Control method and device and intelligent driving equipment

Abstract

The invention discloses a control method and device and intelligent driving equipment, and the method comprises the steps that the type and position of a first obstacle are obtained, the type indicates that the first obstacle is a low obstacle or a negative obstacle, and the highest point of the low obstacle is higher than the plane where a vehicle is located and lower than the plane where a chassis of the vehicle is located; the highest point of the negative obstacle is lower than the plane where the vehicle is located; and according to the type and the position of the first obstacle, executing at least one of controlling the speed of the vehicle and controlling the pose of the vehicle. The method can be applied to intelligent vehicles such as electric vehicles and new energy vehicles, the position and / or speed of the vehicle can be controlled according to the position of the negative obstacle or the low obstacle in the vehicle running or parking process, the vehicle is prevented from falling into the negative obstacle or colliding with the low obstacle, the safety of the vehicle is improved, and the vehicle safety is improved. And personal and property safety of the user is ensured.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving, and more specifically, to a control method, device and intelligent driving equipment. Background Art

[0002] With the rapid development of the automobile industry, many assisted driving and autonomous driving technologies have emerged, which can reduce driving pressure, improve safety and traffic efficiency. Automatic parking (AP) is a widely used assisted driving technology. AP refers to the automatic parking of the vehicle, that is, the automatic driving system can semi-automatically or fully automatically help the user park the vehicle into the parking space. Automatic parking can include auto parking assist (APA), remote parking assist (RPA) and auto valet parking (AVP).

[0003] However, current automatic parking systems can generally only identify obstacles located on the plane of the vehicle or above it. As a result, if there is a roadside drainage ditch during parking, the system cannot identify the drainage ditch, causing the vehicle to be scratched or fall.

[0004] In view of this, a control scheme that can improve vehicle safety needs to be developed urgently. Summary of the invention

[0005] The present application provides a control method, device and intelligent driving equipment. During the driving or parking process of the intelligent driving equipment such as a vehicle, the vehicle's posture and / or speed can be controlled according to the position of a negative obstacle or a low obstacle to avoid it falling into the negative obstacle or colliding with the low obstacle, which helps to improve the safety of the vehicle and protect the personal and property safety of the user.

[0006] In a first aspect, a control method is provided, which may be executed by a vehicle; or, may also be executed by a computing platform of the vehicle; or, may also be executed by a chip or circuit used for the vehicle, which is not limited in the present application.

[0007] The method includes: obtaining the type and position of the first obstacle, the type indicating that the first obstacle is a low obstacle or a negative obstacle, wherein a low obstacle is an obstacle whose highest point is higher than a plane where a vehicle is located and lower than a plane where a chassis of the vehicle is located, and a negative obstacle is an obstacle whose highest point is lower than a plane where the vehicle is located; and according to the type and position of the first obstacle, performing at least one of the following: controlling the speed of the vehicle, and controlling the posture of the vehicle.

[0008] In the above technical solution, the position and / or speed of the intelligent driving device can be controlled according to the position of the negative obstacle or low obstacle. When there are low obstacles around the vehicle, the collision between the vehicle and the low obstacle can be avoided; when there are negative obstacles around the vehicle, the vehicle can be prevented from falling into the negative obstacle, causing the vehicle to be scratched or even injured. This helps to improve the safety of the vehicle and protect the personal and property safety of users.

[0009] In combination with the first aspect, in certain implementations of the first aspect, controlling the posture of the vehicle includes: controlling the distance between the outer contour of a first wheel of the vehicle and a first obstacle to be greater than or equal to a first distance threshold, the first wheel being the wheel of the vehicle that is closest to the first obstacle.

[0010] In one example, the first obstacle is located on the side of the vehicle, or the first obstacle is located in an area adjacent to a longer boundary of the target parking area, and the outer profile of the first wheel is the outermost side of the first wheel in the axial direction.

[0011] In another example, the first obstacle is located in front of or behind the vehicle, or the first obstacle is located in an area adjacent to a shorter boundary of the target parking area, and the outer profile of the first wheel is the outermost side of the first wheel in the circumference and away from the center of the vehicle.

[0012] Exemplarily, the first distance threshold may be 30 centimeters, or 20 centimeters, or the first distance threshold may also be other values.

[0013] In the above technical solution, the position and / or speed of the vehicle is controlled according to the distance between the outer contour of the wheel and the first obstacle or the negative obstacle, which can ensure that the vehicle does not collide with a low obstacle or fall into a negative obstacle. At the same time, the vehicle can have a larger range of movement. When the vehicle is in a human-driven state, the driver can be given more space to control the vehicle; when the vehicle is in an automatic driving state, the calculation complexity of planning a driving path for the vehicle is reduced.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: obtaining the position of a second obstacle, the second obstacle is a high obstacle and is located in the same area as the first obstacle, the high obstacle is an obstacle whose highest point is higher than or equal to the plane where the chassis of the vehicle is located; controlling the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, including: controlling the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to the first distance threshold, and controlling the distance between a first part of the outer contour of the vehicle and the second obstacle to be greater than or equal to a second distance threshold, the first part being the part of the outer contour closest to the second obstacle.

[0015] Exemplarily, the lowest point of the high obstacle is lower than the roof of the vehicle, or the lowest point of the high obstacle is lower than the lowest point of the front hood of the vehicle. Exemplarily, in some vehicles, the front hood is a hood of the engine compartment; in some vehicles, the front hood is a trunk lid or an engine hood.

[0016] Exemplarily, the second distance threshold may be 30 centimeters, or 20 centimeters, or other values.

[0017] In the above technical solution, when there are both high obstacles and negative obstacles (or low obstacles) in the area that the vehicle gradually approaches or in the area adjacent to the target parking area when driving, controlling the two obstacles to maintain a preset distance from different parts of the vehicle (such as the body and wheels) respectively helps to further improve the safety of the vehicle.

[0018] In combination with the first aspect, in certain implementations of the first aspect, the first obstacle is located on a first side of a target parking area, and controlling the posture of the vehicle includes: when controlling the vehicle to park in the target parking area, a distance between a second portion of an outer contour of the vehicle and a boundary of a second side of the target parking area is greater than or equal to a third distance threshold, the second side is a side opposite to the first side, and the second portion is a side opposite to a side where the first wheel is located.

[0019] For example, the first side of the target parking area is a side constituting a longer side of the target parking area, and the second side of the target parking area is a side constituting another longer side of the target parking area; or, the first side of the target parking area is a side constituting a shorter side of the target parking area, and the second side of the target parking area is a side constituting another shorter side of the target parking area. The first wheel is adjacent to the first side, and the second portion of the outer contour of the vehicle is adjacent to the second side.

[0020] Exemplarily, the boundary of the second side of the target parking area may be a parking space line.

[0021] Exemplarily, the third distance threshold may be 5 centimeters, or 3 centimeters, or other values.

[0022] In the above technical solution, during the parking process, in addition to controlling the distance between the vehicle and the first obstacle to maintain a safe distance, it is also necessary to control the vehicle to park in the target parking area, that is, to control the distance between the vehicle and the boundary of the target parking area to be at least greater than or equal to the third preset distance, which can reduce the probability of the vehicle being scratched by vehicles parked in or passing through an area adjacent to the target parking area, and also facilitate the driving or parking of other vehicles.

[0023] In combination with the first aspect, in certain implementations of the first aspect, the first obstacle is a negative obstacle, and at least one of the following is performed: controlling the speed of the vehicle, controlling the posture of the vehicle, including: when the first obstacle is located in the direction of vehicle travel and the length of the first obstacle along the direction of vehicle travel is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of vehicle travel is greater than or equal to a second preset threshold, according to the position of the first obstacle, performing at least one of the following: controlling the speed of the vehicle, controlling the posture of the vehicle.

[0024] Exemplarily, the first preset threshold value may be 20 centimeters, or may be other values. For example, the first preset threshold value may be determined based on the height of the wheel and the chassis height of the vehicle.

[0025] Exemplarily, the second preset threshold may be the width of the wheel, or may be another value smaller than the wheel width.

[0026] In the above technical solution, when the width (or length) of the negative obstacle is greater than or equal to the preset threshold value, so that the wheel or the vehicle may fall into the negative obstacle, the vehicle's posture and / or speed is controlled according to the position of the negative obstacle to ensure the safety of the vehicle. When the width (or length) of the negative obstacle is equal to the preset threshold value, the wheel will not fall into the negative obstacle, or the wheel falling into the negative obstacle will not cause scratches on the vehicle chassis, so the negative obstacle can be ignored, which helps to save the computational complexity and energy consumption of planning a path for the vehicle.

[0027] In combination with the first aspect, in certain implementations of the first aspect, controlling the speed of the vehicle includes: when the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, controlling the vehicle to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

[0028] Exemplarily, the fourth distance threshold can be 1.5 meters, or 1.2 meters, or other values; the first acceleration can be determined according to the real-time speed of the vehicle, and the first acceleration is a negative value; the first speed threshold can be 0.2 meters per second, or other values.

[0029] Exemplarily, the second wheel and the first wheel may be the same wheel.

[0030] In the above technical solution, when the first obstacle is detected, the vehicle is controlled to decelerate in advance so that the vehicle can be stopped in time at a deceleration rate that is more comfortable for the driver and passengers when approaching the first obstacle, thereby improving the driving experience and safety of the driver and passengers.

[0031] In combination with the first aspect, in some implementations of the first aspect, the method further includes: when the first obstacle is a low obstacle, controlling the sound-emitting device to play a first sound effect; when the first obstacle is a negative obstacle, controlling the sound-emitting device to play a second sound effect.

[0032] Exemplarily, when a high obstacle is detected, the first sound effect is also played, or the third sound effect is played.

[0033] In the above technical solution, different types of obstacles are prompted by different sound effects, which helps the driver to determine the types of obstacles around the vehicle, and then perform different vehicle control operations according to different types of obstacles in the human driving state.

[0034] In combination with the first aspect, in certain implementations of the first aspect, the first obstacle is a negative obstacle, and the method further includes at least one of the following: controlling the prompt device to prompt the distance between the vehicle and the first obstacle; controlling the prompt device to prompt the location of the first obstacle; or controlling the prompt device to indicate that there is a risk of falling of the vehicle.

[0035] In the above technical solution, when a negative obstacle is detected, information associated with the negative obstacle is prompted, which helps to promptly remind the driver of the existence of the negative obstacle and related information, thereby serving the purpose of warning the driver.

[0036] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: generating a virtual icon based on the height information of the first obstacle, the virtual icon indicating that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle; controlling the prompt device to display the virtual icon.

[0037] It should be noted that when the first obstacle is a negative obstacle, its height can be understood as the depth of the first obstacle.

[0038] Exemplarily, when the height of the first obstacle can be detected, a virtual icon is generated according to the actual height of the first obstacle; when the height of the first obstacle cannot be detected, it means that the depth of the first obstacle is too deep. At this time, a default virtual icon can be used to indicate that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle. The default virtual icon can be set by the user, or it can be a system factory setting.

[0039] In the above technical solution, the height and position of the negative obstacle are indicated by a virtual icon, which helps the driver to more intuitively determine the position and depth of the negative obstacle, reduces the degree of distraction of the driver's attention, and helps to improve driving safety when the driver is driving.

[0040] In a second aspect, a control device is provided, which includes: an acquisition unit, used to acquire the type and position of a first obstacle, the type indicating that the first obstacle is a low obstacle or a negative obstacle, wherein a low obstacle is an obstacle whose highest point is higher than the plane where the vehicle is located and lower than the plane where the chassis of the vehicle is located, and a negative obstacle is an obstacle whose highest point is lower than the plane where the vehicle is located; a processing unit, used to perform at least one of the following according to the type and position of the first obstacle: controlling the speed of the vehicle, controlling the posture of the vehicle.

[0041] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: control the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and the first wheel is the wheel of the vehicle that is closest to the first obstacle.

[0042] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is further used to: acquire the position of a second obstacle, the second obstacle is a high obstacle and is located in the same area as the first obstacle, the high obstacle is an obstacle whose highest point is higher than or equal to the plane in which the chassis of the vehicle is located; the processing unit is used to: control the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and control the distance between the first part of the outer contour of the vehicle and the second obstacle to be greater than or equal to a second distance threshold, the first part being the part of the outer contour closest to the second obstacle.

[0043] In combination with the second aspect, in certain implementations of the second aspect, the first obstacle is located on a first side of the target parking area, and the processing unit is used to: when controlling the vehicle to park in the target parking area, the distance between the second part of the outer contour of the vehicle and the boundary of the second side of the target parking area is greater than or equal to a third distance threshold, the second side is the side opposite to the first side, and the second part is the side opposite to the side where the first wheel is located.

[0044] In combination with the second aspect, in certain implementations of the second aspect, the first obstacle is a negative obstacle, and the processing unit is used to: when the first obstacle is located in the direction of vehicle travel and the length of the first obstacle along the direction of vehicle travel is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of vehicle travel is greater than or equal to a second preset threshold, perform at least one of the following according to the type and position of the first obstacle: control the speed of the vehicle, and control the posture of the vehicle.

[0045] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: when the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, control the vehicle to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

[0046] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is also used to: when the first obstacle is a low obstacle, control the sound-emitting device to play a first sound effect; when the first obstacle is a negative obstacle, control the sound-emitting device to play a second sound effect.

[0047] In combination with the second aspect, in certain implementations of the second aspect, the first obstacle is a negative obstacle, and the processing unit is further used to execute at least one of the following: controlling the prompt device to prompt the distance between the vehicle and the first obstacle; controlling the prompt device to prompt the location of the first obstacle; or controlling the prompt device to indicate that there is a risk of falling of the vehicle.

[0048] In combination with the second aspect, in certain implementations of the second aspect, the device also includes a generating unit, which is used to: generate a virtual icon based on the height information of the first obstacle, and the virtual icon indicates that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle; the processing unit is used to: control the prompt device to display the virtual icon.

[0049] In a third aspect, a control device is provided, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, so that the device executes the method in any possible implementation of the first aspect.

[0050] In a fourth aspect, an intelligent driving device is provided, which includes an apparatus as in any possible implementation of the second aspect or the third aspect.

[0051] In combination with the fourth aspect, in certain implementations of the fourth aspect, the intelligent driving device is a vehicle.

[0052] In combination with the fourth aspect, in certain implementations of the fourth aspect, the intelligent driving device includes a sound emitting device and / or a prompting device.

[0053] In a fifth aspect, a computer program product is provided, the computer program product comprising: a computer program code, when the computer program code is run on a computer, the computer executes the method in any possible implementation of the first aspect.

[0054] It should be noted that the above-mentioned computer program code may be stored in whole or in part on a first storage medium, wherein the first storage medium may be packaged together with the processor or may be packaged separately from the processor.

[0055] In a sixth aspect, a computer-readable medium is provided, wherein the computer-readable medium stores instructions, and when the instructions are executed by a processor, the processor implements the method in any possible implementation manner of the first aspect.

[0056] In a seventh aspect, a chip is provided, the chip comprising a circuit, the circuit being used to execute the method in any possible implementation manner of the first aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 It is a schematic diagram of a parking scenario;

[0058] Figure 2 is a functional schematic block diagram of a vehicle provided in an embodiment of the present application;

[0059] Figure 3 It is a schematic diagram of the architecture of a control system provided in an embodiment of the present application;

[0060] Figure 4 is a schematic flow chart of a control method provided in an embodiment of the present application;

[0061] Figure 5 is a schematic diagram of a vehicle collision detection area provided in an embodiment of the present application;

[0062] Figure 6 is another schematic diagram of a vehicle collision detection area provided in an embodiment of the present application;

[0063] Figure 7 is a schematic diagram of a parking posture provided in an embodiment of the present application;

[0064] Figure 8 is another schematic diagram of the parking posture provided in the embodiment of the present application;

[0065] Fig. 9 is another schematic flow chart of the control method provided in the embodiment of the present application;

[0066] Fig.10 is a schematic diagram of negative obstacle grid occupation points provided by an embodiment of the present application;

[0067] Fig.11 is a schematic diagram of a prompt scenario provided in an embodiment of the present application;

[0068] Fig.12 is a schematic block diagram of a control device provided in an embodiment of the present application;

[0069] Fig.13 This is another schematic block diagram of the control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0070] As mentioned above, the current automatic parking system cannot identify negative obstacles whose highest point is lower than the plane where the vehicle is located, such as ditches, manholes, and ground collapses, making it impossible to plan the path according to such obstacles during the parking process, and the vehicle is prone to fall. Figure 1 As shown in (a) to (d) in the figure, one or two wheels on one side of the vehicle (such as the left side, right side, front side, and rear side) fall into the negative obstacle, causing the vehicle chassis to be scratched, and may even cause the entire vehicle to fall into the negative obstacle, seriously threatening the safety of the vehicle and its passengers.

[0071] In view of this, the embodiments of the present application provide a control method, an apparatus and an intelligent driving device, which can identify negative obstacles and control the speed and / or posture of the vehicle according to the position of the negative obstacles, or can also prompt relevant information of the negative obstacles to improve the safety of the vehicle during driving or parking and protect the personal and property safety of the user.

[0072] The intelligent driving equipment involved in this application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the intelligent driving equipment may be a vehicle, which is a vehicle in a broad sense, and may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiment of this application does not specifically limit the type of vehicle. For another example, the vehicle may be a vehicle such as an airplane or a ship.

[0073] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0074] Figure 2 FIG. 1 is a functional block diagram of a vehicle provided in an embodiment of the present application. Figure 2As shown, the vehicle 100 may include a perception system 120, a display device 130 and a computing platform 150, wherein the perception system 120 may include several sensors for sensing information about the environment around the vehicle 100. For example, the perception system 120 may include a positioning system, and the positioning system may be a global positioning system (GPS), or a Beidou system or other positioning systems. For another example, the perception system 120 may also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera device.

[0075] Some or all functions of the vehicle 100 may be controlled by a computing platform 150. The computing platform 150 may include processors 151 to 15n. The processor is a circuit with signal processing capability. In one implementation, the processor may be a circuit with instruction reading and execution capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory, the memory is used to store instructions, and some or all of the processors 151 to 15n may call the instructions in the memory to implement corresponding functions.

[0076] The display device 130 in the cockpit is mainly divided into two categories. The first category is the vehicle-mounted display screen; the second category is the projection display screen, such as a head up display (HUD). The vehicle-mounted display screen is a physical display screen and an important part of the vehicle-mounted infotainment system. Multiple display screens can be set in the cockpit, such as a digital instrument display screen, a central control screen, etc. Head-up display, also known as a head-up display system. It is mainly used to display driving information such as speed and navigation on a display device in front of the driver (such as a windshield). To reduce the driver's line of sight transfer time, avoid pupil changes caused by the driver's line of sight transfer, and improve driving safety and comfort. HUD, for example, includes a combined head-up display (combiner-HUD, C-HUD) system, a windshield head-up display (windshield-HUD, W-HUD) system, and an augmented reality head-up display system (augmented reality HUD, AR-HUD). The display device may also include the interactive system 130 and may also include a human machine interface (human machine interface, HMI) for prompting the user of the switching of the planning mode.

[0077] Vehicle 100 may include an advanced driving assistant system (ADAS), which utilizes a variety of sensors on the vehicle (including but not limited to: lidar, millimeter wave radar, camera, ultrasonic sensor, global positioning system, inertial measurement unit) to obtain information from the surroundings of the vehicle, and analyzes and processes the obtained information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminder, etc., thereby improving the safety, automation and comfort of vehicle driving.

[0078] In terms of logical functions, ADAS systems generally include three main functional modules: perception module, decision module and execution module. The perception module perceives the environment around the vehicle body through sensors and inputs corresponding real-time data to the decision-making layer processing center. The perception module mainly includes on-board cameras / ultrasonic radars / millimeter-wave radars / lidar, etc.; the decision module uses computing devices and algorithms to make corresponding decisions based on the information obtained by the perception module; the execution module takes corresponding actions after receiving the decision signal from the decision module, such as driving, changing lanes, steering, braking, warnings, etc.

[0079] At different levels of autonomous driving (L0-L5), ADAS can achieve different levels of autonomous driving assistance based on artificial intelligence algorithms and information obtained by multiple sensors. The above autonomous driving levels (L0-L5) are based on the grading standards of the Society of Automotive Engineers (SAE). Among them, L0 is no automation; L1 is driving assistance; L2 is partial automation; L3 is conditional automation; L4 is highly automated; L5 is fully automated. The tasks of monitoring road conditions and responding to L1 to L3 are completed by the driver and the system together, and the driver needs to take over the dynamic driving tasks. L4 and L5 levels allow the driver to completely transform into the role of a passenger. At present, the functions that ADAS can achieve mainly include but are not limited to: adaptive cruise, automatic emergency braking, automatic parking, blind spot monitoring, front intersection traffic warning / braking, rear intersection traffic warning / braking, front vehicle collision warning, lane departure warning, lane keeping assist, rear vehicle collision avoidance warning, traffic sign recognition, traffic congestion assistance, highway assistance, etc. It should be understood that the above-mentioned various functions may have specific modes under different autonomous driving levels (L0-L5), and the higher the level of autonomous driving, the smarter the corresponding mode. For example, automatic parking may include APA, RPA, and AVP. For APA, the driver does not need to operate the steering wheel, but the driver is still required to operate the vehicle in real time to monitor the vehicle status; for RPA, the driver can use a terminal (such as a mobile phone) to remotely park the vehicle outside the vehicle; for AVP, the vehicle can complete parking without a driver. In terms of the corresponding autonomous driving level, APA is approximately at the L2 level, RPA is approximately at the L2-L3 level, and AVP is approximately at the L4 level.

[0080] In an embodiment of the present application, the computing platform 150 can control the speed and posture of the vehicle according to the negative obstacle information obtained by the perception system 120, and / or prompt the user of the existence of the negative obstacle.

[0081] Figure 3 FIG. 1 is a schematic diagram showing a control system architecture provided by an embodiment of the present application. Figure 3 As shown, the system includes a perception module 210, a regulation and control module 220, a prompt module 230 and an actuator 240. The perception module 210 may include Figure 2 The perception module 210 may include one or more sensors in the perception system 120 and one or more processors in the computing platform 150. The perception module 210 may include a negative obstacle detection module 211 and an occupancy grid generation module 212. The regulation module 220 may include Figure 2In the computing platform 150 shown in FIG. 1 , one or more processors are included, and the control module 220 includes a collision detection and adaptation module 221 and a speed / position control module 222. The prompt module 230 may include Figure 2 One or more of the display devices 130 shown may also include a speaker, a sound box or other sound generating device, and the prompt module 230 includes a negative obstacle display module 231 and a negative obstacle warning module 232. The actuator 240 may include a chassis, a steering, and a braking control system in the vehicle 100.

[0082] The negative obstacle detection module 211 is used to detect the position of the negative obstacle in the first area, which can be an area that the vehicle gradually approaches when driving, or an area adjacent to the target parking area. The occupancy grid generation module 212 is used to generate an occupancy grid map based on the height information of the negative obstacle, and can also mark negative obstacles of different heights in the occupancy grid map. The perception module 210 can input the position of the negative obstacle in the first area and the generated occupancy grid to the regulation and control module 220 and the prompt module 230 respectively.

[0083] The collision detection adaptation module 221 can determine the vehicle body area (or collision detection area) used for obstacle collision detection based on the information of the negative obstacle, and then perform speed / posture planning based on the collision detection area. The speed / posture control module 222 is used to control the posture and speed of the vehicle according to the collision detection area determined by the collision detection adaptation module 221 and the position of the negative obstacle, so that the vehicle can stop when it is close to the negative obstacle to avoid the risk of falling. The speed / posture control module 222 can calculate the corresponding control amount based on the speed and posture, and output the above control amount to the actuator 240. When the actuator 240 executes the control amount, the vehicle is controlled to travel along the planned path and / or the vehicle is controlled to park according to the planned posture.

[0084] The negative obstacle display module 231 is used to display the position of the negative obstacle and / or the distance between the negative obstacle and the vehicle on the display interface. The negative obstacle warning module 232 is used to control the display interface to warn that the vehicle is at risk of falling according to the position of the negative obstacle sent by the perception module 210. The prompt module 230 can also display the distance between the negative obstacle and the collision detection area determined by the collision detection adaptation module 221.

[0085] It should be understood that the above modules are only examples, and in actual applications, the above modules may be added or deleted according to actual needs. For example, the negative obstacle display module 231 and the negative obstacle warning module 232 may be combined into one module.

[0086] The following combination Figures 4 to 11 The specific process of the control method provided in the embodiment of the present application is described.

[0087] Figure 4 A schematic flow chart of a control method provided in an embodiment of the present application is shown. The method 400 may be performed by Figure 2 The vehicle 100 shown in FIG. 1 is executed, or the method may be executed by Figure 3 The method 400 may include:

[0088] S410, obtaining the type and position of the first obstacle, where the type indicates that the first obstacle is a low obstacle or a negative obstacle, wherein a low obstacle is an obstacle whose highest point is higher than the plane where the vehicle is located and lower than the plane where the chassis of the vehicle is located, and a negative obstacle is an obstacle whose highest point is lower than the plane where the vehicle is located.

[0089] In some possible implementations, the first obstacle is located in an area that the vehicle gradually approaches when traveling or in an area adjacent to the target parking area.

[0090] Exemplarily, the area that the vehicle gradually approaches when driving can be determined according to the planned path of the vehicle, or can also be determined according to the gear position and / or steering wheel angle of the vehicle. The area that the vehicle gradually approaches when driving can be located in the direction of the vehicle's travel. For example, when the vehicle is in "D" gear (drive), the above area can be located in front of the front of the vehicle; when the vehicle is in "R" gear (reverse), the above area can be located behind the rear of the vehicle. The area that the vehicle gradually approaches when driving can also be located on the side of the vehicle. For example, the above area can be located on the left side of the vehicle, or the above area can also be located on the right side of the vehicle.

[0091] For example, the area adjacent to the target parking area may be an area adjacent to any one of four boundaries of the target parking area.

[0092] Exemplarily, the plane where the vehicle is located can be the plane where the lowest points of all wheels of the vehicle are located. For example, the plane where the vehicle is located can be the ground, or can also be a vehicle loading plate of a mechanical parking space, or can also be other planes.

[0093] S420: Execute at least one of the following according to the type and position of the first obstacle: control the speed of the vehicle, and control the posture of the vehicle.

[0094] In some possible implementations, the method further includes: obtaining the position of the high obstacle, and performing at least one of the following according to the position of the high obstacle: controlling the speed of the vehicle, controlling the position of the vehicle, and prompting information associated with the high obstacle.

[0095] Exemplarily, the vehicle speed and / or posture controlled according to the position of the obstacle may include: controlling the vehicle speed and / or posture according to the distance between the obstacle and the vehicle. When determining the distance between the obstacle and the vehicle, different types of obstacles have different areas of the vehicle corresponding to the obstacle for determining the distance. In one example, when the obstacle is located in front of or behind the vehicle and the obstacle is a negative obstacle or a low obstacle, the vehicle speed and / or posture is controlled according to the distance between the front end of the front wheel or the rear end of the rear wheel of the vehicle and the obstacle. That is, take Figure 5 The area 501 shown in (a) is used as the area for judging whether there will be a collision with an obstacle (or whether the vehicle will fall into the area of ​​the negative obstacle, and the present application collectively refers to the above two areas as the collision judgment area). In another example, when the obstacle is located in front of or behind the vehicle and the obstacle is a high obstacle, the speed and / or posture of the vehicle is controlled according to the distance between the outer contour of the vehicle and the obstacle. That is, take Figure 5 In another example, when the obstacle is located on the side of the vehicle (such as the left or right side) and the obstacle is a negative obstacle or a low obstacle, the speed and / or posture of the vehicle is controlled according to the distance between the outermost contour of the left wheel or the outermost contour of the right wheel of the vehicle and the obstacle. Figure 6 The area 601 shown in (a) of FIG. 1 is used as the collision detection area. In another example, when the obstacle is located on the side of the vehicle and the obstacle is a high obstacle, the speed and / or posture of the vehicle is controlled according to the distance between the outer contour of the vehicle and the obstacle. That is, take Figure 6 The area 602 shown in (b) is used as the collision judgment area.

[0096] In some possible implementations, the first obstacle is a negative obstacle. When the first obstacle is located in the direction of vehicle travel and the length of the first obstacle along the direction of vehicle travel is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of vehicle travel is greater than or equal to a second preset threshold, at least one of the following is performed according to the type and position of the first obstacle: controlling the speed of the vehicle, controlling the posture of the vehicle, and prompting information associated with the first obstacle.

[0097] For example, if the length of the first obstacle along the vehicle's travel direction or the length of the first obstacle perpendicular to the vehicle's travel direction cannot be determined or detected, the above length is considered to be infinite. Figure 7 Taking obstacle 701 in (a) as an example, the length of the first obstacle perpendicular to the direction of vehicle travel can be Figure 7 w1 shown in (a) of FIG. 1; the first obstacle is Figure 7 Taking obstacle 704 in (c) as an example, the length of the first obstacle along the vehicle travel direction can be Figure 7w1 shown in (c) in FIG.

[0098] For example, the first preset threshold value can be determined according to the wheel diameter and the vehicle chassis height, for example, the first preset threshold value can be 20 centimeters, or can also be other values. The second preset threshold value can be the width of the wheel, or can also be other values ​​smaller than the wheel width.

[0099] In some possible implementations, the first obstacle is Figure 7 Taking obstacle 702 or obstacle 703 in the figure as an example, controlling the posture of the vehicle may include: controlling the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and the first wheel is the wheel of the vehicle that is closest to the first obstacle.

[0100] Among them, controlling the distance between the outer contour of the first wheel and the first obstacle to be greater than or equal to a first distance threshold may include: controlling the distance between the outer contour of the first wheel and the first obstacle to be greater than or equal to the first distance threshold while the vehicle is moving, and / or controlling the distance between the outer contour of the first wheel and the first obstacle to be greater than or equal to the first distance threshold after the vehicle stops.

[0101] For example, when the first obstacle is located at the side of the vehicle, the distance between the outer profile of the first wheel and the first obstacle may be: the distance between the outermost plane of the first wheel axial direction and the first obstacle, such as Figure 7 When the first obstacle is located in front of or behind the vehicle, the distance between the outer contour of the first wheel and the first obstacle can be: the distance between the outermost side of the first wheel in the circumferential direction away from the center point of the vehicle and the first obstacle, such as Figure 7 d1 shown in (c) and (d).

[0102] Exemplarily, the first distance threshold may be 30 centimeters, or 20 centimeters, or other values.

[0103] In some possible implementations, the first distance threshold is different depending on the type of the first obstacle and the area where the first obstacle is located. For example, the relationship between the first distance threshold and the type of the first obstacle and the area where the first obstacle is located may be as shown in Table 1.

[0104] Table 1

[0105]

[0106]

[0107] In some possible implementations, the method also includes: obtaining the position of a second obstacle, the second obstacle is a high obstacle and is located in the same area as the first obstacle, the high obstacle is an obstacle whose highest point is higher than or equal to the plane where the chassis of the vehicle is located; controlling the position and posture of the vehicle, including: controlling the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and controlling the distance between the first part of the outer contour of the vehicle and the second obstacle to be greater than or equal to a second distance threshold, the first part being the part of the outer contour closest to the second obstacle.

[0108] For example, Figure 8 As shown, 810 is an example of a second obstacle, d1 is the distance between the outer contour of the first wheel of the vehicle and the first obstacle, and d2 is the distance between the first part of the outer contour of the vehicle and the second obstacle. Controlling the posture of the vehicle includes: controlling d1 to be greater than or equal to the first distance threshold, and d2 to be greater than or equal to the second distance threshold.

[0109] Exemplarily, the second distance threshold may be 30 centimeters, or 20 centimeters, or other values. The second distance threshold and the first distance threshold may be the same value, or different values.

[0110] In some possible implementations, the first obstacle is located at a first side of a target parking area, and controlling the posture of the vehicle includes: when controlling the vehicle to park in the target parking area, a distance between a second portion of an outer contour of the vehicle and a boundary of a second side of the target parking area is greater than or equal to a third distance threshold, the second side is a side opposite to the first side, and the second portion is a side opposite to a side where the first wheel is located.

[0111] For example, the target parking area is a vertical parking space, which is surrounded by two longer parking lines and two shorter parking lines. If the first side of the target parking area is one side of the longer parking line of the parking space, the second side of the target parking area is one side of the other longer parking line of the parking space; if the first side of the target parking area is one side of the shorter parking line of the parking space, the second side of the target parking area is one side of the other shorter parking line of the parking space.

[0112] Exemplarily, the third distance threshold may be 5 centimeters, or 3 centimeters, or other values.

[0113] In some possible implementations, when the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, the vehicle is controlled to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

[0114] Exemplarily, the fourth distance threshold may be 1.5 meters, or 1 meter, or other values. The first speed threshold may be 0.2 meters / second, or 0.3 meters / second, or other values.

[0115] In some possible implementations, the method further includes: controlling the prompting device to prompt information associated with the first obstacle. Exemplarily, the information related to the first obstacle may include at least one of the following: the position of the first obstacle, the distance between the vehicle and the first obstacle, the height of the first obstacle, and the risk that the first obstacle may cause (such as falling risk or collision risk).

[0116] In one example, when the vehicle turns on the automatic parking or automatic driving function, the speed and / or posture of the vehicle is controlled according to the type and position of the first obstacle to prevent the wheels or the vehicle from falling into the negative obstacle, or to prevent the wheels of the vehicle from colliding with the low obstacle. When the vehicle turns on the automatic parking or automatic driving function, information associated with the first obstacle may also be prompted to prompt the driver to take over the vehicle.

[0117] In another example, when the vehicle does not have the automatic driving function or the driving assistance function turned on, information associated with the first obstacle is prompted based on the type and location of the first obstacle to alert the driver to the presence of a negative obstacle or a low obstacle, thereby reducing the chance of the vehicle falling or the vehicle colliding with a low obstacle.

[0118] The control method provided in the embodiment of the present application can control the speed and / or posture of the vehicle according to the position of the negative obstacle and / or low obstacle to prevent the vehicle from falling into the negative obstacle or colliding with the low obstacle, which helps to improve driving safety or parking safety, and thereby enhance the personal and property safety of the user.

[0119] Fig. 9 A schematic flow chart of a method for determining negative obstacles involved in method 900 is shown. The method 900 may be performed by Figure 2 The vehicle 100 shown in FIG. 1 is executed, or the method may be executed by Figure 3 The method 900 may be performed before the method 400, and the method 900 may include:

[0120] S901, acquiring an image of a first area.

[0121] Exemplarily, the first area may include an area where the above-mentioned first obstacle is located.

[0122] S902: Acquire point cloud data of the first area.

[0123] S903, matching the image and the point cloud to determine the position of the negative obstacle.

[0124] Exemplarily, the image of the first area is processed by visual semantic segmentation to identify the location of the negative obstacle. The image is matched with the point cloud data to determine the location of the negative obstacle in the point cloud layer.

[0125] S904: Generate a grid occupation point according to the position of the negative obstacle to indicate the position of the negative obstacle on the plane where the vehicle is located.

[0126] Exemplarily, a grid occupancy map of the obstacle is generated based on the matched laser point cloud layer, and a negative obstacle grid occupancy point is generated according to the position of the negative obstacle in the laser point cloud layer. The negative obstacle grid occupancy point can indicate that the position of the negative obstacle corresponds to the position of the plane where the vehicle is located.

[0127] In one example, the height (depth) of the negative obstacle can be estimated through image and / or point cloud data. Fig.10 As shown in (a), 1001 is the plane where the vehicle is located, and 1002 is the area where the negative obstacle is located. Then, according to the area where the negative obstacle is located, the negative obstacle grid occupied points 1003 can be generated on the equivalent horizontal plane of the vehicle plane 1001. It is also possible to map the negative obstacle grid occupied points to positive obstacle grid occupied points at the area where the negative obstacle is located according to the height of the negative obstacle, and the height of the positive obstacle is z′=|z|, where z is the measured height of the negative obstacle.

[0128] In another example, the height of the negative obstacle may be too large, and the height of the negative obstacle may not be determined by the image or point cloud data. Fig.10 As shown in (b), 1004 is the plane where the vehicle is located, and 1005 is the area where the negative obstacle is located. Then, according to the area where the negative obstacle is located, the negative obstacle grid occupation point 1005 can be generated on the equivalent horizontal plane of the plane 1003 where the vehicle is located.

[0129] In some possible implementations, a virtual icon may be generated based on the negative obstacle grid occupation points, and the virtual icon may be displayed through a display device such as an HMI to prompt the user with information associated with the negative obstacle. Fig.11 As shown in (a) of FIG. 1 , the text 1110 “Caution Falling Risk” can be used to remind the vehicle that there is a risk of falling due to the negative obstacle, and a virtual icon 1120 can also be displayed to remind the location of the negative obstacle. Exemplarily, the distance between the vehicle and the negative obstacle can also be displayed in the HMI, and the distance is the distance between the wheel of the vehicle closest to the negative obstacle and the negative obstacle, for example, d1 in the above embodiment.

[0130] Exemplarily, when the height of the negative obstacle can be detected, the height information of the negative obstacle can also be represented by a virtual icon 1120. For example, when the height of the negative obstacle can be detected, the virtual icon 1120 is displayed by color 1; when the height of the negative obstacle cannot be detected, the virtual icon 1120 is displayed by color 2.

[0131] In some possible implementations, when the vehicle identifies a low obstacle or a high obstacle, the user may be prompted with information associated with the low / high obstacle through a display device. Fig.11 As shown in (b) of FIG. 1 , the text 1130 “Caution Collision Risk” can be used to remind the vehicle that there is a risk of collision due to the presence of a low / high obstacle, and a virtual icon 1140 can also be displayed to remind the location of the low / high obstacle. Exemplarily, the distance between the vehicle and the low / high obstacle can also be displayed in the HMI, and the distance is the distance between the outer contour of the vehicle and the low / high obstacle, for example, d2 in the above embodiment.

[0132] In some possible implementations, one or more of the above information may also be prompted through the HUD, such as Fig.11 As shown, the HUD displays text 1150 to prompt that the vehicle is at risk of falling or collision; or a speaker, sound box or other sound device may be used to prompt one or more of the above information, such as Fig.11 As shown, a voice 1160 "Beware of falling / collision risk" is broadcasted through a sound-emitting device to remind the vehicle that there is a risk of falling or collision.

[0133] In some possible implementations, different prompt sounds may be played by the sound device to indicate the type of obstacle. For example, when a low obstacle or a high obstacle is detected, the sound device is controlled to play a first sound effect; when a negative obstacle is detected, the sound device is controlled to play a second sound effect.

[0134] In summary, the embodiment of the present application provides a control method that can execute different control strategies on a vehicle according to the type of obstacle. For example, the correspondence between the obstacle type and the control strategy can be shown in Table 2.

[0135] Table 2

[0136]

[0137] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0138] Combined with the above Figures 2 to 11The control method provided by the embodiment of the present application is described in detail. Fig.12 and Fig.13 The control device provided in the embodiment of the present application is described in detail. It should be understood that the description of the control device embodiment corresponds to the description of the method embodiment, so the contents not described in detail can be referred to the method embodiment above, and will not be repeated here for the sake of brevity.

[0139] Fig.12 A schematic block diagram of a control device 2000 provided in an embodiment of the present application is shown, and the device 2000 may include a Figure 4 , Fig. 9 Furthermore, each unit in the device 2000 is respectively for implementing Figure 4 , Fig. 9 The corresponding process of the method embodiment in FIG.

[0140] The device 2000 includes: an acquisition unit 2010, used to acquire the type and position of the first obstacle, the type indicating that the first obstacle is a low obstacle or a negative obstacle, wherein a low obstacle is an obstacle whose highest point is higher than the plane where the vehicle is located and lower than the plane where the chassis of the vehicle is located, and a negative obstacle is an obstacle whose highest point is lower than the plane where the vehicle is located; a processing unit 2020, used to perform at least one of the following according to the type and position of the first obstacle: controlling the speed of the vehicle, controlling the posture of the vehicle.

[0141] In some possible implementations, the processing unit 2020 is used to: control the distance between the outer contour of a first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and the first wheel is the wheel of the vehicle that is closest to the first obstacle.

[0142] In some possible implementations, the acquisition unit 2010 is also used to: acquire the position of a second obstacle, where the second obstacle is a high obstacle and is located in the same area as the first obstacle, and the high obstacle is an obstacle whose highest point is higher than or equal to the plane on which the chassis of the vehicle is located; the processing unit 2020 is used to: control the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold, and control the distance between the first part of the outer contour of the vehicle and the second obstacle to be greater than or equal to a second distance threshold, and the first part is the part of the outer contour that is closest to the second obstacle.

[0143] In some possible implementations, the first obstacle is located on a first side of the target parking area, and the processing unit 2020 is used to: when controlling the vehicle to park in the target parking area, the distance between the second part of the outer contour of the vehicle and the boundary of the second side of the target parking area is greater than or equal to a third distance threshold, the second side is the side opposite to the first side, and the second part is the side opposite to the side where the first wheel is located.

[0144] In some possible implementations, the first obstacle is a negative obstacle, and the processing unit 2020 is used to: when the first obstacle is located in the direction of vehicle travel and the length of the first obstacle along the direction of vehicle travel is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of vehicle travel is greater than or equal to a second preset threshold, according to the type and position of the first obstacle, perform at least one of the following: control the speed of the vehicle, and control the posture of the vehicle.

[0145] In some possible implementations, the processing unit 2020 is used to: when the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, control the vehicle to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

[0146] In some possible implementations, the processing unit 2020 is further used to: when the first obstacle is a low obstacle, control the sound-emitting device to play a first sound effect; when the first obstacle is a negative obstacle, control the sound-emitting device to play a second sound effect.

[0147] In some possible implementations, the first obstacle is a negative obstacle, and the processing unit 2020 is further used to perform at least one of the following: controlling the prompt device to prompt the distance between the vehicle and the first obstacle; controlling the prompt device to prompt the location of the first obstacle; or controlling the prompt device to indicate that the vehicle is at risk of falling.

[0148] In some possible implementations, the device 2000 also includes a generating unit for: generating a virtual icon based on the height information of the first obstacle, the virtual icon indicating that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle; the processing unit 2020 is used to: control the prompt device to display the virtual icon.

[0149] Exemplarily, the acquisition unit 2010 and the processing unit 2020 may be arranged in Figure 3 In the system shown in FIG. 1 , more specifically, the acquisition unit 2010 and the processing unit 2020 may be arranged in the regulation and control module 220. For example, the operations performed by the acquisition unit 2010 and the processing unit 2020 may be performed by one processor, or may be performed by different processors. In a specific implementation process, the one or more processors may be arranged in Figure 2 The processor in the vehicle 100 is shown; alternatively, the device 2000 may be a chip disposed in the vehicle 100 .

[0150] In the specific implementation process, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0151] Fig.13 It is a schematic block diagram of a control device provided in an embodiment of the present application. Fig.13 The control device 2100 shown may include: a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, the transceiver 2120, and the memory 2130 are connected via an internal connection path, the memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface, or may be integrated with the processor 2110.

[0152] It should be noted that the transceiver 2120 may include but is not limited to a transceiver device such as an input / output interface to achieve communication between the device 2100 and other devices or a communication network.

[0153] The memory 2130 may be a read only memory (ROM), a static storage device, a dynamic storage device or a random access memory (RAM).

[0154] The transceiver 2120 uses a transceiver device such as but not limited to a transceiver to implement communication between the device 2100 and other devices or a communication network to receive / send data / information used to implement the methods in the above embodiments.

[0155] An embodiment of the present application also provides an intelligent driving device, which includes the control device 2000 or the control device 2100 in the above embodiment.

[0156] An embodiment of the present application further provides a computer program product, which includes a computer program code. When the computer program code runs on a computer, the computer implements the methods in the above embodiments of the present application.

[0157] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on a computer, the computer implements the methods in the above embodiments of the present application.

[0158] An embodiment of the present application also provides a chip, including a circuit, for executing the methods in the above embodiments of the present application.

[0159] 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.

[0160] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is a kind of association relationship that describes associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In this application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0161] The prefixes such as "first" and "second" used in the embodiments of the present application are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers used to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0162] 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, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0163] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0164] 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.

[0165] 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.

[0166] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A control method, characterized in that: include: Acquire a type and a position of a first obstacle, wherein the type indicates that the first obstacle is a low obstacle or a negative obstacle, wherein the low obstacle is an obstacle whose highest point is higher than a plane where the vehicle is located and lower than a plane where the chassis of the vehicle is located, and the negative obstacle is an obstacle whose highest point is lower than a plane where the vehicle is located; According to the type and position of the first obstacle, at least one of the following is performed: controlling the speed of the vehicle, and controlling the posture of the vehicle.

2. The method according to claim 1, characterized in that The controlling the posture of the vehicle comprises: The distance between the outer profile of a first wheel of the vehicle and the first obstacle is controlled to be greater than or equal to a first distance threshold, and the first wheel is the wheel of the vehicle that is closest to the first obstacle.

3. The method according to claim 2, characterized in that The method further comprises: Acquire a position of a second obstacle, where the second obstacle is a high obstacle and is located in the same area as the first obstacle, and the high obstacle is an obstacle whose highest point is higher than or equal to the plane where the chassis of the vehicle is located; The controlling the distance between the outer contour of the first wheel of the vehicle and the first obstacle to be greater than or equal to a first distance threshold comprises: The distance between the outer contour of the first wheel of the vehicle and the first obstacle is controlled to be greater than or equal to a first distance threshold, and the distance between the first part of the outer contour of the vehicle and the second obstacle is controlled to be greater than or equal to a second distance threshold, and the first part is the part of the outer contour closest to the second obstacle.

4. The method according to claim 2 or 3, characterized in that: The first obstacle is located at a first side of a target parking area, and the controlling the posture of the vehicle includes: When the vehicle is controlled to park in the target parking area, a distance between a second portion of an outer contour of the vehicle and a boundary of a second side of the target parking area is greater than or equal to a third distance threshold, the second side being a side opposite to the first side, and the second portion being a side opposite to a side where the first wheel is located.

5. The method according to any one of claims 1 to 4, characterized in that The first obstacle is a negative obstacle, and the performing of at least one of the following: controlling the speed of the vehicle, and controlling the posture of the vehicle includes: When the first obstacle is located in the direction of travel of the vehicle and the length of the first obstacle along the direction of travel of the vehicle is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of travel of the vehicle is greater than or equal to a second preset threshold, at least one of the following is performed according to the position of the first obstacle: controlling the speed of the vehicle, controlling the posture of the vehicle.

6. The method according to any one of claims 1 to 5, characterized in that The controlling the speed of the vehicle comprises: When the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, the vehicle is controlled to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

7. The method according to any one of claims 1 to 6, characterized in that The method further comprises: When the first obstacle is a low obstacle, controlling the sound-generating device to play a first sound effect; or When the first obstacle is a negative obstacle, the sound-generating device is controlled to play a second sound effect.

8. The method according to any one of claims 1 to 7, characterized in that The first obstacle is a negative obstacle, and the method further includes at least one of the following: Controlling the prompting device to prompt the distance between the vehicle and the first obstacle; controlling the prompting device to prompt the location of the first obstacle; or The vehicle is controlled to indicate that there is a risk of falling.

9. The method according to any one of claims 1 to 8, characterized in that The method further comprises: generating a virtual icon according to the height information of the first obstacle, the virtual icon indicating that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle; The prompt device is controlled to display the virtual icon.

10. A control device, characterized in that: include: an acquisition unit, configured to acquire a type and a position of a first obstacle, wherein the type indicates that the first obstacle is a low obstacle or a negative obstacle, wherein the low obstacle is an obstacle whose highest point is higher than a plane where the vehicle is located and lower than a plane where the chassis of the vehicle is located, and the negative obstacle is an obstacle whose highest point is lower than a plane where the vehicle is located; A processing unit is used to perform at least one of the following according to the type and position of the first obstacle: controlling the speed of the vehicle, and controlling the posture of the vehicle.

11. The device according to claim 10, characterized in that The processing unit is used for: The distance between the outer profile of a first wheel of the vehicle and the first obstacle is controlled to be greater than or equal to a first distance threshold, and the first wheel is the wheel of the vehicle that is closest to the first obstacle.

12. The device according to claim 11, characterized in that The acquisition unit is also used for: Acquire a position of a second obstacle, where the second obstacle is a high obstacle and is located in the same area as the first obstacle, and the high obstacle is an obstacle whose highest point is higher than or equal to the plane where the chassis of the vehicle is located; The processing unit is used for: The distance between the outer contour of the first wheel of the vehicle and the first obstacle is controlled to be greater than or equal to a first distance threshold, and the distance between the first part of the outer contour of the vehicle and the second obstacle is controlled to be greater than or equal to a second distance threshold, and the first part is the part of the outer contour closest to the second obstacle.

13. The device according to claim 11 or 12, characterized in that The first obstacle is located at a first side of the target parking area, and the processing unit is used for: When the vehicle is controlled to park in the target parking area, a distance between a second portion of an outer contour of the vehicle and a boundary of a second side of the target parking area is greater than or equal to a third distance threshold, the second side being a side opposite to the first side, and the second portion being a side opposite to a side where the first wheel is located.

14. The device according to any one of claims 10 to 13, characterized in that The first obstacle is a negative obstacle, and the processing unit is used for: When the first obstacle is located in the direction of travel of the vehicle and the length of the first obstacle along the direction of travel of the vehicle is greater than or equal to a first preset threshold, or when the first obstacle is located on the side of the vehicle and the length of the first obstacle perpendicular to the direction of travel of the vehicle is greater than or equal to a second preset threshold, at least one of the following is performed according to the position of the first obstacle: controlling the speed of the vehicle, controlling the posture of the vehicle.

15. The device according to any one of claims 10 to 14, characterized in that The processing unit is used for: When the distance between the first obstacle and the outer contour of the second wheel of the vehicle is greater than a fourth distance threshold, the vehicle is controlled to travel at a first acceleration so that when the distance between the first obstacle and the outer contour of the second wheel is less than or equal to the fourth distance threshold, the speed of the vehicle is less than or equal to the first speed threshold, and the second wheel is the wheel of the vehicle that is closest to the first obstacle.

16. The device according to any one of claims 10 to 15, characterized in that The processing unit is also used for: When the first obstacle is a low obstacle, controlling the sound-generating device to play a first sound effect; or When the first obstacle is a negative obstacle, the sound-generating device is controlled to play a second sound effect.

17. The device according to any one of claims 10 to 16, characterized in that The first obstacle is a negative obstacle, and the processing unit is further configured to perform at least one of the following: Controlling the prompting device to prompt the distance between the vehicle and the first obstacle; controlling the prompting device to prompt the location of the first obstacle; or The vehicle is controlled to indicate that there is a risk of falling.

18. The device according to any one of claims 10 to 17, characterized in that The device also includes a generating unit, configured to: generating a virtual icon according to the height information of the first obstacle, the virtual icon indicating that the position of the first obstacle corresponds to the position of the plane where the vehicle is located and the height of the first obstacle; The processing unit is used to control the prompt device to display the virtual icon.

19. A control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the control device executes the method according to any one of claims 1 to 9.

20. An intelligent driving device, characterized in that: Includes a control device as described in any one of 10 to 19.

21. A computer-readable storage medium, characterized in that: Instructions are stored thereon, and when the instructions are executed by a processor, the processor implements the method according to any one of claims 1 to 9.

22. A chip, characterized in that: The chip comprises a circuit for executing the method according to any one of claims 1 to 9.

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