Vehicle control method and device, electronic equipment and medium

Abstract

The embodiment of the invention provides a vehicle control method and device, electronic equipment and a medium. The method comprises the steps that a first scene where a first vehicle is located is determined; under the condition that the first scene comprises a braking scene, braking processing is executed on the first vehicle in the longitudinal direction, and obstacles needing vehicle braking exist in the braking scene; under the condition that the first scene comprises a detour type scene, the target type of a target obstacle in the detour type scene included in the first scene is determined, and the obstacle needing to be detour by the vehicle exists in the detour type scene; and performing bypassing processing of the corresponding target type on the first vehicle in the transverse direction. The vehicle is controlled according to the scene where the vehicle is located, and the driving effect of the vehicle can be guaranteed.

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 medium. Background Art

[0002] When a vehicle is driving, the scene it is in is usually not fixed. For example, the vehicle may exist in various different scenes in sequence (such as a scene where pedestrians cross the road, a scene where there is an obstacle in front of the road, etc.). In this case, it is necessary to control the vehicle based on the scene in which the vehicle is located. Summary of the invention

[0003] The embodiments of the present application provide a vehicle control method, device, electronic device and medium, which can ensure the driving effect of the vehicle by controlling the vehicle according to the scene in which the vehicle is located.

[0004] In a first aspect, an embodiment of the present application provides a vehicle control method, comprising: determining a first scene in which a first vehicle is located; in a case where the first scene includes a braking scene, performing a braking process on the first vehicle in a longitudinal direction, wherein an obstacle requiring the vehicle to brake exists in the braking scene; in a case where the first scene includes a detour scene, determining a target type of a target obstacle in the detour scene included in the first scene, wherein an obstacle requiring the vehicle to detour exists in the detour scene; and performing a detour process corresponding to the target type on the first vehicle in a lateral direction.

[0005] In the embodiment of the present application, the scenes in which the vehicle is located are distinguished, and the vehicle is controlled accordingly for different scenes, so that the vehicle control effect can match the scene in which the vehicle is located, thereby ensuring the vehicle driving effect.

[0006] In one embodiment, performing a bypass process corresponding to the target type on the first vehicle in the lateral direction includes: when the target type includes an oncoming vehicle and does not include a stationary obstacle, performing a lateral processing operation in a first bypass process on the first vehicle in the lateral direction; wherein the first bypass process is used to control the first vehicle to meet the target obstacle.

[0007] In this way, when the vehicle is driving in a meeting scenario and a braking scenario at the same time, or when driving in a simple meeting scenario, the vehicle control effect can be matched with the scenario in which the vehicle is located.

[0008] In one embodiment, the method further includes: when the first scene does not include the braking scene, and the target type includes oncoming vehicles and does not include stationary obstacles, performing a longitudinal processing operation in the first bypass processing on the first vehicle in a longitudinal direction.

[0009] In this way, the vehicle can be controlled when driving in a simple oncoming scenario, and the purpose of oncoming avoidance can be achieved.

[0010] In one embodiment, the performing of the bypass processing corresponding to the target type on the first vehicle in the lateral direction includes: when the target type includes a stationary obstacle and does not include an oncoming vehicle, performing a lateral processing operation in a second bypass processing on the first vehicle in the lateral direction; wherein the second bypass processing is used to control the first vehicle to bypass the target obstacle.

[0011] In this way, when the vehicle is driving in a stationary obstacle scene and a brake-stop scene at the same time, or when driving in a pure stationary obstacle scene, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0012] In one embodiment, the method further includes: when the first scene does not include the braking scene, and the target type includes a stationary obstacle and does not include an oncoming vehicle, performing a longitudinal processing operation in the second bypass processing on the first vehicle in a longitudinal direction.

[0013] In this way, the vehicle can be controlled when driving in a scene with only stationary obstacles, and the purpose of obstacle avoidance and detour can be achieved.

[0014] In one embodiment, the performing of a bypass process corresponding to the target type on the first vehicle in the lateral direction includes: when the target type includes an oncoming vehicle and a stationary obstacle, obtaining a target position relationship, wherein the target position relationship is a relative position relationship between the target obstacle and the first vehicle in the lateral and longitudinal directions; and performing a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction.

[0015] In this way, when the vehicle is driving in a meeting scene, a stationary obstacle scene, and a braking scene at the same time, or when the vehicle is driving in a meeting scene and a stationary obstacle scene, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0016] In one embodiment, the lateral processing operation corresponding to the target position relationship is performed on the first vehicle in the lateral direction, including: when the target position relationship conforms to the first position relationship, the lateral processing operation in the third bypass processing is performed on the first vehicle in the lateral direction; wherein, the first position relationship includes: the lateral distance of the stationary obstacle included in the target obstacle is less than the lateral distance of the oncoming vehicle included in the target obstacle; the third bypass processing is used to control the first vehicle to travel to a first avoidance position point, wherein the first avoidance position point is obtained according to the position of the stationary obstacle included in the target obstacle.

[0017] In this way, when the vehicle is driving in the following first type of scenario and the braking scenario at the same time, or when the vehicle is driving only in the above first type of scenario, the vehicle control effect can be matched with the scenario in which the vehicle is located.

[0018] In one embodiment, the method further includes: when the first scenario does not include the braking scenario and the target position relationship conforms to the first position relationship, performing a longitudinal processing operation in the third bypass processing on the first vehicle in a longitudinal direction.

[0019] In this way, the vehicle can be controlled when the vehicle is traveling only in the following first type of scenario, and the purpose of obstacle avoidance and detour mainly targeting stationary obstacles can be achieved.

[0020] In one embodiment, the performing of a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction includes: when the target position relationship conforms to a second position relationship, performing a lateral processing operation in a fourth bypass processing on the first vehicle in the lateral direction; wherein the second position relationship includes: a longitudinal distance of a stationary obstacle included in the target obstacle is smaller than a longitudinal distance of an oncoming vehicle included in the target obstacle, and a lateral distance of a stationary obstacle included in the target obstacle is larger than a lateral distance of an oncoming vehicle included in the target obstacle; and the fourth bypass processing is used to control the first vehicle to travel to a second avoidance position point, wherein the second avoidance position point is obtained according to the position of the oncoming vehicle included in the target obstacle.

[0021] In this way, when the vehicle is driving in the following second type of scenario and the braking scenario at the same time, or when the vehicle is driving only in the following second type of scenario, the vehicle control effect can be matched with the scenario in which the vehicle is located.

[0022] In one embodiment, the method further includes: when the first scenario does not include the braking scenario and the target position relationship conforms to the second position relationship, performing a longitudinal processing operation in the fourth bypass processing on the first vehicle in a longitudinal direction.

[0023] In this way, vehicle control can be achieved when the vehicle is traveling only in the following second type of scenario, and the purpose of mainly avoiding oncoming vehicles can be achieved.

[0024] In one embodiment, the method further includes: when the target position relationship satisfies one of a third position relationship and a fourth position relationship, performing braking processing on the first vehicle in the longitudinal direction; the third position relationship includes: the lateral distance of the first vehicle is smaller than the lateral distance of the stationary obstacles included in the target obstacles, and the minimum distance between the stationary obstacles included in the target obstacles and the road boundary is smaller than the lateral distance supporting the passage of the first vehicle; the fourth position relationship includes: the lateral distance of the first vehicle is larger than the lateral distance of the stationary obstacles included in the target obstacles.

[0025] In this way, when the vehicle is driving in the scenarios of the third category described below and the braking scenario at the same time, or when the vehicle is driving only in the scenarios of the third category described below, the vehicle control effect can be matched with the scenario in which the vehicle is located.

[0026] In one embodiment, the method further includes: determining whether the first vehicle is in a parking lot; and if it is determined that the first vehicle is in the parking lot, executing the step of determining a first scene in which the first vehicle is located.

[0027] By limiting the parking lot application scenario of vehicle control, the vehicle control method can be targeted at the straight-line vehicle control situation in the parking lot, which is conducive to ensuring the accurate execution of vehicle control.

[0028] In a second aspect, an embodiment of the present application provides a vehicle control device, comprising: a first determination module, for determining a first scene in which a first vehicle is located; a second determination module, for determining, when the first scene includes a detour scene, a target type of a target obstacle in a detour scene included in the first scene, wherein the detour scene contains obstacles that require the vehicle to detour; a processing module, for performing a braking process on the first vehicle in a longitudinal direction when the first scene includes a braking process, wherein the braking process contains obstacles that require the vehicle to brake; and performing a detour process corresponding to the target type on the first vehicle in a lateral direction.

[0029] In a third aspect, an embodiment of the present application provides an electronic chip, comprising: a processor, which is used to execute computer program instructions stored in a memory, wherein when the computer program instructions are executed by the processor, the electronic chip is triggered to execute any method as in the first aspect.

[0030] In a fourth aspect, an embodiment of the present application provides an electronic device, comprising at least one processor, wherein the processor and a memory are coupled, the memory is used to store computer program instructions, and the processor is used to execute the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute a method as described in any one of the first aspects.

[0031] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer-readable storage medium is run on a computer, the computer executes any method in the first aspect.

[0032] In a sixth aspect, an embodiment of the present application provides a computer program product, which includes a computer program. When the computer program is run on a computer, the computer executes any method in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0034] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application;

[0035] Figure 2 to Figure 8 A schematic diagram of various vehicle driving environments provided by an embodiment of the present application;

[0036] Fig. 9 A flow chart of another vehicle control method provided by an embodiment of the present application;

[0037] Fig.10 A block diagram of a vehicle control device provided by one embodiment of the present application;

[0038] Fig.11 A schematic diagram of the structure of a computer device provided for one embodiment of the present application. DETAILED DESCRIPTION

[0039] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0040] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0041] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0042] It should be understood that the term "at least one" used in this article refers to one or more, and "plurality" refers to two or more. The term "and / or" used in this article is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. Among them, A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one of a, b and c can be represented by: a, b, c, ab, ac, bc, or abc, wherein a, b, c can be single or multiple.

[0043] It should be understood that, although the terms first, second, etc. may be used to describe the set thresholds in the embodiments of the present application, these set thresholds should not be limited to these terms. These terms are only used to distinguish the set thresholds from each other. For example, without departing from the scope of the embodiments of the present application, the first set threshold may also be referred to as the second set threshold, and similarly, the second set threshold may also be referred to as the first set threshold.

[0044] like Figure 1 As shown, an embodiment of the present application provides a vehicle control method, including steps 101 to 104. In one embodiment, Figure 1 The execution subject of the vehicle control method shown can be the first vehicle. In another embodiment, Figure 1 The execution entity of the vehicle control method shown may be a cloud server that maintains a wireless communication connection with the first vehicle.

[0045] Step 101, determine a first scene in which a first vehicle is located, and execute steps 102 and 103.

[0046] In one embodiment, the first vehicle may be any controllable vehicle. In one embodiment, the first vehicle may be an autonomous driving vehicle.

[0047] In one embodiment of the present application, the types of scenes in which the vehicle is located may include braking scenes and detour scenes.

[0048] In one embodiment, the scene in which the vehicle is located (recorded as scene 1) includes a braking scene, but does not include a detour scene.

[0049] In another embodiment, the scene in which the vehicle is located (recorded as scene 2) includes detour scenes, but does not include brake stop scenes.

[0050] In another embodiment, the scene in which the vehicle is located (recorded as scene 3) includes a braking scene and a detour scene.

[0051] In yet another embodiment, the scene in which the vehicle is located (recorded as scene 4) does not include a braking scene or a detour scene.

[0052] In the braking scene, there are obstacles that require the vehicle to brake, such as pedestrians crossing, vehicles crossing (such as vehicles crossing on a straight road), vehicles crossing at an intersection, vehicles entering or leaving a warehouse, etc. In such an embodiment, the types of braking scenes may include scenes with pedestrians crossing (such as recorded as pedestrian crossing scenes), scenes with vehicles crossing (such as recorded as vehicle crossing scenes), scenes with vehicles crossing at intersections (such as recorded as vehicle crossing at intersections scenes), and scenes with vehicles entering or leaving a warehouse (such as recorded as vehicle entering or leaving a warehouse scenes).

[0053] As long as the vehicle is in any one of the braking scenes, it can be determined that the scene the vehicle is in includes the braking scene. If the vehicle is not in any one of the braking scenes, it can be determined that the scene the vehicle is in does not include the braking scene.

[0054] In detour scenarios, there are obstacles that the vehicle needs to detour, such as oncoming vehicles (or simply oncoming vehicles, such as oncoming vehicles on a straight road), stationary obstacles, etc., wherein the stationary obstacles can be stationary vehicles (such as oncoming vehicles on a straight road) or other types of obstacles that are not vehicles. In such an embodiment, the types of detour scenarios may include scenarios with oncoming vehicles (such as oncoming scenarios) and scenarios with stationary obstacles (such as scenarios with stationary vehicles, such scenarios are such as stationary vehicle scenarios).

[0055] In one embodiment, a vehicle meeting on a straight road can be represented as a current portion of the road being a straight road (or approximately a straight road), and the angle between the vehicle's travel direction and the road extension line is small, that is, the vehicle is substantially parallel to the road in the length direction.

[0056] In one embodiment, a stationary vehicle on a straight road can be represented as a current portion of the road being a straight road (or approximately a straight road), and the angle between the vehicle's direction and the road extension line is small, that is, the vehicle is substantially parallel to the road in the length direction.

[0057] As long as the vehicle is located in any detour scene, it can be determined that the scene the vehicle is in includes a detour scene. If the vehicle is not located in any detour scene, it can be determined that the scene the vehicle is in does not include a detour scene.

[0058] Step 102, when the first scene includes a braking scene, performing a braking process on the first vehicle in the longitudinal direction, wherein the braking scene includes an obstacle that requires the vehicle to brake.

[0059] In one embodiment, longitudinal control of the vehicle may be achieved by controlling the vehicle's braking system (eg, controlling the vehicle's deceleration).

[0060] In one embodiment, when there is more than one obstacle requiring the vehicle to perform braking processing in a braking scene where the vehicle is located, the braking processing may be performed on the obstacle in the braking scene that is closest to the longitudinal distance of the vehicle.

[0061] In one embodiment, if the scene in which the vehicle is located (such as the above-mentioned scenes 1 and 3) includes a braking scene, the vehicle is braked in the longitudinal direction regardless of whether the scene in which the vehicle is located also includes other scenes, such as whether the scene in which the vehicle is located also includes a detour scene.

[0062] In one feasible implementation, the brake stop process may be performed by controlling the vehicle to travel at a set deceleration to achieve the longitudinal brake stop purpose. In another embodiment, the brake stop process may be performed by controlling the vehicle to decelerate according to a set deceleration change rule until the vehicle stops longitudinally.

[0063] In one embodiment, if the scene in which the vehicle is located (such as the above-mentioned scene 2) does not include a braking scene but includes a detour scene, the longitudinal control result obtained according to the detour scene can be followed in the longitudinal direction.

[0064] In one embodiment, if the scene in which the vehicle is located (such as the above-mentioned scene 4) does not include a braking scene or a detour scene, the default values ​​can be used in both the horizontal and vertical directions.

[0065] Among them, if the vehicle control strategy in the lateral direction is the default value, it can represent the lateral control result of complying with the existing control strategy of the vehicle; if the vehicle control strategy in the longitudinal direction is the default value, it can represent the longitudinal control result of complying with the existing control strategy of the vehicle.

[0066] In one embodiment, the existing control strategy of the vehicle may be an autonomous driving control strategy for realizing autonomous driving of the vehicle, and corresponding lateral control results and longitudinal control results may be generated based on the autonomous driving control strategy.

[0067] In one feasible implementation, the autonomous driving control strategy may include a path planning strategy, a safe driving strategy, etc.

[0068] Step 103, when the first scene includes a detour scene, determining the target type of the target obstacle in the detour scene included in the first scene, wherein there is an obstacle that the vehicle needs to detour in the detour scene, and executing step 104. If the first scene does not include a detour scene, it is not necessary to determine the target type.

[0069] In one embodiment, lateral control of the vehicle may be achieved by controlling the steering wheel of the vehicle (eg, controlling the turning direction and turning angle of the steering wheel).

[0070] In one embodiment, if the scene in which the vehicle is located (such as the above-mentioned scene 2 and scene 3) includes a detour scene, the vehicle can be controlled in the lateral direction according to the detour scene in which the vehicle is located.

[0071] In one embodiment, if the scene in which the vehicle is located (such as the above-mentioned scene 1 and scene 4) does not include a detour scene, a default value may be taken in the lateral direction. If the vehicle control strategy in the lateral direction is to take the default value, it may represent a lateral control result that complies with the existing control strategy of the vehicle.

[0072] In one embodiment, there are obstacles in the detour scenario that require the vehicle to detour, such as oncoming vehicles, stationary obstacles, etc. Detour scenarios may include oncoming vehicle scenarios and stationary obstacle scenarios (such as stationary vehicle scenarios). The lateral control strategies of the vehicle in different combinations of detour scenarios may be different accordingly. In addition, the longitudinal control strategies of the vehicle in different combinations of detour scenarios may be different accordingly.

[0073] In one embodiment, when the stationary obstacle in the stationary obstacle scene is a stationary car on a straight road, the stationary obstacle scene is specifically a stationary car on a straight road scene.

[0074] In one embodiment, a detour scene combination (for example, detour combination 1) is a scene in which both a vehicle oncoming scene and a stationary obstacle scene exist. Thus, the target obstacle includes a vehicle oncoming scene and a stationary obstacle (such as a stationary car).

[0075] In another embodiment, another detour scene combination (for example, detour combination 2) is a scene in which there is an oncoming vehicle but no stationary obstacle. In this way, the target obstacle includes oncoming vehicles but does not include stationary obstacles.

[0076] In another embodiment, another detour scene combination (for example, detour combination 3) is a scene with a stationary obstacle but no oncoming vehicle. In this way, the target obstacle includes a stationary obstacle but does not include an oncoming vehicle.

[0077] Taking into account that the lateral / longitudinal control strategies of the vehicle in different combinations of detour scenarios may be different accordingly, when the scene in which the vehicle is located includes a detour scene, in order to ensure that the vehicle control effect matches the scene in which the vehicle is located, the type of obstacles in the scene in which the vehicle is located can be further determined, that is, which detour combination is determined.

[0078] Step 104 , performing a detour process corresponding to the target type on the first vehicle in the lateral direction.

[0079] In the case where the scene in which the vehicle is located includes a detour scene, by determining the type of obstacles in the scene in which the vehicle is located (that is, determining which detour combination it is), corresponding lateral control processing can be performed to achieve a detour effect in the lateral direction.

[0080] In one embodiment of the present application, when the scene in which the vehicle is located does not include a braking scene, by determining the type of obstacles in the scene in which the vehicle is located (i.e., determining which detour combination it is), corresponding longitudinal control processing can also be performed. By controlling the vehicle horizontally / longitudinally based on the obstacle type, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0081] Figure 1 The illustrated embodiment distinguishes the scenes in which the vehicle is located, and controls the vehicle accordingly for different scenes, so that the vehicle control effect can match the scene in which the vehicle is located, thereby ensuring the vehicle driving effect.

[0082] In one embodiment of the present application, corresponding to the above detour combination 2, step 104 may include: when the target type includes oncoming vehicles and does not include stationary obstacles, perform a lateral processing operation in the first detour processing on the first vehicle in the lateral direction; wherein the first detour processing is used to control the first vehicle to meet the target obstacle. In this way, when the vehicle is driving in both the oncoming scene and the braking scene, or when driving in a simple oncoming scene, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0083] In the above detour combination 2, the first scene includes a detour scene, and the first scene includes a detour scene that is a meeting scene, not a static obstacle scene, and the target obstacle is an oncoming vehicle.

[0084] In a feasible implementation, for the above detour combination 2, regardless of whether the first scenario includes a braking scenario, the lateral control result obtained according to the oncoming scenario can be followed in the lateral direction. The lateral processing operation in the first detour processing can be performed on the first vehicle in the lateral direction to follow the lateral control result obtained according to the oncoming scenario.

[0085] In the above detour combination 2, if the first scene also includes a braking scene, the first vehicle is in both the braking scene and the meeting scene. In this case, the lateral control result obtained according to the meeting scene can be followed in the lateral direction, and the braking process can be performed in the longitudinal direction.

[0086] In the above-mentioned detour combination 2, if the first scene does not include a braking scene, the first vehicle is in a simple meeting scene. In this case, the control results obtained according to the meeting scene can be followed both in the horizontal and vertical directions. Based on this, in one embodiment of the present application, the vehicle control method may also include: when the first scene does not include a braking scene, and the target type includes oncoming vehicles and does not include stationary obstacles, the longitudinal processing operation in the first detour processing is performed on the first vehicle in the longitudinal direction. In this way, vehicle control can be achieved when the vehicle is driving in a simple meeting scene, and the purpose of meeting avoidance can be achieved.

[0087] In a vehicle-oncoming scene, there is an oncoming vehicle of the ego vehicle. In such an embodiment, the avoidance center point for avoiding the oncoming vehicle can be determined based on the driving information of the ego vehicle (i.e., the first vehicle) and the driving information of the oncoming vehicle, and the ego vehicle can be controlled to drive toward the avoidance center point, thereby achieving the purpose of avoiding the oncoming vehicle. In a feasible implementation, the ego vehicle can drive toward the avoidance center point for avoiding the oncoming vehicle by executing the first detour process.

[0088] In one embodiment, the driving information of the vehicle may include information such as the lateral position of the vehicle, the longitudinal position of the vehicle, the speed of the vehicle, and the direction of the vehicle.

[0089] In one embodiment, the lateral processing operation in the first detour process may include controlling the steering wheel angle of the vehicle. By controlling the steering wheel angle, the turning direction and the turning angle of the vehicle steering wheel may be controlled. For example, if the lateral processing operation in the first detour process includes controlling the steering wheel angle of the vehicle to be angle 1, then in the detour combination 2, the steering wheel angle of the first vehicle may be controlled to be angle 1.

[0090] In one embodiment of the present application, corresponding to the above detour combination 3, step 104 may include: when the target type includes a stationary obstacle and does not include an oncoming vehicle, performing a lateral processing operation in the second detour processing on the first vehicle in the lateral direction; wherein the second detour processing is used to control the first vehicle to detour the target obstacle. In this way, when the vehicle is driving in a stationary obstacle scene and a brake stop scene at the same time, or when driving in a single stationary obstacle scene, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0091] In the above detour combination 3, the first scene includes a detour scene, and the first scene includes a detour scene that is a stationary obstacle scene, not a meeting scene, and the target obstacle is a stationary obstacle.

[0092] In one embodiment of the above detour combination 3, the first scene includes a detour scene, and the first scene includes the detour scene as a straight road stationary car scene, not a straight road meeting scene, and the target obstacle is a straight road stationary car.

[0093] In a feasible implementation, for the above detour combination 3, regardless of whether the first scenario includes a brake-stop scenario, the lateral control result obtained according to the stationary obstacle scenario can be followed in the lateral direction. The lateral processing operation in the second detour processing can be performed on the first vehicle in the lateral direction to follow the lateral control result obtained according to the stationary obstacle scenario.

[0094] In the above detour combination 3, if the first scene also includes a braking scene, the first vehicle is in both the braking scene and the stationary obstacle scene. In this case, the lateral control result obtained according to the stationary obstacle scene can be followed in the lateral direction, and the braking process can be performed in the longitudinal direction.

[0095] In the above-mentioned detour combination 3, if the first scene does not include a brake-stop scene, the first vehicle is in a pure static obstacle scene. In this case, the control results obtained according to the static obstacle scene can be followed both in the horizontal and vertical directions. Based on this, in one embodiment of the present application, the vehicle control method may also include: when the first scene does not include a brake-stop scene, and the target type includes a static obstacle and does not include an oncoming vehicle, the longitudinal processing operation in the second detour processing is performed on the first vehicle in the longitudinal direction. In this way, vehicle control can be achieved when the vehicle is traveling in a pure static obstacle scene, and the purpose of obstacle avoidance and detour can be achieved.

[0096] There are stationary obstacles (such as a stationary car on a straight road) in the stationary obstacle scene. In such an embodiment, the avoidance center point for avoiding the stationary obstacle can be determined based on the driving information of the ego vehicle (i.e., the first vehicle) and the position information of the stationary obstacle, and the ego vehicle can be controlled to drive toward the avoidance center point, so as to achieve the purpose of avoiding the stationary obstacle. In a feasible implementation, the ego vehicle can drive toward the avoidance center point for avoiding the stationary obstacle by executing the second bypassing process.

[0097] In one embodiment, the driving information of the vehicle may include information such as the lateral position of the vehicle, the longitudinal position of the vehicle, the speed of the vehicle, the direction of the vehicle, etc. In one embodiment, the position information of the stationary obstacle may include the lateral position and the longitudinal position of the stationary obstacle.

[0098] In one embodiment, the lateral processing operation in the second bypass processing may include controlling the steering wheel angle of the vehicle. By controlling the steering wheel angle, the turning direction and the turning angle of the vehicle steering wheel can be controlled. For example, if the lateral processing operation in the second bypass processing includes controlling the steering wheel angle of the vehicle to be angle 2, then in the bypass combination 3, the steering wheel angle of the first vehicle can be controlled to be angle 2.

[0099] In one embodiment of the present application, corresponding to the above detour combination 1, step 104 may include: when the target type includes oncoming vehicles and stationary obstacles, obtaining the target position relationship, which is the relative position relationship between the target obstacle and the first vehicle in the lateral and longitudinal directions; performing a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction. In this way, when the vehicle is driving in the oncoming scene, the stationary obstacle scene and the braking scene at the same time, or when driving in the oncoming scene and the stationary obstacle scene, the vehicle control effect can be matched with the scene where the vehicle is located.

[0100] In the above detour combination 1, the first scene includes a detour scene, and the first scene includes the detour scene as a meeting scene and a stationary obstacle scene, and the target obstacles are oncoming vehicles and stationary obstacles.

[0101] In an embodiment of the above detour combination 1, the first scene includes a detour scene, and the first scene includes the detour scene as a straight-line meeting vehicle scene and a straight-line stationary vehicle scene, and the target obstacles are a straight-line meeting vehicle and a straight-line stationary vehicle.

[0102] When the vehicle is in a mixed detour scenario of both oncoming vehicles and stationary obstacles, it must consider lateral avoidance of both oncoming vehicles and stationary obstacles. The position distribution of oncoming vehicles and stationary obstacles is different, so the avoidance strategy can be different accordingly. In this way, when the target obstacles include both oncoming vehicles and stationary obstacles, the vehicle control strategy suitable for the scenario can be comprehensively determined based on the relative position relationship between the vehicle and the oncoming vehicles and the stationary obstacles.

[0103] In one embodiment, in the above detour combination 1, the position distribution of the own vehicle, the oncoming vehicle and the stationary obstacle can be divided into the following three categories:

[0104] The first type of situation: the vehicle needs to go right around the oncoming vehicle (i.e., go right along the direction of the vehicle's forward movement, the same below), or the vehicle needs to go right around a stationary obstacle, and the stationary obstacle is laterally closer to the vehicle than the oncoming vehicle.

[0105] The first category may include the following situations 1 and 2:

[0106] Case 1: The stationary obstacle is farther away from the vehicle in the longitudinal direction than the oncoming vehicle.

[0107] in, Figure 2 The vehicle driving environment shown in the figure can be a feasible embodiment of situation 1. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 can be as follows: Figure 2 shown.

[0108] Case 2: The stationary obstacle is closer to the vehicle in the longitudinal direction than the oncoming vehicle.

[0109] in, Figure 3 The vehicle driving environment shown in the figure can be a feasible embodiment of situation 2. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 can be as follows: Figure 3 shown.

[0110] The second type of situation: the vehicle needs to go right around the oncoming vehicle or around a stationary obstacle, and the stationary obstacle is farther away from the vehicle than the oncoming vehicle in the lateral direction.

[0111] in, Figure 4 The vehicle driving environment shown in the figure can be a feasible embodiment of the second case. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 can be as follows: Figure 4 shown.

[0112] The third situation: the vehicle needs to go right around the oncoming vehicle, and there is a specific relative position relationship between the vehicle, the oncoming vehicle and the stationary obstacle, and the specific relative position relationship requires the vehicle to brake in the longitudinal direction.

[0113] The third category may include the following situations 4 to 7:

[0114] Case 4: The vehicle needs to go around the stationary obstacle to the right but there is no space to go around the obstacle, and the stationary obstacle is farther away from the vehicle in the longitudinal direction than the oncoming vehicle.

[0115] in, Figure 5 The vehicle driving environment shown in the figure may be a feasible embodiment of situation 4. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 may be as follows: Figure 5 shown.

[0116] Case 5: The vehicle needs to go around the stationary obstacle to the right but there is no space to go around the obstacle, and the stationary obstacle is closer to the vehicle in the longitudinal direction than the oncoming vehicle.

[0117] in, Figure 6The vehicle driving environment shown in the figure may be a feasible embodiment of situation 5. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 may be as follows: Figure 6 shown.

[0118] Case 6: The vehicle needs to go left around a stationary obstacle, and the stationary obstacle is farther away from the vehicle in the longitudinal direction than the oncoming vehicle.

[0119] in, Figure 7 The vehicle driving environment shown in the figure may be a feasible embodiment of situation 6. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 may be as follows: Figure 7 shown.

[0120] Case 7: The vehicle needs to go left around a stationary obstacle, and the stationary obstacle is closer to the vehicle in the longitudinal direction than the oncoming vehicle.

[0121] in, Figure 8 The vehicle driving environment shown in the figure may be a feasible embodiment of situation 7. The target position relationship between the vehicle C1, the oncoming vehicle C2, and the stationary obstacle vehicle C3 may be as follows: Figure 8 shown.

[0122] In one embodiment, please refer to Figure 2 to Figure 8 , the oncoming vehicle and the own vehicle are located on both sides of the center line of the road, so that the lateral distance of the oncoming vehicle is greater than the lateral distance of the own vehicle.

[0123] In one embodiment of the present application, please refer to Figure 2 and Figure 3 , corresponding to the first type of situation, the step of performing a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction may include: when the target position relationship conforms to the first position relationship, performing a lateral processing operation in the third bypass processing on the first vehicle in the lateral direction; wherein the first position relationship includes: the lateral distance of the stationary obstacle included in the target obstacle is less than the lateral distance of the oncoming vehicle included in the target obstacle; the third bypass processing is used to control the first vehicle to drive to the first avoidance position point, wherein the first avoidance position point is obtained according to the position of the stationary obstacle included in the target obstacle. In this way, when the vehicle is driving in the above-mentioned first type of situation scenario and the brake stop scenario at the same time, or only in the above-mentioned first type of situation scenario, the vehicle control effect can be matched with the scenario in which the vehicle is located.

[0124] In one embodiment, the first position relationship may be as follows: Figure 2 As shown in the position relationship, the position distribution of the vehicle C1, the oncoming vehicle C2 and the stationary obstacle C3 is the above-mentioned situation 1.

[0125] Please refer to Figure 2, in Case 1, the lateral distance of the stationary obstacle included in the target obstacle is less than the lateral distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.l < coming_car.l), and the longitudinal distance of the stationary obstacle included in the target obstacle is greater than the longitudinal distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.s > coming_car.s).

[0126] Wherein, l corresponds to the lateral direction of the coordinate system, s corresponds to the longitudinal direction of the coordinate system, static_car represents a stationary vehicle, and coming_car represents an oncoming vehicle, the same hereinafter. In one embodiment, the origin of the coordinate system can be on the reference line of the road (such as the center line of the road), the positive direction of the longitudinal direction of the coordinate system can correspond to the forward direction of the host vehicle, and the positive direction of the lateral direction of the coordinate system can be the left direction of the host vehicle.

[0127] Please refer to Figure 2 , in Case 1, the host vehicle needs to make a right detour for the oncoming vehicle and also needs to make a right detour for the stationary obstacle (i.e., the stationary vehicle), then the combined lateral decision can be a right detour. Since the oncoming vehicle is closer to the host vehicle in the longitudinal direction and the stationary obstacle is closer to the host vehicle in the lateral direction, the obstacle that the host vehicle avoids in the lateral direction is mainly the stationary obstacle. In addition, Figure 2 in the scene shown, there may be no scenarios of sudden braking, so it can be considered that there is no obstacle for the host vehicle to avoid in the longitudinal direction.

[0128] In another embodiment, the first positional relationship can be the positional relationship as shown in Figure 3 , and the positional distribution of the host vehicle C1, the oncoming vehicle C2, and the stationary obstacle C3 is the above-mentioned Case 2.

[0129] Please refer to Figure 3 , in Case 2, the lateral distance of the stationary obstacle included in the target obstacle is less than the lateral distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.l < coming_car.l), and the longitudinal distance of the stationary obstacle included in the target obstacle is less than the longitudinal distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.s < coming_car.s).

[0130] Please refer to Figure 3 , in Case 2, the host vehicle needs to make a right detour for the oncoming vehicle and also needs to make a right detour for the stationary obstacle (i.e., the stationary vehicle), then the combined lateral decision can be a right detour. Since the stationary obstacle is closer to the host vehicle in both the lateral and longitudinal directions, the obstacle that the host vehicle avoids in the lateral direction is mainly the stationary obstacle. In addition, Figure 3There may be no braking scene in the scene shown, so the obstacle avoidance of the vehicle in the longitudinal direction can be considered to be obstacle-free.

[0131] Since in case 1 and case 2 of the first type of situation, the obstacles that the vehicle avoids in the lateral direction are mainly stationary obstacles, the vehicle mainly avoids the stationary obstacles in the lateral direction, and the corresponding first avoidance position point can be obtained according to the position of the stationary obstacles. In one embodiment, by executing the third detour process, the vehicle can be controlled to drive to the first avoidance position point.

[0132] In one embodiment, the lateral distance of the first avoidance position point can be obtained according to the lateral distance of the stationary obstacle (static_car.l), the vehicle width (vehicle_width) and the preset cache value (safe_buffer), and the longitudinal distance of the first avoidance position point can be obtained according to the longitudinal distance of the stationary obstacle (static_car.s).

[0133] In a feasible implementation, the coordinate value of the first avoidance position point (target_point) may be: target_point = {static_car.s, static_car.l-vehicle_width-safe_buffer}.

[0134] In a feasible implementation, for the first type of situation, regardless of whether the first scenario includes a braking scenario, the lateral control result obtained according to the first type of situation can be followed in the lateral direction. The lateral processing operation in the third bypass processing can be performed on the first vehicle in the lateral direction to follow the lateral control result obtained according to the first type of situation.

[0135] In the first case, if the first scenario also includes a braking scenario, the first vehicle is in both the braking scenario and the first case. In this way, the braking process can be performed in the longitudinal direction in accordance with the lateral control result obtained according to the first case.

[0136] In the above-mentioned first category of situations, if the first scene does not include a braking scene, the first vehicle may only be in the scene of the above-mentioned first category of situations. In this way, the control results obtained according to the above-mentioned first category of situations can be followed both horizontally and longitudinally. Based on this, in one embodiment of the present application, the vehicle control method may also include: when the first scene does not include a braking scene, and the target position relationship conforms to the first position relationship, performing a longitudinal processing operation in the third detour processing on the first vehicle in the longitudinal direction. In this way, vehicle control can be achieved when the vehicle is only traveling in the scene of the above-mentioned first category of situations, and the purpose of obstacle avoidance and detour mainly for stationary obstacles can be achieved.

[0137] In one embodiment of the present application, please refer to Figure 4 , corresponding to the above-mentioned second type of situation, the step of performing a lateral processing operation on the first vehicle in the lateral direction for the corresponding target position relationship may include: when the target position relationship conforms to the second position relationship, performing a lateral processing operation in the fourth detour processing on the first vehicle in the lateral direction; wherein, the second position relationship includes: the longitudinal distance of the stationary obstacle included in the target obstacle is less than the longitudinal distance of the oncoming vehicle included in the target obstacle, and the lateral distance of the stationary obstacle included in the target obstacle is greater than the lateral distance of the oncoming vehicle included in the target obstacle; the fourth detour processing is used to control the first vehicle to travel to the second avoidance position point, and the second avoidance position point is obtained according to the position of the oncoming vehicle included in the target obstacle. Thus, when the vehicle is traveling in the scenarios of the above-mentioned second type of situation and the braking stop type scenario at the same time, or only traveling in the scenarios of the above-mentioned second type of situation, the vehicle control effect can be matched with the scenario where the vehicle is located.

[0138] In one embodiment, the second position relationship may be the position relationship as shown in Figure 4 , and the position distribution of the own vehicle C1, the oncoming vehicle C2, and the stationary obstacle C3 is the above-mentioned situation 3.

[0139] Please refer to Figure 4 , in situation 3, the longitudinal distance of the stationary obstacle included in the target obstacle is less than the longitudinal distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.s < coming_car.s), and the lateral distance of the stationary obstacle included in the target obstacle is greater than the lateral distance of the oncoming vehicle included in the target obstacle (for example, denoted as static_car.l > coming_car.l).

[0140] Please refer to Figure 4 , in situation 3, the own vehicle needs to make a right detour for the oncoming vehicle, and the own vehicle needs to make a right detour for the stationary obstacle (i.e., the stationary vehicle), then the combined lateral decision can be a right detour. Since the stationary obstacle is closer to the own vehicle in the longitudinal direction and the oncoming vehicle is closer to the own vehicle in the lateral direction, the main obstacle for the own vehicle to avoid in the lateral direction is the oncoming vehicle. In addition, Figure 4 in the scenario shown in

[0141] there may be no braking stop type scenario, then it can be considered that there is no obstacle for the own vehicle to avoid in the longitudinal direction.

[0142] In one embodiment, the lateral distance of the second avoidance position point can be obtained according to the lateral distance of the oncoming vehicle (coming_car.l), the vehicle width (vehicle_width) and the preset cache value (safe_buffer), and the longitudinal distance of the second avoidance position point can be obtained according to the longitudinal distance of the oncoming vehicle (coming_car.s).

[0143] In a feasible implementation, the coordinate value of the second avoidance position point (target_point) may be: target_point={coming_car.s, coming_car.l-vehicle_width-safe_buffer}.

[0144] In a feasible implementation, for the second type of situation, regardless of whether the first scenario includes a braking scenario, the lateral control result obtained according to the second type of situation can be followed in the lateral direction. The lateral processing operation in the fourth bypass processing can be performed on the first vehicle in the lateral direction to follow the lateral control result obtained according to the second type of situation.

[0145] In the second case, if the first scenario also includes a braking scenario, the first vehicle is in both the braking scenario and the second case. In this way, the braking process can be performed in the longitudinal direction in accordance with the lateral control result obtained according to the second case.

[0146] In the above-mentioned second type of situation, if the first scene does not include a braking scene, the first vehicle may only be in the scene of the above-mentioned second type of situation. In this way, the control result obtained according to the above-mentioned second type of situation can be followed both in the horizontal and vertical directions. Based on this, in one embodiment of the present application, the vehicle control method may also include: when the first scene does not include a braking scene, and the target position relationship conforms to the second position relationship, the longitudinal processing operation in the fourth bypass processing is performed on the first vehicle in the longitudinal direction. In this way, the vehicle control can be realized when the vehicle is only traveling in the scene of the above-mentioned second type of situation, and the purpose of avoiding oncoming vehicles can be achieved.

[0147] In one embodiment of the present application, please refer to Figure 5-Figure 8 , corresponding to the third type of situation, the vehicle control method may further include: when the target position relationship conforms to one of the third position relationship and the fourth position relationship (regardless of whether the first scene includes a braking scene), performing a braking process on the first vehicle in the longitudinal direction. In this way, when the vehicle is traveling in the scene of the third type of situation and the braking scene at the same time, or when the vehicle is traveling only in the scene of the third type of situation, the vehicle control effect can be matched with the scene in which the vehicle is located.

[0148] In one embodiment, the braking process performed for the above-mentioned third type of situation may be the same as the braking process performed for braking scenarios.

[0149] In another embodiment, the braking process performed for the above-mentioned third type of situation may be different from the braking process performed for braking scenarios. If the vehicle is in the scenarios of the above-mentioned third type and braking scenarios at the same time, the longitudinal braking control of the vehicle can be performed by integrating the two braking processes.

[0150] In one embodiment of the present application, when the target position relationship conforms to one of the third position relationship and the fourth position relationship, a default value can be taken in the lateral direction.

[0151] Among them, the third position relationship includes: the lateral distance of the first vehicle is less than the lateral distance of the stationary obstacle included in the target obstacle, and the minimum distance between the stationary obstacle included in the target obstacle and the road boundary is less than the lateral distance that supports the first vehicle to pass.

[0152] Among them, the fourth position relationship includes: the lateral distance of the first vehicle is greater than the lateral distance of the stationary obstacle included in the target obstacle.

[0153] In one embodiment, the third position relationship may be the position relationship as Figure 5 shown, and the position distribution of the host vehicle C1, the oncoming vehicle C2 and the stationary obstacle C3 is the above-mentioned situation 4.

[0154] Please refer to Figure 5 , in situation 4, the lateral distance of the first vehicle is less than the lateral distance of the stationary obstacle included in the target obstacle (for example, denoted as ego.l < static_car.l), and the minimum distance between the stationary obstacle included in the target obstacle and the road boundary is less than the lateral distance that supports the first vehicle to pass (that is, there is no right bypassing space, for example, denoted as no rightsapce), and the longitudinal distance of the stationary obstacle is greater than the longitudinal distance of the oncoming vehicle (for example, denoted as static_car.s > coming_car.s).

[0155] Please refer to Figure 5 , in situation 4, the host vehicle needs to bypass to the right for the oncoming vehicle (for example, denoted as rightbypass), and the host vehicle needs to bypass to the right for the stationary obstacle (that is, the stationary vehicle) but there is no bypassing space, then the combined lateral decision can be to take the default value, and the host vehicle can be considered to have no main avoidance obstacle in the lateral direction. Since the oncoming vehicle is closer to the host vehicle in the longitudinal direction and the stationary obstacle is closer to the host vehicle in the lateral direction, the main avoidance obstacle of the host vehicle in the longitudinal direction is the stationary obstacle.

[0156] In the case of situation 4 of the third type of situation, since there is no main obstacle to avoid laterally for the host vehicle, the default value can be taken laterally. In the case of situation 4 of the third type of situation, since the main obstacle to avoid longitudinally for the host vehicle is a stationary obstacle, but there is no space for bypassing to the right, braking can be performed longitudinally.

[0157] In another embodiment, the third positional relationship can be as Figure 6 shown in the positional relationship, and the positional distribution of the host vehicle C1, the oncoming vehicle C2 for meeting, and the stationary obstacle C3 is the above situation 5.

[0158] Please refer to Figure 6 , in situation 5, the lateral distance of the first vehicle is less than the lateral distance of the stationary obstacle included in the target obstacle (for example, denoted as ego.l < static_car.l), and the minimum distance between the stationary obstacle included in the target obstacle and the road boundary is less than the lateral distance that supports the first vehicle to pass (that is, there is no space for bypassing to the right, for example, denoted as no rightsapce), and the longitudinal distance of the stationary obstacle is less than the longitudinal distance of the oncoming vehicle for meeting (for example, denoted as static_car.s < coming_car.s).

[0159] Please refer to Figure 6 , in situation 5, the host vehicle needs to bypass to the right for the oncoming vehicle for meeting (for example, denoted as rightbypass), the host vehicle needs to bypass to the right for the stationary obstacle (i.e., the stationary vehicle) but there is no bypassing space, then the combined lateral decision can be to take the default value, and the host vehicle can be considered to have no main obstacle to avoid laterally. Since the stationary obstacle is closer to the host vehicle both laterally and longitudinally, the main obstacle for the host vehicle to avoid longitudinally is the stationary obstacle.

[0160] In the case of situation 5 of the third type of situation, since there is no main obstacle to avoid laterally for the host vehicle, the default value can be taken laterally. In the case of situation 5 of the third type of situation, since the main obstacle to avoid longitudinally for the host vehicle is a stationary obstacle, but there is no space for bypassing to the right, braking can be performed longitudinally.

[0161] In one embodiment, the fourth positional relationship can be as Figure 7 shown in the positional relationship, and the positional distribution of the host vehicle C1, the oncoming vehicle C2 for meeting, and the stationary obstacle C3 is the above situation 6.

[0162] Please refer to Figure 7 , in situation 6, the lateral distance of the first vehicle is greater than the lateral distance of the stationary obstacle included in the target obstacle (for example, denoted as ego.l > static_car.l), and the longitudinal distance of the stationary obstacle included in the target obstacle is greater than the longitudinal distance of the vehicle for meeting included in the target obstacle (for example, denoted as static_car.s >

[0163] coming_car.s).

[0164] Please refer to Figure 7 In case 6, the ego vehicle needs to bypass the oncoming vehicle to the right (for example, right bypass), and the ego vehicle needs to bypass the stationary obstacle (i.e., the stationary vehicle) to the left (for example, left bypass). The combined lateral decision can be the default value, and the ego vehicle can be considered to have no major obstacles to avoid in the lateral direction. Since the oncoming vehicle is closer to the ego vehicle in the longitudinal direction and the ego vehicle is between the oncoming vehicle and the stationary obstacle in the lateral direction, the obstacles to be avoided by the ego vehicle in the longitudinal direction are mainly stationary obstacles.

[0165] Since in case 6 of the third category, the vehicle has no major obstacle to avoid in the lateral direction, the default value can be used in the lateral direction. Since in case 6 of the third category, the obstacle to avoid in the longitudinal direction is mainly a static obstacle, but the vehicle needs to go right for the oncoming vehicle and left for the static obstacle, the braking process can be performed in the longitudinal direction.

[0166] In another embodiment, the fourth position relationship may be as follows: Figure 8 As shown in the positional relationship, the position distribution of the vehicle C1, the oncoming vehicle C2 and the stationary obstacle C3 is the above-mentioned situation 7.

[0167] Please refer to Figure 8 In case 7, the lateral distance of the first vehicle is greater than the lateral distance of the static obstacle included in the target obstacle (for example, ego.l>static_car.l), and the longitudinal distance of the static obstacle included in the target obstacle is less than the longitudinal distance of the oncoming vehicle included in the target obstacle (for example, static_car.s<

[0168] coming_car.s).

[0169] Please refer to Figure 8 In case 7, the ego vehicle needs to bypass the oncoming vehicle to the right (for example, right bypass), and the ego vehicle needs to bypass the stationary obstacle (i.e., the stationary vehicle) to the left (for example, left bypass). The combined lateral decision can be the default value, and the ego vehicle can be considered to have no major obstacles to avoid in the lateral direction. Since the stationary obstacle is closer to the ego vehicle in the longitudinal direction and the ego vehicle is between the oncoming vehicle and the stationary obstacle in the lateral direction, the obstacles to be avoided by the ego vehicle in the longitudinal direction are mainly stationary obstacles.

[0170] Since the vehicle has no major obstacle to avoid in the horizontal direction in case 7 of the third category, the default value can be used in the horizontal direction. Since the obstacle to avoid in the longitudinal direction in case 7 of the third category is mainly a static obstacle, but the vehicle needs to go right for the oncoming vehicle and left for the static obstacle, the braking process can be performed in the longitudinal direction.

[0171] Considering that parking lots (such as underground garages) have the characteristics of simple vehicle driving environment, simple and standardized roads, and straight roads between two intersections in parking lots, the execution can be limited to parking lot scenes. Figure 1 Thus, in one embodiment of the present application, the vehicle control method may further include: determining whether the first vehicle is in a parking lot; and executing step 101 when it is determined that the first vehicle is in the parking lot.

[0172] In one embodiment, the parking lot may be an underground parking lot (or basement).

[0173] In one embodiment, whether the first vehicle is in the parking lot may be determined based on the real-time positioning position of the first vehicle and the preset position information of the parking lot.

[0174] In one embodiment, step 101 may be periodically performed after determining that the first vehicle enters the parking lot and before determining that the first vehicle ends driving or exits the parking lot.

[0175] If it is determined that the first vehicle is in a parking lot, step 101 may be further executed. If it is determined that the first vehicle is not in a parking lot, step 101 may not be executed, that is, it is not executed in a non-parking lot scenario. Figure 1 By limiting the parking lot application scenario of vehicle control, Figure 1 The vehicle control method shown is aimed at the straight-line vehicle control situation in a parking lot, which is helpful to ensure the accurate execution of vehicle control.

[0176] Please refer to Fig. 9 An embodiment of the present application provides a vehicle control method, which may include the following steps:

[0177] Step 901, determine whether the first vehicle is in the parking lot, if so, execute step 902, otherwise end the current process. In this way, if the first vehicle is not in the parking lot, step 902 is not executed.

[0178] Step 902, determining a first scene in which a first vehicle is located.

[0179] Step 903, determine whether the first scene includes a braking scene and whether it includes a detour scene, wherein a braking scene contains obstacles that require the vehicle to brake, and a detour scene contains obstacles that require the vehicle to detour. If the first scene includes a braking scene and a detour scene, execute step 904; if the first scene includes a braking scene but does not include a detour scene, execute step 911; if the first scene does not include a braking scene but includes a detour scene, execute step 912; if the first scene does not include a braking scene and does not include a detour scene, execute step 919.

[0180] Step 904 , determining the target type of the target obstacle in the detour scene included in the first scene, and executing one of steps 905 to 907 .

[0181] Step 905, when the target type includes oncoming vehicles but does not include stationary obstacles, perform a lateral processing operation in a first bypass processing on the first vehicle in the lateral direction, and perform a brake processing on the first vehicle in the longitudinal direction; wherein the first bypass processing is used to control the first vehicle to meet the target obstacle.

[0182] Step 906, when the target type includes a stationary obstacle but does not include an oncoming vehicle, the lateral processing operation in the second bypass processing is performed on the first vehicle in the lateral direction, and the braking processing is performed on the first vehicle in the longitudinal direction; wherein the second bypass processing is used to control the first vehicle to bypass the target obstacle.

[0183] Step 907, when the target type includes oncoming vehicles and stationary obstacles, obtain the target position relationship, which is the relative position relationship between the target obstacle and the first vehicle in the lateral and longitudinal directions, and execute one of steps 908 to 910.

[0184] Step 908, when the target position relationship conforms to the first position relationship, the lateral processing operation in the third bypass processing is performed on the first vehicle in the lateral direction, and the braking processing is performed on the first vehicle in the longitudinal direction; wherein the first position relationship includes: the lateral distance of the stationary obstacle included in the target obstacle is less than the lateral distance of the oncoming vehicle included in the target obstacle; the third bypass processing is used to control the first vehicle to travel to the first avoidance position point, wherein the first avoidance position point is obtained according to the position of the stationary obstacle included in the target obstacle.

[0185] Step 909, when the target position relationship conforms to the second position relationship, the lateral processing operation in the fourth bypass processing is performed on the first vehicle in the lateral direction, and the braking processing is performed on the first vehicle in the longitudinal direction; wherein the second position relationship includes: the longitudinal distance of the stationary obstacle included in the target obstacle is smaller than the longitudinal distance of the oncoming vehicle included in the target obstacle, and the lateral distance of the stationary obstacle included in the target obstacle is larger than the lateral distance of the oncoming vehicle included in the target obstacle; the fourth bypass processing is used to control the first vehicle to travel to the second avoidance position point, wherein the second avoidance position point is obtained according to the position of the oncoming vehicle included in the target obstacle.

[0186] Step 910, when the target position relationship satisfies one of the third position relationship and the fourth position relationship, the vehicle control strategy in the lateral direction is to take the default value, and the first vehicle is braked in the longitudinal direction; wherein the third position relationship includes: the lateral distance of the first vehicle is smaller than the lateral distance of the stationary obstacles included in the target obstacles, and the minimum distance between the stationary obstacles included in the target obstacles and the road boundary is smaller than the lateral distance supporting the passage of the first vehicle; the fourth position relationship includes: the lateral distance of the first vehicle is larger than the lateral distance of the stationary obstacles included in the target obstacles.

[0187] Step 911, the vehicle control strategy in the lateral direction is to take the default value, and the first vehicle is braked to a stop in the longitudinal direction.

[0188] Step 912, determining the target type of the target obstacle in the detour scene included in the first scene, and executing one of steps 913 to 915.

[0189] Step 913: When the target type includes oncoming vehicles but does not include stationary obstacles, a first detour process is performed on the first vehicle.

[0190] Step 914: When the target type includes a stationary obstacle but does not include an oncoming vehicle, a second detour process is performed on the first vehicle.

[0191] Step 915, when the target type includes oncoming vehicles and stationary obstacles, obtain the target position relationship, which is the relative position relationship between the target obstacle and the first vehicle in the lateral and longitudinal directions, and execute one of steps 916 to 918.

[0192] Step 916: When the target position relationship conforms to the first position relationship, a third detour process is performed on the first vehicle.

[0193] Step 917: When the target position relationship conforms to the second position relationship, a fourth detour process is performed on the first vehicle.

[0194] Step 918: When the target position relationship satisfies one of the third position relationship and the fourth position relationship, the vehicle control strategy in the lateral direction takes the default value, and the first vehicle is braked in the longitudinal direction.

[0195] In step 919, the vehicle control strategy in the lateral direction is set to a default value, and the vehicle control strategy in the longitudinal direction is set to a default value.

[0196] Fig. 9 In the illustrated embodiment, if the vehicle is in a braking scene, the braking process is performed in the longitudinal direction regardless of whether the vehicle is also in a detour scene. If the vehicle is in both a braking scene and a detour scene, the lateral control result in the detour scene can be continued in the lateral direction. If the vehicle is only in a braking scene and not in a detour scene, the lateral control result of the existing control strategy of the vehicle can be continued in the lateral direction.

[0197] If the vehicle is in a detour scenario but not in a brake stop scenario, the control results in the detour scenario can be followed in both the lateral and longitudinal directions.

[0198] If the vehicle is neither in a braking scenario nor in a detour scenario, the control results of the vehicle's existing control strategy can be continued in both the lateral and longitudinal directions.

[0199] Fig. 9 The illustrated embodiment distinguishes the scenes in which the vehicle is located and controls the vehicle accordingly for different scenes, so that the vehicle control effect can match the scene in which the vehicle is located, thereby ensuring the vehicle driving effect.

[0200] like Fig.10 As shown, an embodiment of the present application provides a vehicle control device 10, including: a first determination module 11, for determining a first scene in which a first vehicle is located; a second determination module 12, for determining, when the first scene includes a detour scene, a target type of a target obstacle in a detour scene included in the first scene, wherein there are obstacles in the detour scene that require the vehicle to detour; a processing module 13, for, when the first scene includes a brake scene, performing a brake stop processing on the first vehicle in the longitudinal direction, wherein there are obstacles in the brake stop scene that require the vehicle to brake; and performing a detour processing of the corresponding target type on the first vehicle in the lateral direction.

[0201] An embodiment of the present application provides an electronic chip, including: a processor, which is used to execute computer program instructions stored in a memory, wherein when the computer program instructions are executed by the processor, the electronic chip is triggered to execute the method described in any embodiment of the present application.

[0202] An embodiment of the present application provides an electronic device, which includes at least one processor, the processor and a memory are coupled, the memory is used to store computer program instructions, and the processor is used to execute the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute the method described in any embodiment of the present application.

[0203] An embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer-readable storage medium is run on a computer, the computer executes the method described in any embodiment of the present application.

[0204] An embodiment of the present application provides a computer program product, which includes a computer program. When the computer program runs on a computer, the computer executes the method described in any embodiment of the present application.

[0205] Fig.11 A schematic diagram of a computer device provided in one embodiment of the present application. Fig.11 As shown, the computer device 20 of this embodiment includes: a processor 21 and a memory 22, the memory 22 is used to store a computer program 23 that can be run on the processor 21, and the computer program 23 is executed by the processor 21 to implement the steps in the method embodiment of the present application. To avoid repetition, they are not described one by one here. Alternatively, when the computer program 23 is executed by the processor 21, the functions of each model / unit in the device embodiment of the present application are implemented. To avoid repetition, they are not described one by one here.

[0206] The computer device 20 includes but is not limited to a processor 21 and a memory 22. Those skilled in the art will appreciate that Fig.11 It is only an example of the computer device 20 and does not constitute a limitation of the computer device 20. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the computer device may also include input and output devices, network access devices, buses, etc.

[0207] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc.

[0208] The memory 22 may be an internal storage unit of the computer device 20, such as a hard disk or memory of the computer device 20. The memory 22 may also be an external storage device of the computer device 20, such as a plug-in hard disk, a Smart Media (SM) card, a Secure Digital (SD) card, a Flash Card, etc. equipped on the computer device 20. Further, the memory 22 may also include both an internal storage unit of the computer device 20 and an external storage device. The memory 22 is used to store the computer program 23 and other programs and data required by the computer device. The memory 22 may also be used to temporarily store data that has been output or is to be output.

[0209] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0210] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0211] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0212] The integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor (Processor) to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), disk or optical disk and other media that can store program code.

[0213] In the embodiments of the present application, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the presence of other identical elements in the process, method, commodity or device including the element.

[0214] The present application may be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application may also be practiced in distributed computing environments where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in local and remote computer storage media, including storage devices.

[0215] Each embodiment in this application is described in a progressive 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 device 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.

[0216] Those skilled in the art will appreciate that the various units and algorithm steps described in the embodiments of the present application can be implemented by a combination of electronic hardware, computer software, and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0217] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0218] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: Determining a first scene in which a first vehicle is located; In the case where the first scene includes a braking scene, performing a braking process on the first vehicle in the longitudinal direction, wherein an obstacle requiring the vehicle to brake exists in the braking scene; In a case where the first scene includes a detour scene, determining a target type of a target obstacle in the detour scene included in the first scene, wherein the detour scene includes an obstacle that requires the vehicle to detour; A detour process corresponding to the target type is performed on the first vehicle in a lateral direction.

2. The method according to claim 1, characterized in that The performing a detour process corresponding to the target type on the first vehicle in the lateral direction includes: When the target type includes oncoming vehicles and does not include stationary obstacles, performing a lateral processing operation in a first bypassing process on the first vehicle in a lateral direction; The first detour process is used to control the first vehicle to meet the target obstacle.

3. The method according to claim 2, characterized in that The method further comprises: When the first scenario does not include the braking scenario, and the target type includes oncoming vehicles and does not include stationary obstacles, a longitudinal processing operation in the first detour processing is performed on the first vehicle in a longitudinal direction.

4. The method according to claim 1, characterized in that: The performing a detour process corresponding to the target type on the first vehicle in the lateral direction includes: When the target type includes a stationary obstacle and does not include an oncoming vehicle, performing a lateral processing operation in a second bypass processing on the first vehicle in a lateral direction; The second bypassing process is used to control the first vehicle to bypass the target obstacle.

5. The method according to claim 4, characterized in that The method further comprises: When the first scenario does not include the braking scenario, and the target type includes a stationary obstacle and does not include an oncoming vehicle, a longitudinal processing operation in the second detour processing is performed on the first vehicle in a longitudinal direction.

6. The method according to claim 1, characterized in that The performing a detour process corresponding to the target type on the first vehicle in the lateral direction includes: In the case where the target type includes an oncoming vehicle and a stationary obstacle, obtaining a target position relationship, where the target position relationship is a relative position relationship between the target obstacle and the first vehicle in the lateral and longitudinal directions; A lateral processing operation corresponding to the target position relationship is performed on the first vehicle in a lateral direction.

7. The method according to claim 6, characterized in that The performing a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction includes: When the target positional relationship conforms to the first positional relationship, performing a lateral processing operation in a third detour processing on the first vehicle in a lateral direction; Wherein, the first position relationship includes: the lateral distance of the stationary obstacle included in the target obstacle is smaller than the lateral distance of the oncoming vehicle included in the target obstacle; The third detour process is used to control the first vehicle to travel to a first avoidance position point, wherein the first avoidance position point is obtained according to the position of a stationary obstacle included in the target obstacle.

8. The method according to claim 7, characterized in that The method further comprises: When the first scenario does not include the brake stop scenario and the target position relationship conforms to the first position relationship, a longitudinal processing operation in the third detour processing is performed on the first vehicle in a longitudinal direction.

9. The method according to claim 6, characterized in that The performing a lateral processing operation corresponding to the target position relationship on the first vehicle in the lateral direction includes: When the target positional relationship conforms to the second positional relationship, performing a lateral processing operation in a fourth bypassing processing on the first vehicle in a lateral direction; The second position relationship includes: the longitudinal distance of the stationary obstacle included in the target obstacle is smaller than the longitudinal distance of the oncoming vehicle included in the target obstacle, and the lateral distance of the stationary obstacle included in the target obstacle is larger than the lateral distance of the oncoming vehicle included in the target obstacle; The fourth detour process is used to control the first vehicle to travel to a second avoidance position point, wherein the second avoidance position point is obtained according to the position of the oncoming vehicle included in the target obstacle.

10. The method according to claim 9, characterized in that The method further comprises: When the first scenario does not include the brake stop scenario and the target position relationship conforms to the second position relationship, a longitudinal processing operation in the fourth detour processing is performed on the first vehicle in a longitudinal direction.

11. The method according to claim 6, characterized in that The method further comprises: When the target position relationship meets one of the third position relationship and the fourth position relationship, performing a braking process on the first vehicle in the longitudinal direction; The third positional relationship includes: the lateral distance of the first vehicle is smaller than the lateral distance of the stationary obstacles included in the target obstacles, and the minimum distance between the stationary obstacles included in the target obstacles and the road boundary is smaller than the lateral distance supporting the passage of the first vehicle; The fourth positional relationship includes: a lateral distance of the first vehicle is greater than a lateral distance of a stationary obstacle included in the target obstacle.

12. The method according to any one of claims 1 to 11, characterized in that: The method further comprises: determining whether the first vehicle is in a parking lot; In case it is determined that the first vehicle is in a parking lot, the step of determining a first scene in which the first vehicle is located is performed.

13. A vehicle control device, characterized in that: include: A first determining module, used to determine a first scene in which a first vehicle is located; a second determining module, configured to determine, when the first scene includes a detour scene, a target type of a target obstacle in the detour scene included in the first scene, wherein the detour scene includes an obstacle that the vehicle needs to detour; A processing module is used to perform a braking process on the first vehicle in the longitudinal direction when the first scene includes a braking scene, wherein there is an obstacle requiring the vehicle to brake in the braking scene; and to perform a detour process corresponding to the target type on the first vehicle in the lateral direction.

14. An electronic device, characterized in that: The electronic device comprises at least one processor, the processor is coupled to a memory, the memory is used to store computer program instructions, and the processor is used to execute computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute the method as described in any one of claims 1-12.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed on a computer, enables the computer to execute the method according to any one of claims 1 to 12.

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