Vehicle control method and device, electronic equipment and vehicle

Abstract

The application provides a vehicle control method and device, electronic equipment and vehicle. The method comprises the following steps: deploying a front-view integrated machine in the vehicle to identify the road edge and / or oncoming vehicle; deploying a millimeter wave radar in the vehicle to obtain a first lateral distance and a first estimated collision time between the vehicle and the road edge, and / or a second lateral distance and a second estimated collision time between the vehicle and the oncoming vehicle; obtaining 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; obtaining an operation state of an emergency lane keeping system in the vehicle according to the risk assessment level; if the operation state is an active state, sending a warning prompt according to the risk assessment level, or controlling the vehicle to move in a direction opposite to the lateral direction of the road edge and / or the oncoming vehicle through an electronic power steering system. The application reduces the cost and improves the deployability by deploying a light-weight device.

Description

Technical Field

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

[0002] Emergency Lane Keeping (ELK) primarily refers to a technology that uses sensors such as cameras to obtain lane markings ahead of the vehicle. When the vehicle unintentionally shows signs of veering into the left or right lane, and oncoming traffic is detected, the system will take control of the vehicle to avoid collisions with adjacent lane vehicles or the road curb. As an important function of intelligent driving assistance systems, ELK has received widespread attention and research in the automotive industry in recent years.

[0003] However, current ELK systems often rely heavily on high-precision sensors such as LiDAR, which not only incurs high costs but also limits the system's deployability for vehicles without LiDAR. Summary of the Invention

[0004] In view of this, this application aims to propose a vehicle control method, device, electronic device, and vehicle to solve the problems 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 this application, a vehicle control method is provided, the method comprising:

[0006] By deploying a forward-looking integrated unit in the vehicle, it can identify road edges and / or oncoming vehicles;

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

[0008] The current risk assessment level of the vehicle is obtained by using the first lateral distance and the first estimated time of collision, and / or, the second lateral distance and the second estimated time of collision;

[0009] The operational status of the emergency lane keeping system in the vehicle is obtained through the aforementioned risk assessment level;

[0010] If the operating state is determined to be active, a warning prompt is sent based on the risk assessment level, or the vehicle is controlled to move laterally to the road edge and / or in the opposite direction to oncoming vehicles via the electronic power steering system.

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

[0012] If 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, the risk assessment level is determined to be the first level.

[0013] If 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, the risk assessment level is determined to be the second level.

[0014] If 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, the risk assessment level is determined to be level three.

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

[0016] If the risk assessment level is Level 1, then the emergency lane keeping system in the control vehicle is in an activated state.

[0017] If the risk assessment level is Level 2 or Level 3, then the emergency lane keeping system in the control vehicle is in an active state.

[0018] Optionally, when the operating state is determined to be active, sending a warning prompt based on the risk assessment level, or controlling the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles via the electronic power steering system, further includes:

[0019] If the operating status is determined to be active and the risk assessment level is Level 2, an early warning notification will be sent.

[0020] When the operating state is determined to be active and the risk assessment level is level three, the vehicle is controlled by the electronic power steering system to move laterally to the edge of the road and / or in the opposite direction to oncoming vehicles.

[0021] Optionally, if the risk assessment level is level two or three, then controlling the operation of the emergency lane keeping system in the vehicle to be in an active state further includes:

[0022] Set at least one functional inhibition condition for the emergency lane keeping system;

[0023] If the risk assessment level is level two or level three, obtain the current status parameters of the vehicle;

[0024] Determine whether the state parameter satisfies any of the aforementioned function suppression conditions;

[0025] If the condition is met, the emergency lane keeping system in the vehicle will be in a function-suppressed state.

[0026] If the conditions are not met, the emergency lane keeping system in the vehicle will be activated.

[0027] Optionally, the step of controlling the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles via the electronic power steering system further includes:

[0028] The vehicle sends a steering angle request to the electronic power steering system via the forward-facing integrated camera. The steering angle request includes a target steering angle value and a target steering direction, wherein the target steering direction is the lateral opposite direction between the vehicle and the road edge and / or oncoming vehicles.

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

[0030] Optionally, after sending the steering signal to the electronic power steering system via the forward-looking integrated unit, the method further includes:

[0031] The status code of the steering angle response function status signal in the electronic power steering system is obtained through the forward-looking integrated machine.

[0032] If the status code indicates that the request is temporarily not allowed, then the turning angle request is cancelled;

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

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

[0035] The first recognition module is used to identify road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle;

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

[0037] The second acquisition module is used to acquire the current risk assessment level of the vehicle by means of a first lateral distance and a first estimated collision time, and / or a second lateral distance and a second estimated collision time;

[0038] The third acquisition module is used to acquire the operating status of the emergency lane keeping system in the vehicle through the risk assessment level.

[0039] The first control module is used to send a warning prompt based on the risk assessment level when the operating state is determined to be active, or to control the vehicle to move laterally to the road edge and / or in the opposite direction to oncoming vehicles through the electronic power steering system.

[0040] According to another aspect of this application, an electronic device is also provided, comprising:

[0041] processor;

[0042] Memory used to store the processor's executable instructions;

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

[0044] According to another aspect of this application, a readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the vehicle control method as described above.

[0045] According to another aspect of this application, a vehicle is also provided, including the aforementioned vehicle control device.

[0046] The vehicle control method provided in this application identifies road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle; it acquires a first lateral distance and a first estimated collision time between the current vehicle and the road edge by deploying millimeter-wave radar in the vehicle, and / or acquires a second lateral distance and a second estimated collision time between the current vehicle and the oncoming vehicle. By setting up two lightweight devices, the method realizes the function of the vehicle's emergency lane-keeping system, which not only reduces costs but also improves deployability. The method obtains the vehicle's current risk assessment level based on the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time; it then obtains the operating status of the emergency lane-keeping system in the vehicle based on the risk assessment level; and if the operating status is determined to be active, it sends a warning prompt based on the risk assessment level, or controls the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles through the electronic power steering system. By deploying a forward-looking integrated unit and millimeter-wave radar in the vehicle, this application ensures timely movement away from road edges or oncoming vehicles when a collision risk is determined, guaranteeing driving safety. Furthermore, the deployment of such lightweight equipment significantly reduces costs and improves deployability.

[0047] The above description is merely an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0048] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0049] Figure 1 This is a flowchart of the steps of a vehicle control method provided in this application;

[0050] Figure 2 yes Figure 1 A schematic diagram of a scenario in the vehicle control method provided in this application, where the vehicle approaches the edge of the road;

[0051] Figure 3 yes Figure 1 A schematic diagram of a scenario in the vehicle control method provided in this application where the vehicle meets an oncoming vehicle;

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

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

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

[0055] Figure 7 yes Figure 1 Flowchart of the interaction steps between the forward-looking integrated machine and the electronic power steering system in the vehicle control method provided in this application;

[0056] Figure 8 This is a schematic diagram of the structure of a vehicle control device provided in this application;

[0057] Figure 9 This is a schematic diagram of the structure of an electronic device provided in this application. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been provided in the various embodiments of this application to facilitate a better understanding of the application. However, the technical solutions claimed in this application can be implemented even without these technical details and with various variations and modifications based on the following embodiments. The division of the various embodiments below is for ease of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0059] Reference Figure 1 The diagram illustrates a flowchart of a vehicle control method provided in this application, the method comprising:

[0060] Step 101: Identify road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle.

[0061] This application deploys an Emergency Lane Keeping (ELK) system in a vehicle. To implement the ELK system's functionality, a forward-looking integrated camera is installed behind the vehicle's windshield, near the interior rearview mirror. The forward-looking integrated camera captures images of the road ahead, including lane lines, road edges, and oncoming vehicles. By processing these images using computer vision algorithms (such as deep learning), the system can identify lane lines and determine whether the vehicle has deviated from its intended lane. The main application scenarios for the ELK system in this application include scenarios where the vehicle approaches the road edge and scenarios where the vehicle meets oncoming traffic.Figure 2 As shown, the scenario of a vehicle approaching the road edge refers to a situation where the vehicle unintentionally deviates from its lane and approaches or touches the road edge while driving. The arrow in the image indicates the vehicle's direction of travel. In this situation, it is necessary to control the steering wheel to move away from the road edge. The circle image represents the steering wheel, and the arrow on the steering wheel indicates the direction of steering wheel rotation. Figure 3 As shown, the scenario of a vehicle meeting an oncoming vehicle refers to a two-lane road or a road without a median strip. When a vehicle encounters an oncoming vehicle, it is necessary to ensure a safe distance between the two vehicles and prevent a collision. The arrows in the images represent the vehicle's direction of travel, the circle represents the steering wheel, and the arrows on the steering wheel indicate the direction of steering wheel rotation. This situation is particularly common on rural roads, mountain roads, or narrow urban streets. Therefore, a forward-looking integrated camera is used to identify road edges and / or oncoming vehicles.

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

[0063] To enable the ELK system's functionality, this application also includes a millimeter-wave radar installed at the front of the vehicle, above the front license plate. This mid-range millimeter-wave radar detects the distance and speed of the vehicle relative to surrounding objects. Combining the millimeter-wave radar data with camera data provides a more comprehensive environmental perception capability, especially in adverse weather or low-light conditions.

[0064] The ELK system in this application will also have usage scenario requirements, such as road type (curve radius greater than 150m), road slope meeting JTG B01 requirements, flat road surface, non-snow, non-ice, and other high-adhesion surface, lane lines meeting GB5768 requirements, support for partially damaged and slightly obscured lane lines, traffic participants being motor vehicles, including passenger cars, buses, and trucks (irregular vehicles, etc.), light requirements (brightness value (detected by light sensor) > 100 lux & duration > 5s), weather conditions such as rain, light snow, fog (haze), visibility not less than 500 meters, and vehicle status requiring sensors to be working normally and unobstructed (camera unobstructed, millimeter-wave radar without signal interference).

[0065] In this application, after identifying the road edge using a forward-looking integrated camera, millimeter-wave radar is used to measure the relative distance and orientation between the vehicle and the road edge in real time, ensuring the accuracy and real-time nature of the data. When a vehicle deviates from its lane and collides with the road edge and / or an 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 geometry of the road edge and / or the oncoming vehicle.

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

[0067] This application determines different risk assessment levels for vehicles based on different first lateral distances and first estimated collision times, and / or, second lateral distances and second estimated collision times.

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

[0069] Step 1031: If 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, the risk assessment level is determined to be Level 1.

[0070] Step 1032: If 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, the risk assessment level is determined to be the second level.

[0071] Step 1033: If 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, the risk assessment level is determined to be the third level.

[0072] For example, let's set the first distance threshold to 40cm, the second distance threshold to 20cm, the third distance threshold to 1m, and the fourth distance threshold to 45cm. The first time threshold is 2s, the second time threshold is 0.7s, the third time threshold is 4s, and the fourth time threshold is 2.5s. If the first lateral distance is 50cm, the first estimated collision time is 2.1s. Since 50cm > 40cm and 2.1s > 2s, the risk assessment level between the vehicle and the road edge is Level 1. If the first lateral distance is 30cm, the first estimated collision time is 1.1s. Since 40cm > 30cm > 20cm and 2s > 1.1s > 0.7s, the risk assessment level between the vehicle and the road edge is Level 2. If the first lateral distance is 15cm, the first estimated collision time is 0.5s. Since 20cm > 15cm and 0.7s > 0.5s, the risk assessment level between the vehicle and the road edge is Level 3. Similarly, the risk assessment level between a vehicle and an oncoming vehicle can be determined based on the above process.

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

[0074] The emergency lane keeping system in this embodiment includes multiple operating states, for example, such as... Figure 5As shown, the states include: OFF (function off or inactive), Passive (function suppressed), Standby (function pending), Active (function active), Main on (function enabled, including left on and right on), and Failure (function exit). The transition path from OFF or inactive to Passive is T1, where T1 requires the ELK system to be enabled and fault diagnosis to pass. The transition path from Main on to OFF or inactive is T2, where the ELK system is disabled. The transition path from Passive to Standby is T3, where multiple conditions for releasing and enabling suppression are set. If any condition is met, the system is in Passive state; if all conditions are met, the system is considered to be in Passive state. At this point, it can be in Standby state. The transition path from Standby to Active is T5, where the ELK system's activation conditions are met, and the risk assessment level is either Level 2 or Level 3. For example, the first condition is: predicting that the front wheel edge will cross the line of action 0.7 seconds later. The line of action is a virtual line, approximately 20cm from the inner edge of the lane curb (this applies to scenarios where the vehicle is approaching the lane curb). The second condition is: triggering the event when the front wheel edge crosses the line of action 0.7 seconds later. The line of action is a virtual line, approximately 40cm from the inner edge of the lane boundary line. An oncoming vehicle is in the adjacent lane, the predicted collision time is less than 2 seconds, and the lateral distance between the oncoming vehicle and the vehicle's edge is less than 1 meter (this applies to scenarios where the vehicle and an oncoming vehicle are meeting). The transition path from the active state to the pending state is T6. The T6 path means that the condition in the T5 path has not occurred. The transition path from the active state to the function-suppressed state is T7. The T7 path means that either the T4 condition or the system activation alarm time exceeds 2 seconds occurs, but the maximum intervention time in the T4 condition is not included here. The transition path from the function-off or inactive state to the failure exit state is T8. T8 means that the vehicle is powered on and the fault diagnosis fails. The transition path from the failure exit state to the function-off or inactive 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 failure exit state to the function-suppressed state is T10. T10 means that the fault diagnosis passes and the function is enabled.

[0075] It should be noted that, according to the above-mentioned rules for the different operating states of the emergency lane keeping system, when the risk assessment level is Level 1, this application controls the operating state of the emergency lane keeping system to be in an inactive state; when it is Level 2 or Level 3, the function activation condition is triggered, and the operating state of the emergency lane keeping system in the vehicle is controlled to be in an active state.

[0076] If the risk assessment level is Level 1, then the emergency lane keeping system in the control vehicle is in an activated state.

[0077] If the risk assessment level is Level 2 or Level 3, the emergency lane keeping system in the control vehicle will be in an active state.

[0078] Furthermore, before transitioning from the pending activation state to the activation state, it is determined whether a function suppression condition exists. If so, the emergency lane keeping system's operating state will be adjusted to a function suppression state instead of an activation state. The specific steps include:

[0079] Set at least one functional inhibition condition for the emergency lane keeping system;

[0080] If the risk assessment level is Level 2 or Level 3, obtain the vehicle's current status parameters;

[0081] Determine whether the current state parameters satisfy any function suppression condition;

[0082] If the condition is met, the emergency lane keeping system in the vehicle will be in a function-suppressed state.

[0083] If the conditions are not met, the emergency lane keeping system in the vehicle will be activated.

[0084] The functional suppression conditions set include:

[0085] 1. Speed ​​too low (vehicle speedometer):

[0086] a. The suppression is lifted when the instrument displays a vehicle speed ≥ 60 kph. If the condition is met, wait 0.5 seconds before lifting the suppression.

[0087] b. Suppression is triggered when the instrument displays a vehicle speed of <55kph. After the condition is met, it is necessary to wait 1.1 seconds to activate the suppression.

[0088] 2. Excessive speed (vehicle speedometer):

[0089] a. The suppression is lifted when the instrument shows a vehicle speed of <130 kph. If the condition is met, wait 0.5 seconds before lifting the suppression.

[0090] b. The instrument panel displays a vehicle speed >135kph, triggering suppression. After the condition is met, wait 1.1 seconds to activate the suppression.

[0091] 3. Excessive yaw rate:

[0092] a. The suppression is lifted when the yaw rate is <0.24 rad / s. If the condition is met, the suppression must be lifted after 0.5 seconds.

[0093] b. Suppression is triggered when the yaw rate is >0.25 rad / s (TBD). After the condition is met, it is necessary to wait 0.7 seconds to activate the suppression.

[0094] 4. Corresponding side lane lines are lost (for ELK-re function):

[0095] a. The suppression is lifted when the corresponding side lane boundary is detected. After the condition is met, the suppression needs to wait 0.5 seconds to be lifted.

[0096] b. Suppression is triggered when the corresponding lane boundary is lost by more than 10m. After the condition is met, it is necessary to wait 1.1 seconds to activate the suppression.

[0097] 5. Lane too narrow:

[0098] a. The suppression will be lifted when the lane width is greater than 2.6m. After the condition is met, wait 2 seconds for the suppression to be lifted.

[0099] b. Suppression is triggered when the lane width is less than 2.5m. After the condition is met, it is necessary to wait 4 seconds to activate the suppression.

[0100] 6. Lane radius is too small:

[0101] a. The suppression is lifted when the turning radius is greater than 150m. After the condition is met, you need to wait 0.1 seconds for the suppression to be lifted.

[0102] b. Suppression is triggered when the turning radius is less than 100m. After the condition is met, it is necessary to wait 0.1 seconds to activate the suppression.

[0103] 7. Lane change trigger:

[0104] b. When the vehicle changes lanes, suppression is triggered when the distance between the vehicle's centerline and the lane line is ≤0.4*w (0.4 times the vehicle's width w). After the condition is met, it is necessary to wait 0.8 seconds to activate suppression.

[0105] 8. Functions of ABS and ESC:

[0106] a. Suppression is lifted when ABS and ESC are not activated; after the condition is met, wait 1 second to lift the suppression.

[0107] b. Suppression is triggered when ABS is activated. After the condition is met, it is necessary to wait 0.1 seconds to activate the suppression.

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

[0109] a. The suppression is released when the steering wheel torque is <0.8 N·m (TBD), and the suppression is released after waiting 0.5 seconds after the condition is met;

[0110] b. Suppression is triggered when the steering wheel torque is greater than 1.5 N·m (TBD). If the condition is met, it is necessary to wait 0.7 seconds to activate the suppression.

[0111] 10. Steering wheel angular rate:

[0112] a. The suppression is lifted when the steering wheel turning rate is ≤50° / s. After the condition is met, wait 1.5 seconds before the suppression is lifted.

[0113] b. Suppression is triggered when the steering wheel angle rate is >55° / s. After the condition is met, it is necessary to wait 0.15 seconds before triggering suppression.

[0114] 11. Exceeding the maximum intervention duration:

[0115] a. Suppression is lifted when the intervention time exceeds 1 second due to timeout.

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

[0117] 12. EPS Ready:

[0118] a. Release suppression when EPS is ready, and immediately release suppression when the condition is met;

[0119] b. Suppression is triggered when EPS is not ready; suppression is immediately enabled once the condition is met.

[0120] 13. Driver's seatbelt not fastened:

[0121] a. The restriction is released when the driver's seatbelt is fastened;

[0122] b. Trigger inhibition when the driver's seatbelt is not fastened;

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

[0124] a. Contact suppression when all four doors, the hood, and the trunk lid are closed;

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

[0126] These function suppression conditions serve two purposes: first, they can identify the driver's intentions and prevent the ELK function from being accidentally triggered when the driver actively changes lanes; second, they can prevent the use of the ELK function in certain special circumstances from leading to situations that make the vehicle even more unsafe.

[0127] Step 105: If the operating status is determined to be active, send a warning prompt based on the risk assessment level, or control the vehicle to move laterally to the road edge and / or in the opposite direction to oncoming vehicles through the electronic power steering system.

[0128] In this application, a risk assessment level of two or three will activate the emergency lane keeping system, but the processing differs depending on the level. At level two, a warning will be issued; at level three, the electronic power steering system will be used to control the vehicle, keeping it away from the road edge or oncoming traffic. The specific steps include:

[0129] If the running status is determined to be active and the risk assessment level is Level 2, an early warning will be sent.

[0130] When the operating status is determined to be active and the risk assessment level is level three, the vehicle is controlled by the electronic power steering system to move laterally to the edge of the road and / or in the opposite direction to oncoming vehicles.

[0131] It should be noted that the warning prompts set in this application can be customized by the user. For example, such as... Figure 6 As shown, under the "Settings - Active Safety" menu of the vehicle's central control screen system, a dedicated "Lane Assist System" option is provided. Users can customize the lane assist mode (off / warning only / warning + lane departure mitigation) and warning alert mode (visual only / visual + sound / visual + sound + vibration). This layout aligns with user habits and facilitates quick location and adjustment. Specifically, when the user selects "visual only," and the activation conditions in state transition T5 are met: the corresponding lane line flashes yellow on the instrument panel. When the user selects "visual + sound," and the activation conditions in state transition T5 are met: the corresponding lane line flashes yellow on the instrument panel, and a 2Hz "ding-ding" sound is emitted. When the user selects "visual + sound + vibration," and the activation conditions in state transition T5 are met: the corresponding lane line flashes yellow on the instrument panel, and a 2Hz "ding-ding" sound is emitted, along with a steering wheel vibration alarm.

[0132] Furthermore, considering the differences in driving habits and needs among different users, the emergency lane keeping system's warning method is set to "visual + audible + vibration" by default when the vehicle leaves the factory. This design ensures that users fully understand the vehicle's warning methods upon first activation of the emergency lane keeping system, providing comprehensive warnings. For example, if a user wishes to disable the "steering wheel vibration" during subsequent use, they can choose the warning method independently after becoming familiar with the vehicle. Similarly, considering the differences in driving habits and needs among different users, the emergency lane keeping system is set to be off by default when the vehicle leaves the factory. This design prevents users from experiencing panic or confusion due to the vehicle attempting to correct its course (control) when first activating the emergency lane keeping system. This design reflects respect for user autonomy and also avoids potential driving discomfort or safety hazards caused by accidental activation of the function. Users can choose whether to enable this function based on their own driving environment and skill level after becoming familiar with the vehicle.

[0133] Furthermore, this application introduces an intelligent memory mechanism that remembers the previous settings each time the vehicle is powered on, enabling cross-driving cycle memory of the emergency lane keeping system settings. This means that once the user explicitly sets the function's status (whether on or off) in the current driving cycle, the system will intelligently record this preference and automatically apply the same settings the next time the vehicle is powered on. This "think and use" experience not only reduces repetitive operations for the user but also demonstrates the vehicle's deep understanding and responsiveness to the user's personalized needs.

[0134] It should be noted that the lateral control capability of the ELK system in this application is key to its emergency lane keeping function. Through precise lateral control, the ELK system can avoid collisions with road edges and oncoming vehicles, significantly improving vehicle driving safety and stability, and providing more reliable driver assistance support. This lateral control capability is achieved through a multi-purpose controller (MPC) and an electronic power steering system. The MPC identifies target objects in front of the vehicle, such as road edges, oncoming vehicles, and pedestrians. Based on driver needs and the external environment, it makes planning decisions for the driving assistance system and ultimately outputs lateral and longitudinal control commands. The electronic power steering system receives steering angle / torque control signals from the MPC and performs chassis control. Specifically, the steps of controlling the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles via the electronic power steering system include:

[0135] The steering angle request is sent to the electronic power steering system through the forward-looking integrated unit. The steering angle request includes the target steering angle value and the target steering direction, which is the lateral opposite direction between the vehicle and the road edge and / or oncoming vehicles.

[0136] By using the target steering and target turning angle values, the vehicle is controlled to move towards the road edge and / or in the opposite direction to oncoming traffic by the target turning angle value.

[0137] To ensure the electronic power steering system can respond correctly to the steering angle request from the forward-looking integrated unit, the following prerequisites must be met: Vehicle power on: The Body Control Module (BCM) confirms the vehicle's power mode is ON; System fault-free: All relevant systems (including EPS, MPC, etc.) are in a fault-free state; Function activation: The Emergency Lane Keeping (ELK) function is activated; EPS torque control status: The EPS torque control function is normal and no steering angle request is currently being processed. When the forward-looking integrated unit sends a steering angle request to the electronic power steering system, it first adjusts the steering angle request to the enabled state, as shown in the pseudocode: `mpc_adasTorqueReqSts = 0x1:ACTIVE`. At this time, the MPC requests the EPS to start steering angle control. Then, it adjusts the steering angle request to the valid state, as shown in the pseudocode: `mpc_adasTorqueReqValid = 0x1:Valid`. This indicates that the steering angle request signal is valid, and the above operations end to obtain a steering angle request containing the specific target steering angle value calculated by the MPC system. If the MPC's cornering response function is not activated, the `mpc_adasTorqueReq` signal value is 0, indicating no cornering request. Then, upon receiving a cornering request from the MPC, the EPS will perform the following operations: First, within 40ms, the EPS will update the cornering response function status signal from `eps_torqueCtrlStatus = 0x0: NO_REQUEST` to `eps_torqueCtrlStatus = 0x1: REQUEST_HONORED`, indicating that the EPS has received and processed the cornering request. Next, the EPS will send the MPC the actual value of the current EPS cornering angle (`eps_sasSteeringAngle`), the EPS cornering data validity flag (`eps_sasSteeringAngle Valid = 0x1: VALID`), and the EPS steering control availability status (`EPS_SteerControlAvailable = 0x1: Available`), ensuring that the MPC system can obtain accurate steering status information. When the MPC no longer needs the EPS for cornering control, it will send an exit signal. Upon receiving the following signal, EPS must exit the corner response function within 10 cycles (i.e., 100ms). At this time, MPC will first adjust the cornering request to an inactive state, as shown in the pseudocode below: mpc_adasTorqueReqSts = 0x1:INACTIVE, while keeping mpc_adasTorqueReqValid = 0x1:Valid. EPS will then restore the corner response function status signal to eps_torqueCtrlStatus = 0x0:NO_REQ UEST.

[0138] The specific process is as follows Figure 7As shown, before the forward-looking integrated unit controls the electronic power steering system, it first obtains information about the electronic power steering system, including the status of the electronic power steering system's steering angle response function being inactive, the EPS steering angle data being valid, the actual value of the current EPS steering angle, and the availability of EPS steering angle control. Then, the forward-looking integrated unit sends its own information to the electronic power steering system, including the steering angle request enable being inactive, the steering angle request being valid, and the current steering angle being the default value. Then, when the lateral control of the forward-looking integrated unit is triggered, the steering angle request enable is currently active, the steering angle request is valid, and the current steering angle is set to the target steering angle value. This information is sent 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 provides feedback within 40ms. The feedback information includes the steering angle response function status signal of the electronic power steering system being active, the EPS steering angle data being valid, the actual value of the current EPS steering angle, and the availability of EPS steering control. When the lateral control is completed, it will exit control. At this time, the steering angle request enable of the forward-looking integrated unit is not currently active, the steering angle request is valid, and the current steering angle is set to the default value. This information is sent to the electronic power steering system. After receiving this information, the electronic power steering system exits angle control within 100ms and provides feedback again. This feedback information includes the EPS steering angle response function status signal being inactive, the EPS steering angle data being valid, the actual value of the current EPS steering angle, and the availability of EPS steering control.

[0139] Furthermore, to ensure stable system operation, this application provides detailed solutions for potential anomalies in the forward-looking integrated unit and the electronic power steering system. These anomalies include communication failures, such as communication interruptions between the EPS and MPC (e.g., 10 consecutive frames without receiving an MPC signal or a CRC check error), excessive steering angle requests, such as the EPS receiving a steering angle request value exceeding a safety threshold (e.g., 100°), and temporary malfunctions. For these malfunctions, the EPS sets the steering angle response function status signal eps_torqueCtrlStatus to 0x2:REQUEST_NOT_ALLOWED TEMP and stops responding to MPC steering angle requests. Upon receiving this status, the MPC will cancel the cornering control request. Here, 0x2: REQUEST_NOT_ALLOWEDTEMP is a status code indicating that the request is temporarily not allowed. Possible abnormal situations include serious internal EPS malfunctions, such as the EPS being unable to support the cornering response function due to a serious fault, or the MPC's cornering requests exceeding the safety threshold three times consecutively within the same ignition cycle and remaining there for an extended period. In such cases, the EPS will set the cornering response function status signal eps_torqueCtrlStatus to 0x3: REQUEST_NOT_ALLOWEDPERMANENT. Upon receiving this status, the MPC will terminate the cornering control function and report the cause of the permanent malfunction. Here, 0x2: REQUEST_NOT_ALLOWEDTEMP is a status code indicating that the request is permanently not allowed. Finally, potential anomalies include timeout failures. Under certain circumstances, even if MPC sends a valid cornering request (mpc_adasTorqueReqValid = 0x1:Valid and mpc_adas TorqueReqSts = 0x1:ACTIVE), if EPS fails to respond successfully within the predetermined time (100ms) and update eps_torqueCtrlStatus to REQUEST_HONORED (0x1), the MPC system will recognize the EPS's failure to respond in a timely manner and proactively exit the cornering control function. MPC will stop sending cornering requests and may activate an error handling mechanism to diagnose the problem. Specific fault identification and handling steps include:

[0140] The status code of the steering angle response function status signal in the electronic power steering system is obtained through the forward-looking integrated machine;

[0141] If the status code indicates that the request is temporarily not allowed, then cancel the turn request.

[0142] If the status code indicates that the request is permanently not allowed, the steering angle request is cancelled, and a status code is sent back to the target interface, carrying fault information.

[0143] The vehicle control method provided in this application identifies road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle; it acquires a first lateral distance and a first estimated collision time between the current vehicle and the road edge by deploying millimeter-wave radar in the vehicle, and / or acquires a second lateral distance and a second estimated collision time between the current vehicle and the oncoming vehicle. By setting up two lightweight devices, the method realizes the function of the vehicle's emergency lane-keeping system, which not only reduces costs but also improves deployability. The method obtains the vehicle's current risk assessment level based on the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time; it then obtains the operating status of the emergency lane-keeping system in the vehicle based on the risk assessment level; and if the operating status is determined to be active, it sends a warning prompt based on the risk assessment level, or controls the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles through the electronic power steering system. By deploying a forward-looking integrated unit and millimeter-wave radar in the vehicle, this application ensures timely movement away from road edges or oncoming vehicles when a collision risk is determined, guaranteeing driving safety. Furthermore, the deployment of such lightweight equipment significantly reduces costs and improves deployability.

[0144] Furthermore, the functionality of the ELK system in this application is limited by sensor malfunctions, camera obstruction, and various suppression events listed in the "State Machine / State Transition" section. Performance will decrease if the sensors are not properly calibrated. ELK performance is affected by weather, lighting conditions, and lane line clarity; performance will significantly decrease in backlight, sunset, snow-covered roads, and severely worn roads. Normal use of the ELK system is also subject to other limitations, including: operating speed range of 60km / h to 130km / h; road curve radius >150m; lane departure distance <15cm (TBD) on straightaways; lane departure distance <25cm (TBD) on curves; and lateral acceleration (overall) ≤3m / s². 2 (TBD), the lateral impact (overall) ≤ 5m / s3, the intervention torque (converted to steering wheel hand force) ≤ 3Nm (TBD), under these series of limitations, the ELK system has a correct trigger success rate of greater than 95%, a missed trigger rate ≤ 1 time / 10000km, and a false trigger rate ≤ 1 time / 10000km.

[0145] Compared to traditional ELK systems that rely on high-precision sensors such as LiDAR, this application significantly reduces costs, enabling ELK functionality to be integrated into more vehicle models, thus increasing its popularity and competitiveness in the automotive market. Furthermore, by optimizing algorithms and sensor fusion technology, it improves the adaptability and stability of the ELK system in complex road environments and adverse weather conditions, ensuring effective operation in various scenarios. In addition, this application provides diverse settings and prompts (visual + auditory + tactile), offering drivers a more intuitive and convenient interactive experience. In emergency situations, drivers can quickly receive system prompts and react correctly, thereby improving driving safety and comfort. Finally, this application provides new ideas and technical support for the development of intelligent driving assistance systems, promoting technological innovation and progress in this field.

[0146] Reference Figure 8 The diagram shows a structural schematic of a vehicle control device provided in this application, the device comprising:

[0147] The first identification module 201 is used to identify road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle.

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

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

[0151] The first control module 205 is used to send a warning prompt based on the risk assessment level when the operating state is determined to be active, or to control the vehicle to move laterally to the road edge and / or in the opposite direction to oncoming vehicles through the electronic power steering system.

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

[0153] The first determining submodule is used to determine the risk assessment level as Level 1 when 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.

[0154] The second determining submodule is used to determine the risk assessment level as the second level when 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 the risk assessment level as level three when 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 emergency lane keeping system in the vehicle to be in an activated state if the risk assessment level is Level 1.

[0158] The second control submodule is used to activate the emergency lane keeping system in the vehicle if the risk assessment level is level two or level three.

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

[0160] The alert submodule is used to send an early warning alert when the running status is determined to be active and the risk assessment level is Level 2.

[0161] The third control submodule is used to control the vehicle to move laterally to the road edge and / or to oncoming vehicles when the operating state is determined to be active and the risk assessment level is level three.

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

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

[0164] The acquisition unit is used to acquire the current status parameters of the vehicle if the risk assessment level is level two or level three.

[0165] The judgment unit is used to determine whether the state parameters satisfy any function suppression condition.

[0166] The first control unit is used to control the operation of the emergency lane keeping system in the vehicle to a function-suppressed state if the condition is met.

[0167] The second control unit is used to activate the emergency lane keeping system in the vehicle if the conditions are not met.

[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 via the forward-looking integrated unit. The steering angle request includes a target steering angle value and a target steering direction, which is the lateral opposite direction of the vehicle and the road edge and / or oncoming vehicles.

[0170] The fourth control submodule is used to control the vehicle to move towards the road edge and / or in the opposite direction to oncoming vehicles by a target turning angle value, based on the target steering and target turning angle value.

[0171] Optionally, the vehicle control unit may also include:

[0172] The fourth acquisition module is used to acquire the status code of the steering angle response function status signal in the electronic power steering system through the forward-looking integrated machine.

[0173] The first cancellation request module is used to cancel the turn request if the status code is "request is temporarily not allowed".

[0174] The second cancellation request module is used to cancel the turn request if the status code is "request is permanently not allowed" and to send a status code back to the target interface, which carries fault information.

[0175] The vehicle control method provided in this application identifies road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle; it acquires a first lateral distance and a first estimated collision time between the current vehicle and the road edge by deploying millimeter-wave radar in the vehicle, and / or acquires a second lateral distance and a second estimated collision time between the current vehicle and the oncoming vehicle. By setting up two lightweight devices, the method realizes the function of the vehicle's emergency lane-keeping system, which not only reduces costs but also improves deployability. The method obtains the vehicle's current risk assessment level based on the first lateral distance and the first estimated collision time, and / or the second lateral distance and the second estimated collision time; it then obtains the operating status of the emergency lane-keeping system in the vehicle based on the risk assessment level; and if the operating status is determined to be active, it sends a warning prompt based on the risk assessment level, or controls the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles through the electronic power steering system. By deploying a forward-looking integrated unit and millimeter-wave radar in the vehicle, this application ensures timely movement away from road edges or oncoming vehicles when a collision risk is determined, guaranteeing driving safety. Furthermore, the deployment of such lightweight equipment significantly reduces costs and improves deployability.

[0176] Reference Figure 9This application also provides an electronic device, such as Figure 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] Processor 301, memory 303 for storing processor-executable instructions;

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

[0179] By deploying a forward-looking integrated unit in the vehicle, it can identify road edges and / or oncoming vehicles;

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

[0181] The current risk assessment level of the vehicle is obtained by using the first lateral distance and the first estimated time of collision, and / or, the second lateral distance and the second estimated time of collision;

[0182] The operational status of the emergency lane keeping system in the vehicle is obtained through the aforementioned risk assessment level;

[0183] If the operating state is determined to be active, a warning prompt is sent based on the risk assessment level, or the vehicle is controlled to move laterally to the road edge and / or in the opposite direction to oncoming vehicles via the electronic power steering system.

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

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

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

[0187] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

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

[0189] In another embodiment provided in this application, a vehicle is also provided, which may specifically include the aforementioned vehicle control device.

[0190] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as 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, all or part of the processes or functions described in this application are generated. 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. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0191] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0192] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0193] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: By deploying a forward-looking integrated unit in the vehicle, it can identify road edges and / or oncoming vehicles; By deploying millimeter-wave radar in the vehicle, the first lateral distance between the current vehicle and the edge of the road and the first estimated collision time are obtained, and / or, the second lateral distance between the current vehicle and the oncoming vehicle and the second estimated collision time are obtained; The current risk assessment level of the vehicle is obtained by using the first lateral distance and the first estimated time of collision, and / or, the second lateral distance and the second estimated time of collision; The operational status of the emergency lane keeping system in the vehicle is obtained through the aforementioned risk assessment level; If the operating state is determined to be active, a warning prompt is sent through the risk assessment level, or the vehicle is controlled to move laterally to the road edge and / or in the opposite direction to oncoming vehicles through the electronic power steering system. The process of obtaining the operational status of the emergency lane keeping system in the vehicle through the risk assessment level includes: If the risk assessment level is Level 1, then the emergency lane keeping system in the control vehicle is in an activated state. If the risk assessment level is Level 2 or Level 3, then the emergency lane keeping system in the control vehicle is in an active state. If the risk assessment level is level two or level three, then controlling the operation of the emergency lane keeping system in the vehicle to be in an active state also includes: Set at least one functional inhibition condition for the emergency lane keeping system; If the risk assessment level is Level 2 or Level 3, obtain the vehicle's current status parameters; the status parameters include at least one of the following: vehicle speed, yaw rate, lane information, steering wheel torque, steering wheel turning rate, vehicle stability system status, seat belt status, and door status. Determine whether the state parameter satisfies any of the aforementioned function suppression conditions; If the condition is met, the emergency lane keeping system in the vehicle will be in a function-suppressed state. If the conditions are not met, the emergency lane keeping system in the vehicle will be activated.

2. The method according to claim 1, characterized in that, The process of obtaining the vehicle's current risk assessment level using a first lateral distance and a first estimated collision time, and / or a second lateral distance and a second estimated collision time, includes: If 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, the risk assessment level is determined to be the first level. If 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, the risk assessment level is determined to be the second level. If 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, the risk assessment level is determined to be level three.

3. The method according to claim 1, characterized in that, When the operating state is determined to be active, sending a warning prompt based on the risk assessment level, or controlling the vehicle to move laterally to the road edge and / or in the opposite direction to oncoming vehicles via the electronic power steering system, further includes: If the operating status is determined to be active and the risk assessment level is Level 2, an early warning notification will be sent. When the operating state is determined to be active and the risk assessment level is level three, the vehicle is controlled by the electronic power steering system to move laterally to the edge of the road and / or in the opposite direction to oncoming vehicles.

4. The method according to claim 1, characterized in that, The method of controlling the vehicle to move laterally in the opposite direction to the road edge and / or oncoming vehicles via the electronic power steering system also includes: The vehicle sends a steering angle request to the electronic power steering system via the forward-facing integrated camera. The steering angle request includes a target steering angle value and a target steering direction, wherein the target steering direction is the lateral opposite direction between the vehicle and the road edge and / or oncoming vehicles. By using the target steering and the target turning angle value, the vehicle is controlled to move towards the road edge and / or in the opposite direction to oncoming vehicles by the target turning angle value.

5. The method according to claim 4, characterized in that, After sending the steering signal to the electronic power steering system via the forward-looking integrated unit, the method further includes: The status code of the steering angle response function status signal in the electronic power steering system is obtained through the forward-looking integrated machine. If the status code indicates that the request is temporarily not allowed, then the turning angle request is cancelled; If the status code indicates that the request is permanently not allowed, the steering angle request is cancelled, and the status code is sent back to the target interface. The status code carries fault information.

6. A vehicle control device, characterized in that, The device includes: The first recognition module is used to identify road edges and / or oncoming vehicles by deploying a forward-looking integrated unit in the vehicle; The first acquisition module is used to acquire the first lateral distance and the first estimated collision time between the current vehicle and the road edge by deploying millimeter-wave radar in the vehicle, and / or to acquire the second lateral distance and the second estimated collision time between the current vehicle and an oncoming vehicle. The second acquisition module is used to acquire the current risk assessment level of the vehicle by means of a first lateral distance and a first estimated collision time, and / or a second lateral distance and a second estimated collision time; The third acquisition module is used to acquire the operating status of the emergency lane keeping system in the vehicle through the risk assessment level. The first control module is used to send a warning prompt based on the risk assessment level when the operating state is determined to be active, or to control the vehicle to move laterally to the road edge and / or to the opposite direction of oncoming vehicles through the electronic power steering system. The third acquisition module specifically includes: The first control submodule is used to control the operation status of the emergency lane keeping system in the vehicle to be in an activated state if the risk assessment level is Level 1. The second control submodule is used to control the operation of the emergency lane keeping system in the vehicle to be in an active state if the risk assessment level is level two or level three. The second control submodule specifically includes: The setting unit is used to set at least one functional inhibition condition for the emergency lane keeping system; The acquisition unit is used to acquire the current status parameters of the vehicle if the risk assessment level is level two or level three; the status parameters include at least one of the following: vehicle speed, yaw rate, lane information, steering wheel torque, steering wheel turning rate, vehicle stability system status, seat belt status, and door status. The judgment unit is used to determine whether the state parameter satisfies any function suppression condition; The first control unit is used to control the operation of the emergency lane keeping system in the vehicle to a function-suppressed state if the condition is met. The second control unit is used to activate the emergency lane keeping system in the vehicle if the conditions are not met.

7. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the instructions to implement the vehicle control method as described in any one of claims 1 to 5.

8. A vehicle, characterized in that, include: The vehicle control device as claimed in claim 6.

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