaction steps between the front-view integrated device and the electronic power steering system in the vehicle control method provided in the present application;

[0056] Figure 8 It is a structural schematic diagram of a vehicle control device provided by the present application;

[0057] Fig. 9 It is a structural schematic diagram of an electronic device provided by this application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical scheme and advantages of the present application clearer, each embodiment of the present application will be described in detail below in conjunction with the accompanying drawings. However, it will be appreciated by those skilled in the art that in each embodiment of the present application, many technical details are proposed in order to enable the reader to better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical scheme claimed in the present application can also be implemented. The division of the following embodiments is for the convenience of description, and should not constitute any limitation on the specific implementation of the present application. The various embodiments can be combined with each other and referenced to each other without contradiction.

[0059] Reference Figure 1 , shows a flow chart of the steps of a vehicle control method provided by the present application, the method may include:

[0060] Step 101, by deploying a forward-looking integrated device in the vehicle, identifying the edge of the road and / or oncoming vehicles.

[0061] The present application deploys an Emergency Lane Keeping (ELK) system in the vehicle. In order to realize the functions of the ELK system, the present application installs a front-view integrated device behind the front windshield of the vehicle, close to the rearview mirror inside the vehicle. The function of the front-view integrated device is to capture the road image in front of the vehicle, including lane lines, road edges, oncoming vehicles, etc. By processing these images with computer vision algorithms (such as deep learning), the system can identify lane lines and determine whether the vehicle has deviated from the predetermined lane. The main application scenarios of the ELK system in the present application include scenarios where the vehicle approaches the edge of the road and scenarios where the vehicle meets an oncoming vehicle. Figure 2 As shown in the figure, the scene where the vehicle approaches the edge of the road refers to the situation where the vehicle accidentally deviates from the lane and approaches or touches the edge of the road during driving. The arrow in the vehicle indicates the driving direction of the vehicle. In this case, the steering wheel needs to be controlled to move away from the edge of the road. The circle image is the steering wheel, and the arrow on the steering wheel is the direction of rotation of the steering wheel. Figure 3 As shown in the figure, the scene of the vehicle meeting the oncoming vehicle refers to a two-lane road or a road without a central isolation strip. When the vehicle meets the oncoming vehicle, it is necessary to ensure a safe distance between the two vehicles and prevent a collision. The arrow in the vehicle indicates the direction of travel of the vehicle, the circle image is the steering wheel, and the arrow on the steering wheel indicates the direction of rotation of the steering wheel. This situation is particularly common on rural roads, mountain roads or narrow city streets. Therefore, the front-view integrated device is used to identify the edge of the road and / or the oncoming vehicle.

[0062] Step 102, by deploying a millimeter wave radar in the vehicle, obtain a first lateral distance and a first estimated collision time between the current vehicle and the edge of the road, and / or obtain a second lateral distance and a second estimated collision time between the current vehicle and an oncoming vehicle.

[0063] In order to realize the functions of the ELK system, this application also installs a millimeter-wave radar at the front of the vehicle, above the front license plate. Among them, the millimeter-wave radar adopts a medium-range millimeter-wave radar, which is used to detect the distance and speed between the vehicle and surrounding objects. The data of the millimeter-wave radar is combined with the camera data to provide more comprehensive environmental perception capabilities, especially in bad weather or low-light environments.

[0064] In this application, the ELK system will also have usage scenario requirements when used, such as the road type requires that the curve radius is greater than 150m, the road slope meets the requirements of JTG B01, flat roads, non-snow, non-ice and other high adhesion coefficient roads, lane lines are required to comply with GB5768 lane lines, support partially damaged and slightly blocked lane lines, traffic participants are motor vehicles, including: passenger cars, buses, trucks (special-shaped vehicles, etc.), light requirements The brightness value (detected by the light sensor) is greater than 100lux and the duration is greater than 5s, weather conditions such as cloudy and rainy, light snow, fog (haze), visibility is not less than 500 meters, and the vehicle status requires that the sensor is working normally and there is no obstruction (the camera is unobstructed and the millimeter-wave radar has no signal interference).

[0065] In this application, after the front-view integrated device identifies the road edge, the millimeter-wave radar is used to measure the relative distance and orientation between the vehicle and the road edge in real time to ensure the accuracy and real-time nature of the data. Because when the vehicle deviates from the lane and collides with the road edge and / or the oncoming vehicle, it is necessary not only to measure the lateral distance between the vehicle and the road edge and / or the oncoming vehicle, but also to calculate the estimated collision time based on factors such as the vehicle's speed, acceleration, steering angle, and the geometric shape of the road edge and / or the oncoming vehicle.

[0066] Step 103 , obtaining a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time.

[0067] The present application determines different risk assessment levels of the vehicle according to different first lateral distances and first estimated collision times, and / or, second lateral distances and second estimated collision times.

[0068] Further, step 103, such as Figure 4 As shown:

[0069] Step 1031, when it is determined that the first lateral distance is greater than the first distance threshold and the first estimated collision time is greater than the first time threshold, and / or the second lateral distance is greater than the third distance threshold and the second estimated collision time is greater than the third time threshold, determine that the risk assessment level is the first level.

[0070] Step 1032, when it is determined that the first lateral distance is greater than the second distance threshold and less than the first distance threshold, and the first estimated collision time is greater than the second time threshold and less than the first time threshold, and / or the second lateral distance is greater than the fourth distance threshold and less than the third distance threshold, and the second estimated collision time is greater than the fourth time threshold and less than the third time threshold, determine that the risk assessment level is the second level.

[0071] Step 1033, when it is determined that the first lateral distance is less than the second distance threshold and the first estimated collision time is less than the second time threshold, and / or the second lateral distance is less than the fourth distance threshold and the second estimated collision time is less than the fourth time threshold, determine that the risk assessment level is the third level.

[0072] For example, the first distance threshold is set to 40cm, the second distance threshold is set to 20cm, the third distance threshold is set to 1m, the fourth distance threshold is set to 45cm, the first time threshold is set to 2s, the second time threshold is set to 0.7s, the third time threshold is set to 4s, and the fourth time threshold is set to 2.5s. If the first lateral distance is 50cm, the first estimated collision time is set to 2.1s, because 50cm>40cm and 2.1s>2s, the risk assessment level between the vehicle and the road edge is the first level. If the first lateral distance is 30cm, the first estimated collision time is set to 1.1s, because 40cm>30cm>20cm and 2s>1.1s>0.7s, the risk assessment level between the vehicle and the road edge is the second level. If the first lateral distance is 15cm, the first estimated collision time is set to 0.5s, because 20cm>15cm and 0.7s>0.5s, the risk assessment level between the vehicle and the road edge is the third level. Similarly, the risk assessment level between the vehicle and the oncoming vehicle can be determined according to the above process.

[0073] Step 104 , obtaining the operating status of the emergency lane keeping system in the vehicle through the risk assessment level.

[0074] The emergency lane keeping system in the embodiment of the present application includes multiple operating states, for example, Figure 5As shown, it includes function closure or inactive state (OFF), function suppression state (Passive), standby state (Standby), active state (active), enabled state (main on) including left enabled state (left on) and right enabled state (right on), and failed exit state (failure). Among them, the state transition path from the function closure or inactive state to the function suppression state is T1, and the T1 path must meet the ELK system function opening and fault diagnosis pass, the enabled state to the function closure or inactive state transition path is T2, and the T2 path is the ELK system function closure, the function suppression state and the state to be activated transition path is T3, and multiple conditions for releasing and opening suppression are set in the T3 path. As long as any condition meets the suppression condition, it will be in the function suppression state. When all conditions are in the release suppression state, it can be considered that there is no function suppression condition. At this time, it can be in the state to be activated. The transition path from the state to be activated to the activated state is T5, and the T5 path meets the activation condition of the ELK system. At this time, the risk assessment level is the second level or the third level. For example, the first condition is set as follows: the front wheel edge is predicted to cross the action line in 0.7 seconds. The action line is a virtual line about 20cm away from the inner edge of the lane curb (this is for the scenario where the vehicle is close to the edge of the road). The second condition is set as follows: this event is triggered when the front wheel edge crosses the action line in 0.7 seconds. The action line is a virtual line about 40cm away from the inner edge of the lane boundary line. The oncoming vehicle is in the adjacent lane. The predicted collision time is less than 2s, and the lateral distance between the oncoming vehicle and the edge of the vehicle is less than 1m. (This is for the scenario where the vehicle and the oncoming vehicle meet). The transition path from the activated state to the waiting-to-be-activated state is T6. The T6 path means that the condition in the T5 path has not occurred. The transition path from the activated state to the function inhibition state is T7. The T7 path means that either the T4 condition or the system activation alarm time exceeds 2s occurs, but the requirement that the maximum intervention time exceeded in the T4 condition is not included here. The transition path from the function off or inactivated state to the failed exit state is T8. T8 means that the vehicle is powered on and the fault diagnosis fails. The transition path from the failed exit state to the function off or inactivated state is T9. T9 means that the function is off, the fault diagnosis passes or the vehicle is powered off. The transition path from the failed exit state to the function inhibition state is T10. T10 means that the fault diagnosis passes and the function is enabled.

[0075] It should be noted that according to the different operating state conversion rules of the above-mentioned emergency lane keeping system, when the risk assessment level is the first level, the operating state of the emergency lane keeping system is controlled to be in the waiting state, and when it is the second or third level, the function activation condition is triggered at this time, and the operating state of the emergency lane keeping system in the vehicle is controlled to be in the activated state.

[0076] If the risk assessment level is the first level, the operation state of the emergency lane keeping system in the control vehicle is set to a waiting state for activation;

[0077] If the risk assessment level is the second level or the third level, the operating state of the emergency lane keeping system in the control vehicle is activated.

[0078] Furthermore, because before changing from the waiting state to the activated state, it is also determined whether there is a function inhibition condition at this time. If so, the operating state of the emergency lane keeping system will be adjusted to the function inhibition state instead of the activated state. The specific steps include:

[0079] Setting at least one function inhibition condition for the emergency lane keeping system;

[0080] If the risk assessment level is the second level or the third level, obtain the current status parameters of the vehicle;

[0081] Determine whether the current state parameters meet any function inhibition condition;

[0082] If satisfied, the operation state of the emergency lane keeping system in the vehicle is controlled to be a function inhibition state;

[0083] If not satisfied, the operating state of the emergency lane keeping system in the vehicle is controlled to be activated.

[0084] The function suppression conditions that can be set are:

[0085] 1. Speed ​​is too low (instrument speed):

[0086] a. The inhibition is released when the instrument shows that the vehicle speed is ≥60kph. When the conditions are met, it takes 0.5 seconds to release the inhibition;

[0087] b. The instrument shows that the vehicle speed is less than 55kph, triggering the suppression. After the condition is met, it takes 1.1 seconds to start the suppression;

[0088] 2. Too high speed (vehicle speed meter):

[0089] a. The instrument panel displays that the vehicle speed is less than 130 kph, and the inhibition is released after waiting for 0.5 seconds when the conditions are met;

[0090] b. The instrument shows that the vehicle speed is >135kph, triggering inhibition. After the condition is met, it takes 1.1 seconds to activate inhibition;

[0091] 3. The yaw rate is too high:

[0092] a. When the yaw rate is less than 0.24 rad / s, the inhibition is released. When the condition is met, it takes 0.5 seconds to release the inhibition;

[0093] b. The yaw rate > 0.25rad / s (TBD) triggers the suppression. After the condition is met, it takes 0.7 seconds to start the suppression.

[0094] 4. The corresponding side lane line is missing (for ELK-re function):

[0095] a. Release the inhibition when the corresponding side lane boundary is detected. After the conditions are met, it takes 0.5 seconds to release the inhibition;

[0096] b. When the corresponding side lane boundary is lost for more than 10m, the suppression is triggered. After the condition is met, it takes 1.1 seconds to start the suppression;

[0097] 5. Lane is too narrow:

[0098] a. The lane width is greater than 2.6m. After the condition is met, it takes 2 seconds to release the inhibition;

[0099] b. Lane width < 2.5m triggers suppression. After the condition is met, it takes 4 seconds to start suppression;

[0100] 6. Lane radius is too small:

[0101] a. If the turning radius is greater than 150m, the inhibition is released. After the condition is met, it takes 0.1 seconds to release the inhibition;

[0102] b. If the turning radius is less than 100m, the suppression is triggered. After the condition is met, it takes 0.1 seconds to start the suppression.

[0103] 7. Lane change trigger:

[0104] b. When the vehicle changes lanes, the suppression is triggered when the distance between the center axis of the vehicle and the lane line is ≤0.4*w (0.4 times the width of the vehicle body w). After the condition is met, it takes 0.8 seconds to start the suppression;

[0105] 8. ABS and ESC functions:

[0106] a. Release the inhibition when ABS and ESC are not activated. Wait for 1 second to release the inhibition after the conditions are met;

[0107] b. When ABS is activated, the suppression is triggered. After the conditions are met, it takes 0.1 seconds to start the suppression;

[0108] 9. Excessive hand force / steering wheel torque:

[0109] a. When the steering wheel torque is less than 0.8N·m (TBD), the inhibition is released. After the condition is met, wait for 0.5 seconds to release the inhibition;

[0110] b. When the steering wheel torque is greater than 1.5 N·m (TBD), the inhibition is triggered. If the condition is met, it takes 0.7 seconds to start the inhibition.

[0111] 10. Steering wheel angle rate:

[0112] a. The inhibition is released when the steering wheel angular rate is ≤50° / s. After the condition is met, it takes 1.5 seconds to release the inhibition;

[0113] b. When the steering wheel angular rate is greater than 55° / s, the trigger is inhibited. After the condition is met, it takes 0.15 seconds to trigger the inhibition.

[0114] 11. Exceeding the maximum intervention time:

[0115] a. When the intervention time exceeds 1s, the suppression is released;

[0116] b. When the system intervention time exceeds the maximum limit (8s), the suppression is triggered. After the condition is met, it takes 0.1 seconds to trigger the suppression;

[0117] 12.EPS Ready:

[0118] a. Release the inhibition when EPS is ready, and immediately release the inhibition when the conditions are met;

[0119] b. Inhibition is triggered when EPS is not ready, and inhibition is immediately turned on when the conditions are met;

[0120] 13. The driver's seat belt is not fastened:

[0121] a. When the driver's seat belt is fastened, release the restraint;

[0122] b. When the driver's seat belt is not fastened, the trigger is inhibited;

[0123] 14. Any of the four doors and two covers is not closed:

[0124] a. When all four doors, front hatch and trunk lid are closed, contact is suppressed;

[0125] b. If any of the four doors, front hood, or trunk lid is not closed, the suppression is triggered.

[0126] Through these function suppression conditions, firstly, the driver's intention can be identified to avoid mistakenly triggering the ELK function when the driver actively changes lanes; secondly, the ELK function can be avoided from being used in some special circumstances, which may make the vehicle more unsafe.

[0127] Step 105, when it is determined that the operating state is the activated state, a warning prompt is sent according to the risk assessment level, or the vehicle is controlled by the electronic power steering system to move toward the edge of the road and / or in the lateral direction opposite to the oncoming vehicle.

[0128] In this application, if the risk assessment level is level 2 or level 3, the emergency lane keeping system will be activated, but the handling methods are different for different levels. If it is level 2, an early warning will be sent, and if it is level 3, the electronic power steering system will be used to control the vehicle to keep it away from the edge of the road or oncoming vehicles. The specific steps include:

[0129] When the operating status is determined to be activated and the risk assessment level is the second level, an early warning prompt is sent;

[0130] When it is determined that the operating state is the activated state and the risk assessment level is the third level, the vehicle is controlled by the electronic power steering system to move in the opposite direction to the edge of the road and / or the oncoming vehicle.

[0131] It should be noted that the warning reminders set in this application can be customized by the user. For example, Figure 6 As shown in the figure, under the "Settings-Active Safety" directory of the vehicle's central control screen system, a "Lane Assist System" option is specially set up, in which users can set the lane assist mode (off / warning only / warning + deviation suppression) and warning prompt mode (visual only / visual + sound / visual + sound + vibration) by themselves. This layout not only conforms to the user's usage habits, but also facilitates quick positioning and adjustment. Among them, when the user selects "visual only", when the activation conditions in the state jump T5 are met: the lane line on the corresponding side is displayed in yellow flashing on the instrument; when the user selects "visual + sound", when the activation conditions in the state jump T5 are met: the lane line on the corresponding side is displayed in yellow flashing on the instrument, and the instrument will emit a 2HZ "ding ding" sound prompt; when the user selects "visual + sound + vibration", when the activation conditions in the state jump T5 are met: the lane line on the corresponding side is displayed in yellow flashing on the instrument, and the instrument will emit a 2HZ "ding ding" sound prompt, and the steering wheel vibrates to warn.

[0132] In addition, considering the differences in driving habits and needs of different users, the prompt mode of the emergency lane keeping system of this application defaults to "visual + sound + vibration" when the vehicle leaves the factory. This design is to allow users to fully understand the prompt mode equipped on the vehicle when the emergency lane keeping system is activated for the first time, and to give users a full range of early warning prompts. For example, if the user wants to stop the "steering wheel vibration" during subsequent use, the user can choose the prompt mode independently after becoming familiar with the vehicle. Similarly, considering the differences in driving habits and needs of different users, the emergency lane keeping system of this application defaults to the off state when the vehicle leaves the factory. This design is to prevent the user from causing panic and confusion when the vehicle corrects (controls the vehicle) when the emergency lane keeping is activated for the first time. This design reflects respect for user autonomy, and also avoids driving discomfort or safety hazards that may be caused by the mistaken activation of the function. Users can choose whether to enable this function independently after becoming familiar with the vehicle based on their own driving environment and skill level.

[0133] Furthermore, this application introduces an intelligent memory mechanism, which memorizes the last setting each time the power is turned on, and realizes the cross-driving cycle memory of the setting status of the emergency lane keeping system. This means that once the user explicitly sets the status of the function in the current driving cycle (whether it is on or off), the system will intelligently record this preference and automatically apply the same setting the next time the vehicle is powered on. This "think and use" experience not only reduces the user's repeated operations, but also reflects the vehicle's deep understanding and response to the user's personalized needs.

[0134] It should be noted that the lateral control capability of the ELK system of the present application is the key to its emergency lane keeping function. Through precise lateral control, the ELK system can avoid collisions with the edge of the road and oncoming vehicles, significantly improve the driving safety and stability of the vehicle, and provide the driver with more reliable assisted driving support. The lateral control capability is achieved through the forward-looking integrated device and the electronic power steering system. Among them, the forward-looking integrated device (Multi-Purpose Controller, MPC) is used to identify target objects in front of the vehicle, such as the edge of the road, oncoming vehicles, pedestrians, etc., and implement the planning and decision-making of the driving assistance system according to the driver's needs and the external environment, and finally output lateral and longitudinal control instructions. The electronic power steering system receives the steering angle / torque control related signals of the MPC to perform chassis control. The specific steps of controlling the vehicle to move in the opposite direction to the edge of the road and / or the oncoming vehicle through the electronic power steering system include:

[0135] Sending a steering angle request to the electronic power steering system through the forward-looking integrated device, the steering angle request including a target angle value and a target steering direction, the target steering direction being a lateral opposite direction between the vehicle and the road edge and / or an oncoming vehicle;

[0136] Through the target steering and the target turning angle value, the vehicle is controlled to move the target turning angle value in the lateral direction opposite to the road edge and / or the oncoming vehicle.

[0137] Among them, in order to determine whether the electronic power steering system can normally respond to the steering angle request of the front-view integrated device, the following preconditions must be met: vehicle power on: the body control module (BCM) confirms that the vehicle power mode is ON; system fault-free: all related systems (including EPS, MPC, etc.) are in a fault-free state; function activation: the emergency lane keeping (ELK) function is activated; EPS torque control state: the EPS torque control function is normal and no steering angle request is currently being processed. When the front-view integrated device sends a steering angle request to the electronic power steering system, it will first adjust the steering angle request to the enabled state, the pseudo code is as follows: mpc_adasTorqueReqSts = 0x1: ACTIVE, at this time MPC requests EPS to start the steering angle control, and then adjusts the steering angle request to the valid state, the pseudo code is as follows: mpc_adasTorqueReqValid = 0x1: Valid, at this time it indicates that the steering angle request signal is valid, and the above operation is completed to obtain the steering angle request containing the specific target angle value calculated by the MPC system. If the steering angle response function of MPC is not activated, the mpc_adasTorqueReq signal value is 0, indicating that there is no steering angle request. Then, after receiving the steering angle request from MPC, EPS will perform the following operations. First, within 40ms, EPS updates the steering angle response function status signal from eps_torqueCtrlStatus=0x0:NO_REQUEST to eps_torqueCtrlStatus=0x1:REQUEST_HONORED, indicating that EPS has received and processed the steering angle request. Then EPS sends the actual value of the current steering angle of EPS (eps_sasSteeringAngle), the validity flag of EPS steering angle data (eps_sasSteeringAngle Valid=0x1:VALID) and the availability status of EPS steering control (EPS_SteerControlAv ailable=0x1:Available) to MPC to ensure that the MPC system can obtain accurate steering status information. When MPC no longer needs EPS for steering angle control, it will send an exit signal. After receiving the following signal, EPS needs to exit the steering angle response function within 10 cycles (i.e. 100ms). At this time, MPC will first adjust the steering angle request to the inactive state. The pseudo code is as follows: mpc_adasTorqueReqSts=0x1:INACTIVE, while maintaining mpc_adasTorqueReqValid=0x1:Valid. EPS will then restore the steering angle response function status signal to eps_torqueCtrlStatus=0x0:NO_REQ UEST.

[0138] The specific process is as follows Figure 7As shown, before the front-view integrated machine controls the electronic power steering system, it first obtains the information of the electronic power steering system, including that the electronic power steering system steering angle response function status is not activated, the EPS steering angle data is valid, the actual value of the current EPS steering angle, and the EPS steering angle control is available, and then the front-view integrated machine sends its own information to the electronic power steering system, including that the steering angle request enable is currently not activated, the steering angle request is valid, and the current steering angle is the default value. Then, when the lateral control of the front-view integrated machine is triggered, the front-view integrated machine controls the steering angle request to enable the current activation, the steering angle request is valid and sets the current steering angle to the target angle value, and sends this information to the electronic power steering system. After receiving this information, the electronic power steering system determines whether it can execute normally. If it can, it will feedback within 40ms. The feedback information includes that the angle response function status signal of the electronic power steering system is activated, the EPS angle data is valid, the current actual value of the EPS angle and the EPS steering control are available. When the lateral control is completed, the control will be exited. At this time, the front-view integrated machine controls the steering angle request to enable the current inactivation, the steering angle request is valid and sets the current steering angle to the default value, and sends this information to the electronic power steering system. After receiving this information, the electronic power steering system exits the angle control within 100ms and feedbacks the information again. The feedback information at this time includes that the EPS angle response function status signal is not activated, the EPS angle data is valid, the current actual value of the EPS angle and the EPS angle control are available.

[0139] Furthermore, to ensure the stable operation of the system, this application has dealt with the abnormal situations that may occur in the front-view integrated device and the electronic power steering system in detail. Among them, the possible abnormal situations include communication abnormalities, such as communication interruption between EPS and MPC (such as no MPC signal received for 10 consecutive frames or CRC check error), angle request over-limit abnormality, such as the angle request value received by EPS exceeds the safety threshold (such as 100°), temporary faults, for which EPS sets the angle response function status signal eps_torqueCtrlStatus to 0x2:REQUEST_NOT_ALLOWED TEMP and stops responding to the angle request of MPC. After receiving this status, MPC will cancel the angle control request. 0x2:REQUEST_NOT_ALLOWEDTEMP is the status code that the request is temporarily not allowed. Possible abnormal conditions also include serious internal faults of EPS. For example, EPS cannot support the angle response function due to its own serious faults, or the angle request of MPC in the same ignition cycle exceeds the safety threshold three times in a row and remains for a long time. EPS sets the angle response function status signal eps_torqueCtrlStatus to 0x3:REQUEST_NOT_ALLOWEDPERMANENT. After receiving this status, MPC will terminate the angle control function and feedback the cause of the permanent fault. 0x2:REQUEST_NOT_ALLOWEDTEMP is the status code that the request is permanently not allowed. Finally, possible abnormal conditions also include timeout failure. In certain cases, even if the MPC sends a valid steering request (mpc_adasTorqueReqValid = 0x1: Valid and mpc_adasTorqueReqSts = 0x1: ACTIVE), if the EPS fails to respond successfully within the predetermined time (100ms) and updates eps_torqueCtrlStatus to REQUEST_HONORED (0x1), the MPC system will recognize that the EPS failed to respond in time and actively exit the steering control function. The MPC will stop sending steering requests and may start the error handling mechanism to diagnose the problem. Specific fault identification and handling steps include:

[0140] Obtaining the status code of the corner response function status signal of the electronic power steering system through the front-view integrated device;

[0141] If the status code indicates that the request is temporarily not allowed, the turn angle request is canceled;

[0142] If the status code indicates that the request is permanently not allowed, the steering angle request is canceled and the status code is fed back to the target interface, and the status code carries fault information.

[0143] The vehicle control method provided by the present application, by deploying a forward-looking integrated device in the vehicle, identifies the edge of the road and / or the oncoming vehicle; by deploying a millimeter-wave radar in the vehicle, obtains the first lateral distance and the first estimated collision time between the current vehicle and the edge of the road, and / or, obtains the second lateral distance and the second estimated collision time between the current vehicle and the oncoming vehicle, and by setting two lightweight devices to realize the function of the vehicle's emergency lane keeping system, not only reducing the cost but also improving the deployability, by the first lateral distance and the first estimated collision time, and / or, the second lateral distance and the second estimated collision time, obtain the current risk assessment level of the vehicle; by the risk assessment level, obtain the operating state of the emergency lane keeping system in the vehicle; when it is determined that the operating state is activated, send an early warning prompt by the risk assessment level, or control the vehicle to move in the opposite direction of the road edge and / or the oncoming vehicle by the electronic power steering system. The present application deploys a forward-looking integrated device and a millimeter-wave radar in the vehicle, and when it is determined that the vehicle is facing the edge of the road or the oncoming vehicle, it will move away in time when it is determined that there is a risk of collision with the oncoming vehicle, which not only ensures the safety of vehicle driving, but also greatly reduces the cost and improves the deployability of such lightweight equipment deployment.

[0144] In addition, the functional implementation of the ELK system in this application will be limited by sensor failure, camera occlusion and various inhibition events listed in the section "State Machine / State Jump". If the sensor is not calibrated correctly, the performance will be reduced. The performance of ELK is affected by weather, illumination and lane line clarity. In the case of backlight, sunset, the road surface is covered with ice and snow, and the road surface is severely worn, the performance will be significantly reduced. There are other restrictions on the normal use of the ELK system, including: the operating speed range is required to be between 60km / h and 130km / h, the radius of the curve of the road where the vehicle is located is >150m, the deviation from the inner edge of the lane line on a straight road is <15cm (TBD), the deviation from the inner edge of the lane line on a curve is <25cm (TBD), and the induced lateral acceleration (overall) is ≤3m / s 2 (TBD), the induced lateral impact degree (overall) ≤5m / s3, the intervention torque (converted to steering wheel hand force) ≤3Nm (TBD). Under this series of restrictions, the correct triggering success rate of the ELK system is greater than 95%, the missed triggering rate ≤1 time / 10000km, and the false triggering rate ≤1 time / 10000km.

[0145] Compared with the traditional ELK system that relies on high-precision sensors such as LiDAR, this application significantly reduces costs, allowing the ELK function to be installed on more models, improving its popularity and competitiveness in the automotive market, and by optimizing algorithms and sensor fusion technology, the adaptability and stability of the ELK system in complex road environments and severe weather conditions are improved, ensuring the effective operation of the system in various scenarios. In addition, this application sets a variety of settings and prompt methods (visual + sound + touch), providing drivers with a more intuitive and convenient interactive experience. In an emergency, the driver can quickly obtain system prompts and respond correctly, thereby improving driving safety and comfort. Finally, this application provides new ideas and technical support for the development of intelligent driving assistance systems, and promotes technological innovation and progress in this field.

[0146] Reference Figure 8 , showing a schematic structural diagram of a vehicle control device provided by the present application, the device comprising:

[0147] The first recognition module 201 is used to recognize the road edge and / or oncoming vehicles by deploying a forward-looking integrated device in the vehicle.

[0148] The first acquisition module 202 is used to acquire a first lateral distance and a first estimated collision time between the current vehicle and the edge of the road by deploying a millimeter-wave radar in the vehicle, and / or acquire a second lateral distance and a second estimated collision time between the current vehicle and an oncoming vehicle.

[0149] The second acquisition module 203 is used to acquire the current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time.

[0150] The third acquisition module 204 is used to acquire the operating status of the emergency lane keeping system in the vehicle according to the risk assessment level.

[0151] The first control module 205 is used to send a warning prompt through the risk assessment level when determining that the operating state is the activated state, or control the vehicle to move in the opposite direction to the edge of the road and / or the oncoming vehicle through the electronic power steering system.

[0152] Optionally, the second acquisition module 203 specifically includes:

[0153] The first determination submodule is used to determine that the risk assessment level is the first level when it is determined that the first lateral distance is greater than a first distance threshold and the first estimated collision time is greater than the first time threshold, and / or the second lateral distance is greater than a third distance threshold and the second estimated collision time is greater than the third time threshold.

[0154] The second determination submodule is used to determine that the risk assessment level is the second level when it is determined that the first lateral distance is greater than the second distance threshold and less than the first distance threshold, and the first estimated collision time is greater than the second time threshold and less than the first time threshold, and / or the second lateral distance is greater than the fourth distance threshold and less than the third distance threshold, and the second estimated collision time is greater than the fourth time threshold and less than the third time threshold.

[0155] The third determination submodule is used to determine that the risk assessment level is the third level when it is determined that the first lateral distance is less than the second distance threshold and the first estimated collision time is less than the second time threshold, and / or the second lateral distance is less than the fourth distance threshold and the second estimated collision time is less than the fourth time threshold.

[0156] Optionally, the third acquisition module 204 specifically includes:

[0157] The first control submodule is used to control the operating state of the emergency lane keeping system in the vehicle to be in a waiting state if the risk assessment level is the first level.

[0158] The second control submodule is used to control the operation state of the emergency lane keeping system in the vehicle to be activated if the risk assessment level is the second level or the third level.

[0159] Optionally, the first control module 205 specifically includes:

[0160] The prompt submodule is used to send an early warning prompt when it is determined that the operating state is an activated state and the risk assessment level is the second level.

[0161] The third control submodule is used to control the vehicle to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle through the electronic power steering system when it is determined that the operating state is the activated state and the risk assessment level is the third level.

[0162] Optionally, the second control submodule specifically includes:

[0163] A setting unit is used to set at least one function inhibition condition for the emergency lane keeping system.

[0164] The acquisition unit is used to acquire the current state parameters of the vehicle if the risk assessment level is the second level or the third level.

[0165] The judging unit is used to judge whether the state parameter satisfies any function inhibition condition.

[0166] The first control unit is used to control the operating state of the emergency lane keeping system in the vehicle to a function inhibition state if the conditions are met.

[0167] The second control unit is used to control the operating state of the emergency lane keeping system in the vehicle to an activated state if the condition is not satisfied.

[0168] Optionally, the first control module 205 specifically includes:

[0169] The request sending submodule is used to send a steering angle request to the electronic power steering system through the forward-looking integrated device. The steering angle request includes a target angle value and a target steering. The target steering is the lateral opposite direction of the vehicle and the road edge and / or the oncoming vehicle.

[0170] The fourth control submodule is used to control the vehicle to move the target turning angle value toward the edge of the road and / or the opposite direction of the oncoming vehicle laterally through the target steering and the target turning angle value.

[0171] Optionally, the vehicle control device further includes:

[0172] The fourth acquisition module is used to obtain the status code of the corner response function status signal in the electronic power steering system through the front-view integrated device.

[0173] The first request cancellation module is used to cancel the steering angle request if the status code indicates that the request is temporarily not allowed.

[0174] The second cancellation request module is used to cancel the steering angle request if the status code indicates that the request is permanently not allowed, and feed back the status code to the target interface, wherein the status code carries fault information.

[0175] The vehicle control method provided by the present application, by deploying a forward-looking integrated device in the vehicle, identifies the edge of the road and / or the oncoming vehicle; by deploying a millimeter-wave radar in the vehicle, obtains the first lateral distance and the first estimated collision time between the current vehicle and the edge of the road, and / or, obtains the second lateral distance and the second estimated collision time between the current vehicle and the oncoming vehicle, and by setting two lightweight devices to realize the function of the vehicle's emergency lane keeping system, not only reducing the cost but also improving the deployability, by the first lateral distance and the first estimated collision time, and / or, the second lateral distance and the second estimated collision time, obtain the current risk assessment level of the vehicle; by the risk assessment level, obtain the operating state of the emergency lane keeping system in the vehicle; when it is determined that the operating state is activated, send an early warning prompt by the risk assessment level, or control the vehicle to move in the opposite direction of the road edge and / or the oncoming vehicle by the electronic power steering system. The present application deploys a forward-looking integrated device and a millimeter-wave radar in the vehicle, and when it is determined that the vehicle is facing the edge of the road or the oncoming vehicle, it will move away in time when it is determined that there is a risk of collision with the oncoming vehicle, which not only ensures the safety of vehicle driving, but also greatly reduces the cost and improves the deployability of such lightweight equipment deployment.

[0176] Reference Fig. 9, the present application also provides an electronic device, such as Fig. 9 As shown, it includes a processor 301, a communication interface 302, a memory 303 and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304.

[0177] A processor 301, a memory 303 for storing processor executable instructions;

[0178] The processor 301 is configured to execute the instructions to implement the vehicle control method as described above:

[0179] By deploying a forward-looking integrated device in the vehicle, the road edge and / or oncoming vehicles can be identified;

[0180] By deploying a millimeter-wave radar in the vehicle, a first lateral distance between the current vehicle and the edge of the road and a first estimated collision time are obtained, and / or a second lateral distance between the current vehicle and an oncoming vehicle and a second estimated collision time are obtained;

[0181] Obtaining a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time;

[0182] Obtaining the operating status of an emergency lane keeping system in the vehicle through the risk assessment level;

[0183] When it is determined that the operating state is an activated state, a warning prompt is sent according to the risk assessment level, or the vehicle is controlled by an electronic power steering system to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle.

[0184] The communication bus mentioned in the above terminal can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0185] The communication interface is used for communication between the above terminal and other devices.

[0186] The memory may include a random access memory (RAM) or a non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0187] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0188] In another embodiment provided in the present application, a computer-readable storage medium is also provided, on which a computer program is stored. When the computer program is executed by a processor, the vehicle control method described in any of the above embodiments is implemented.

[0189] In another embodiment provided in the present application, a vehicle is also provided, which may specifically include: the above-mentioned vehicle control device.

[0190] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in this application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk SolidState Disk (SSD)), etc.

[0191] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0192] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0193] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: By deploying a forward-looking integrated device in the vehicle, the road edge and / or oncoming vehicles can be identified; By deploying a millimeter-wave radar in the vehicle, a first lateral distance between the current vehicle and the edge of the road and a first estimated collision time are obtained, and / or a second lateral distance between the current vehicle and an oncoming vehicle and a second estimated collision time are obtained; Obtaining a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time; Obtaining the operating status of an emergency lane keeping system in the vehicle through the risk assessment level; When it is determined that the operating state is an activated state, a warning prompt is sent according to the risk assessment level, or the vehicle is controlled by an electronic power steering system to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle.

2. The method according to claim 1, characterized in that The obtaining of the current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time, includes: In the case where it is determined that the first lateral distance is greater than a first distance threshold and the first estimated collision time is greater than a first time threshold, and / or the second lateral distance is greater than a third distance threshold and the second estimated collision time is greater than a third time threshold, determining that the risk assessment level is the first level; In the case where it is determined that the first lateral distance is greater than the second distance threshold and less than the first distance threshold, and the first estimated collision time is greater than the second time threshold and less than the first time threshold, and / or the second lateral distance is greater than the fourth distance threshold and less than the third distance threshold, and the second estimated collision time is greater than the fourth time threshold and less than the third time threshold, determining that the risk assessment level is the second level; When it is determined that the first lateral distance is less than a second distance threshold and the first estimated collision time is less than a second time threshold, and / or the second lateral distance is less than a fourth distance threshold and the second estimated collision time is less than a fourth time threshold, the risk assessment level is determined to be the third level.

3. The method according to claim 2, characterized in that The step of obtaining the operating state of the emergency lane keeping system in the vehicle through the risk assessment level includes: If the risk assessment level is the first level, controlling the operation state of the emergency lane keeping system in the vehicle to be in a waiting state; If the risk assessment level is the second level or the third level, the operating state of the emergency lane keeping system in the vehicle is controlled to be an activated state.

4. The method according to claim 3, characterized in that When the operating state is determined to be an activated state, sending a warning prompt according to the risk assessment level, or controlling the vehicle to move toward the edge of the road and / or the opposite direction of the oncoming vehicle through an electronic power steering system, further comprising: When it is determined that the operating state is an activated state and the risk assessment level is the second level, sending an early warning prompt; When it is determined that the operating state is an activated state and the risk assessment level is the third level, the vehicle is controlled by the electronic power steering system to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle.

5. The method according to claim 3, characterized in that: If the risk assessment level is the second level or the third level, controlling the operation state of the emergency lane keeping system in the vehicle to be an activated state, further comprising: Setting at least one function inhibition condition for the emergency lane keeping system; If the risk assessment level is the second level or the third level, obtaining current state parameters of the vehicle; Determining whether the state parameter satisfies any of the function inhibition conditions; If satisfied, the operation state of the emergency lane keeping system in the vehicle is controlled to be a function inhibition state; If not satisfied, the operating state of the emergency lane keeping system in the vehicle is controlled to be activated.

6. The method according to claim 1, characterized in that The method of controlling the vehicle to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle by the electronic power steering system also includes: Sending a steering angle request to the electronic power steering system through the forward-looking integrated device, wherein the steering angle request includes a target angle value and a target steering direction, wherein the target steering direction is a lateral opposite direction between the vehicle and the road edge and / or an oncoming vehicle; Through the target steering and the target turning angle value, the vehicle is controlled to move in a direction opposite to the road edge and / or the oncoming vehicle by the target turning angle value.

7. The method according to claim 6, characterized in that After the steering signal is sent to the electronic power steering system through the front-view integrated device, the method further includes: Obtaining, through the front-view integrated device, a status code of a state signal of a turning angle response function in an electronic power steering system; If the status code indicates that the request is temporarily not allowed, canceling the steering angle request; If the status code indicates that the request is permanently not allowed, the steering angle request is canceled, and the status code is fed back to the target interface, and the status code carries fault information.

8. A vehicle control device, characterized in that: The device comprises: A first recognition module is used to recognize the edge of the road and / or oncoming vehicles by deploying a front-view integrated device in the vehicle; A first acquisition module is used to acquire a first lateral distance between the current vehicle and the edge of the road and a first estimated collision time, and / or acquire a second lateral distance between the current vehicle and an oncoming vehicle and a second estimated collision time by deploying a millimeter wave radar in the vehicle; A second acquisition module, used for acquiring a current risk assessment level of the vehicle through the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time; A third acquisition module, used to acquire the operating status of the emergency lane keeping system in the vehicle according to the risk assessment level; The first control module is used to send a warning prompt according to the risk assessment level when determining that the operating state is an activated state, or control the vehicle to move in a lateral direction opposite to the edge of the road and / or the oncoming vehicle through an electronic power steering system.

9. An electronic device, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the instructions to implement the vehicle control method as claimed in any one of claims 1 to 7.

10. A vehicle, characterized in that: include: The vehicle control device as claimed in claim 8.

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