Vehicle control method and device, electronic equipment, vehicle and storage medium

Abstract

The invention relates to a vehicle control method and device, electronic equipment, a vehicle and a storage medium. The method comprises the steps that a to-be-avoided target obstacle of the vehicle in the driving direction is determined; determining state information of the target obstacle; determining a target driving intention of the vehicle based on the motion information of the vehicle; based on the target driving intention and the state information of the target obstacle, the vehicle is controlled to trigger or restrain triggering of the auxiliary collision avoidance function. The target driving intention of the vehicle and the state information of the target obstacle are comprehensively considered, the vehicle is controlled to trigger or restrain to trigger the auxiliary collision avoidance function, various driving scenes can be compatible, the accuracy and flexibility of triggering the auxiliary collision avoidance function are improved, false triggering and missing triggering of the auxiliary collision avoidance function are reduced, and the safety of the vehicle is improved. And the safety and the reliability of vehicle driving are improved.

Description

Technical Field

[0001] The present application relates to the field of automobile safe driving, and specifically to a vehicle control method and device, electronic equipment, a vehicle and a storage medium. Background Art

[0002] The vehicle can trigger the assisted collision avoidance function to avoid a collision. In the related art, it is usually determined whether to trigger the assisted collision avoidance function based on the information detected by the perception module. However, in some scenarios (for example, turning, etc.), the information perceived only by the perception module is incomplete, which may cause the assisted collision avoidance function to be missed or falsely triggered, resulting in problems such as low accuracy and poor flexibility. Summary of the invention

[0003] The present application provides a vehicle control method and device, electronic equipment, a vehicle and a storage medium to solve the problems of low accuracy and poor flexibility in vehicle control in related technologies.

[0004] In order to achieve the above object, the present application provides a vehicle control method, the method comprising:

[0005] Determine the target obstacle to be avoided by the vehicle in the direction of travel;

[0006] Determine the status information of the target obstacle;

[0007] Determine the target driving intention of the vehicle based on the vehicle's motion information;

[0008] Based on the target driving intention and the status information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0009] According to the above technical means, first, the state information of the target obstacle to be avoided by the vehicle in the driving direction is determined, and secondly, the target driving intention of the vehicle is determined through the vehicle's motion information, and finally, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the target driving intention and the state information of the target obstacle. Compared with triggering the auxiliary collision avoidance function only through information perceived by the perception module, the present application comprehensively considers the target driving intention of the vehicle and the state information of the target obstacle, controls the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function, can be compatible with a variety of driving scenarios, improves the accuracy and flexibility of triggering the auxiliary collision avoidance function, reduces the false triggering and missed triggering of the auxiliary collision avoidance function, and improves the safety and reliability of vehicle driving.

[0010] Furthermore, based on the vehicle's motion information, the target driving intention of the vehicle is determined, including: when the vehicle's motion information meets a threshold condition, determining the target driving intention is turning; when the vehicle's motion information does not meet the threshold condition, determining the target driving intention is going straight.

[0011] According to the above technical means, the target driving intention is determined through the vehicle's motion information and threshold conditions, thereby improving the accuracy of the target driving intention.

[0012] Furthermore, the vehicle's motion information includes at least one of the following: the vehicle's turning angle, the vehicle's turning speed, the vehicle's yaw angular velocity, and the vehicle's driving path curvature; the threshold conditions include at least one of the following: the vehicle's turning angle is greater than a first threshold, the vehicle's turning speed is greater than a second threshold, and the vehicle's yaw angular velocity is greater than a third threshold; the vehicle's driving path curvature is greater than a fourth threshold.

[0013] According to the above-mentioned technical means, through the motion information of multiple vehicles corresponding to multiple threshold conditions, when determining the target driving intention based on the vehicle motion information and threshold conditions, the vehicle motion information and threshold conditions can be flexibly selected according to the actual situation, thereby improving the flexibility of identifying the target driving intention.

[0014] Furthermore, the method also includes: when the vehicle speed is greater than a speed threshold, determining the curvature of the vehicle's driving path based on the vehicle's yaw angular velocity; when the vehicle speed is not greater than the speed threshold, determining the curvature of the vehicle's driving path based on the vehicle's turning angle.

[0015] According to the above technical means, through the relationship between the vehicle speed and the speed threshold, the vehicle's yaw angular velocity or the vehicle's turning angle can be selected at different vehicle speeds to determine the vehicle's driving path curvature, thereby improving the accuracy of the vehicle's driving path curvature.

[0016] Furthermore, the status information of the target obstacle includes the position information of the target obstacle and the motion information of the target obstacle; based on the target driving intention and the status information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function, including: based on the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0017] According to the above technical means, by comprehensively considering the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the current driving scene can be identified more accurately, so that the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function more accurately.

[0018] Furthermore, based on the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the vehicle is controlled to trigger the auxiliary collision avoidance function, including: when the target driving intention includes going straight, based on the position information of the target obstacle, determining a first position relationship between the target obstacle and the current lane of the vehicle; based on the first position relationship and the motion information of the target obstacle, controlling the vehicle to trigger or suppress triggering the auxiliary collision avoidance function.

[0019] According to the above technical means, when the target driving intention includes going straight, the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the first position relationship combined with the motion information of the target obstacle.

[0020] Furthermore, based on the first position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function, including: when the first position relationship represents that the target obstacle is located in the current lane of the vehicle, based on the motion information of the target obstacle, determining whether the target obstacle is moving in the opposite direction relative to the vehicle; when the target obstacle is moving in the opposite direction relative to the vehicle, controlling the vehicle to suppress triggering of the auxiliary collision avoidance function.

[0021] According to the above-mentioned technical means, when the vehicle is traveling straight and the target obstacle is located in the current lane of the vehicle and moves in the opposite direction to the vehicle, it is highly likely that the vehicle is traveling on a single-lane road. In a single-lane road, the distance between the vehicle and the target obstacle moving in the opposite direction is usually close before or during the normal meeting of the vehicle, resulting in a greater risk of false triggering of the auxiliary collision avoidance function. Therefore, by suppressing the triggering of the auxiliary collision avoidance function, the possibility of false triggering can be reduced.

[0022] Furthermore, based on the first position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of an auxiliary collision avoidance function, including: when the first position relationship indicates that the target obstacle is located in the current lane of the vehicle, based on the motion information of the target obstacle, determining whether the target obstacle is moving in the same direction as the vehicle or is stationary; when the target obstacle is moving in the same direction as the vehicle or the target obstacle is stationary, determining the collision probability between the vehicle and the target obstacle, and triggering the auxiliary collision avoidance function when the collision probability meets the collision condition.

[0023] According to the above technical means, when the vehicle is traveling straight and the target obstacle is located in the current lane of the vehicle and is moving in the same direction as the vehicle or is stationary, as the vehicle approaches the target obstacle, the probability of collision between the vehicle and the target obstacle will gradually increase. Therefore, when the collision probability meets the collision condition, the auxiliary collision avoidance function is triggered to avoid the collision, thereby improving the safety and reliability of vehicle driving.

[0024] Furthermore, based on the first position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function, including: when the first position relationship represents that the target obstacle is outside the current lane of the vehicle, and when the turning movement or opposite movement relative to the vehicle of the target obstacle is determined based on the motion information of the target obstacle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0025] According to the above technical means, when the vehicle is traveling straight and the target obstacle is located outside the current lane of the vehicle and is moving in the opposite direction of the vehicle, it is highly likely that the vehicle and the target obstacle are traveling in two opposite lanes respectively (for example, two lanes for two-way straight driving). In this scenario, the probability of collision between the vehicle and the target obstacle is very small, and the risk of false triggering is relatively high. Therefore, the possibility of false triggering can be reduced by suppressing or delaying the triggering of the auxiliary collision avoidance function.

[0026] Furthermore, based on the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function, including: when the target driving intention includes turning, based on the position information of the target obstacle, determining a second position relationship between the target obstacle and the current lane of the vehicle; based on the second position relationship and the motion information of the target obstacle, controlling the vehicle to trigger or suppress triggering the auxiliary collision avoidance function.

[0027] According to the above technical means, when the target driving intention includes turning, the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the second position relationship combined with the motion information of the target obstacle.

[0028] Further, based on the second position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function, including: when it is determined that the target obstacle is in a stationary state based on the motion information of the target obstacle, based on the second position relationship, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function.

[0029] According to the above technical means, when the target obstacle is in a stationary state, the vehicle is controlled to trigger the auxiliary collision avoidance function through the second position relationship, so that the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0030] Further, based on the second position relationship, the vehicle is controlled to trigger an auxiliary collision avoidance function, including at least one of the following: when the second position relationship represents that the target obstacle is located within the current lane of the vehicle, the collision probability between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition; when the second position relationship represents that the target obstacle is located outside the current lane of the vehicle, the vehicle is controlled to suppress triggering the auxiliary collision avoidance function.

[0031] According to the above technical means, on the one hand, when the vehicle turns and the target obstacle is located in the current lane of the vehicle and is stationary, it is highly likely that the vehicle and the target obstacle are in the same curve. Since the collision risk of driving on a curve is usually high, it is necessary to pay attention to the collision probability between the vehicle and the target obstacle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition to reduce the collision risk; on the other hand, when the vehicle turns and the target obstacle is located outside the current lane of the vehicle, it is highly likely that the vehicle and the target obstacle are driving in two opposite lanes respectively (for example, two-way turns on two curves). In this scenario, the collision probability between the vehicle and the target obstacle is very small, and the risk of false triggering is high, which leads to a high risk of false triggering. Therefore, the possibility of false triggering can be reduced by suppressing or delaying the triggering of the auxiliary collision avoidance function.

[0032] Furthermore, based on the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function, including: when the target driving intention includes turning, based on the position information of the target obstacle, determining the lane information of the lane where the target obstacle is currently located; based on the lane information, controlling the vehicle to trigger or suppress triggering the auxiliary collision avoidance function.

[0033] According to the above-mentioned technical means, since the lane information of the lane where the target obstacle is currently located can reflect the movement of the target obstacle, when the vehicle turns, based on the lane information of the lane where the target obstacle is currently located, the vehicle can be more accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function, thereby reducing the false triggering and missed triggering of the auxiliary collision avoidance function.

[0034] Furthermore, based on the lane information, the vehicle is controlled to trigger or suppress triggering of an auxiliary collision avoidance function, including: when the lane information indicates that the lane where the target obstacle is currently located is a straight road, determining the collision probability between the vehicle and the target obstacle, and triggering the auxiliary collision avoidance function when the collision probability meets the collision condition; when the lane information indicates that the lane where the target obstacle is currently located is a curve, controlling the vehicle to suppress triggering the auxiliary collision avoidance function.

[0035] According to the above technical means, on the one hand, when the vehicle turns and the lane where the target obstacle is currently located is a straight road, it is highly likely that the vehicle and the target obstacle are traveling in different lanes (for example, two straight lanes in both directions). As the vehicle turns, the probability of collision between the vehicle and the target obstacle will gradually increase. Therefore, when the collision probability meets the collision condition, the auxiliary collision avoidance function is triggered to avoid the collision. On the other hand, when the vehicle turns and the lane where the target obstacle is currently located is a curve, it is highly likely that the vehicle and the target obstacle are traveling in opposite directions in two opposite lanes respectively (for example, two curves in both directions). In this scenario, the probability of collision between the vehicle and the target obstacle is very small, and the risk of false triggering is relatively high, thereby resulting in a relatively high risk of false triggering. Therefore, by suppressing or delaying the triggering of the auxiliary collision avoidance function, the possibility of false triggering can be reduced.

[0036] Furthermore, based on the lane information, the vehicle is controlled to trigger or suppress triggering of an auxiliary collision avoidance function, including: when the confidence of the lane information is higher than the confidence threshold, based on the lane information, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function; when the confidence of the lane information is not higher than the confidence threshold, the collision probability of the vehicle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0037] According to the above-mentioned technical means, through the relationship between the confidence level of lane information and the confidence threshold, the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the lane information, or the vehicle can be controlled to trigger the auxiliary collision avoidance function according to the collision probability of the vehicle. This enables the vehicle control method of the present application to be compatible with scenarios with and without lane lines, thereby improving the flexibility of the vehicle control method.

[0038] Furthermore, the above method also includes: determining a fifth threshold value corresponding to the type of the target obstacle; and determining whether the target obstacle is in a stationary state based on the fifth threshold value and motion information of the target obstacle.

[0039] According to the above technical means, whether the target obstacle is in a stationary state is determined by using the fifth threshold corresponding to the type of the target obstacle and the motion information of the target obstacle, which can take into account the influence of the type of the target obstacle and improve the accuracy of the motion state of the target obstacle.

[0040] A vehicle control device, comprising:

[0041] A first determining unit, used to determine a target obstacle to be avoided by the vehicle in the driving direction;

[0042] A second determining unit, used to determine the state information of the target obstacle;

[0043] a third determining unit, configured to determine a target driving intention of the vehicle based on the motion information of the vehicle;

[0044] The control unit is used to control the vehicle to trigger the auxiliary collision avoidance function based on the target driving intention and the status information of the target obstacle.

[0045] An electronic device comprises a processor and a memory, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, any one of the above methods is implemented.

[0046] A computer-readable storage medium stores a computer program, which implements any of the above methods when executed by a processor.

[0047] A computer program product includes a computer program or instructions, and when the computer program or instructions are executed by a processor, the steps in any of the above methods are implemented.

[0048] A vehicle comprises the above electronic device.

[0049] Beneficial effects of this application:

[0050] (1) Comprehensively consider the target driving intention of the vehicle and the status information of the target obstacle, control the vehicle to trigger or suppress the auxiliary collision avoidance function, and be compatible with a variety of driving scenarios, improve the accuracy and flexibility of triggering the auxiliary collision avoidance function, reduce the false triggering and missed triggering of the auxiliary collision avoidance function, and improve the safety and reliability of vehicle driving;

[0051] (2) By using the motion information of multiple vehicles corresponding to multiple threshold conditions, when determining the target driving intention based on the motion information of the vehicles and the threshold conditions, the motion information of the vehicles and the threshold conditions can be flexibly selected according to the actual situation, thereby improving the flexibility of identifying the target driving intention;

[0052] (3) By using the fifth threshold value corresponding to the type of the target obstacle and the motion information of the target obstacle, it is determined whether the target obstacle is in a stationary state, which can take into account the influence of the type of the target obstacle and improve the accuracy of the motion state of the target obstacle;

[0053] (4) Based on the relationship between vehicle speed and speed threshold, the vehicle's yaw rate or the vehicle's turning angle can be selected at different vehicle speeds to determine the curvature of the vehicle's driving path, thereby improving the accuracy of the curvature of the vehicle's driving path.

[0054] (5) This application covers potential collision risk scenarios for straight driving and turning on most roads. By using different trigger logics in different scenarios, it can accurately trigger the function to avoid collisions while reducing the risk of unnecessary false triggering and alleviating the risk of accidents caused by potential rear-end collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Figure 1A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 1 ;

[0056] Figure 2 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 1 ;

[0057] Figure 3 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 2 ;

[0058] Figure 4 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 3 ;

[0059] Figure 5 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 4 ;

[0060] Figure 6 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 5 ;

[0061] Figure 7 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 6 ;

[0062] Figure 8 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 7 ;

[0063] Fig. 9 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 8 ;

[0064] Fig.10 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 9 ;

[0065] Fig.11 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 10 ;

[0066] Fig. 12A A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 2 ;

[0067] Fig. 12B A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 3 ;

[0068] Fig.13 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application;

[0069] Fig.14 A hardware entity schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0070] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0071] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0072] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0073] In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0074] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0075] Today's automobile autonomous driving technology is becoming more and more mature, and the application scenarios of the assisted collision avoidance function are also more comprehensive, involving different complex scenarios such as urban areas, highways, and rural roads. The goal of 360° safe escort requires that it can cover forward, backward, left turn, right turn and other scenarios. In related technologies, it is usually determined whether to trigger the assisted collision avoidance function based on the information detected by the perception module. However, in some scenarios (for example, turning, etc.), the information perceived only by the perception module is not comprehensive, which may cause the assisted collision avoidance function to be missed or falsely triggered, resulting in unnecessary risks (for example, rear-end collision, loss of control of the vehicle, etc.), and there are problems such as low accuracy and poor flexibility. At the same time, in complex road environments (for example, intersections, densely populated areas, etc.), it is necessary to accurately determine the triggering timing of the assisted collision avoidance function.

[0076] The embodiment of the present application provides a vehicle control method, firstly, determining the state information of the target obstacle to be avoided by the vehicle in the driving direction, secondly, determining the target driving intention of the vehicle through the motion information of the vehicle, and finally, combining the target driving intention and the state information of the target obstacle, controlling the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function. Compared with triggering the auxiliary collision avoidance function only through information sensed by the perception module, the present application comprehensively considers the target driving intention of the vehicle and the state information of the target obstacle, controls the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function, can be compatible with a variety of driving scenarios, improves the accuracy and flexibility of triggering the auxiliary collision avoidance function, reduces the false triggering and missed triggering of the auxiliary collision avoidance function, and improves the safety and reliability of vehicle driving.

[0077] Below, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the drawings in the embodiments of the present application.

[0078] Figure 1 A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 1 ,like Figure 1 As shown, the method includes steps S101 to S105, wherein:

[0079] Step S101, determining a target obstacle to be avoided by the vehicle in the driving direction.

[0080] Here, the driving direction refers to the forward direction of the vehicle when driving. In some embodiments, the driving direction can be represented by a geographical direction or a road direction. For example, when the driving direction is represented by a geographical direction, the driving direction can include but is not limited to one of the following: east, south, west, north, etc. For another example, when the driving direction is represented by a road direction, the driving direction can include but is not limited to one of the following: go straight, turn left, turn right, turn around, etc.

[0081] The target obstacle refers to the obstacle with the highest risk of collision with the vehicle. In some embodiments, the target obstacle can be of any suitable type, such as a pedestrian, a vehicle, etc.

[0082] The method for determining the target obstacle to be avoided by the vehicle in the driving direction may include but is not limited to: determining the target obstacle to be avoided by the vehicle in the driving direction through a target detection algorithm, determining the target obstacle to be avoided by the vehicle in the driving direction through a sensor, etc. For example, the target detection algorithm uses image processing and computer vision technology to detect potential obstacles in the image. The target detection algorithm may include but is not limited to: at least one of the single-stage multi-layer target detection (Single Shot MultiBox Detector, SSD) algorithm, YOLO, etc. SDD uses VGG16 as the basic model, and adds a convolutional layer for the detection of target obstacles, which has a faster speed and accuracy. YOLO is a deep learning framework for object detection. It only needs to view the image once to detect the objects and their positions in the image, and can be used to realize the detection of target obstacles. For another example, the sensor may include but is not limited to at least one of an ultrasonic sensor, a lidar sensor, etc. The sensor can collect data about the surrounding environment of the vehicle, so as to determine the target obstacle to be avoided by the vehicle in the driving direction according to the data about the surrounding environment of the vehicle.

[0083] In some embodiments, at least one obstacle in the driving direction of the vehicle can be detected, and then the distance between the at least one obstacle and the vehicle can be determined, and the minimum distance is selected from the distances between the at least one obstacle and the vehicle, and the obstacle corresponding to the minimum distance is used as the target obstacle.

[0084] Step S102: determining the state information of the target obstacle.

[0085] Here, the state information of the target obstacle is used to characterize the state of the target obstacle. The state information may include but is not limited to at least one of: position information, motion information, and the like.

[0086] In some embodiments, the state information of the target obstacle is related to the type of the target obstacle, and the state information corresponding to different types of target obstacles may be the same or different. The type of the target obstacle may include but is not limited to: one of a vehicle, a pedestrian, a bicycle, etc.

[0087] The method for determining the state information may include, but is not limited to: determining the state information through a sensor, determining the state information through an image segmentation algorithm, etc. For example, the sensor may include, but is not limited to, at least one of an ultrasonic sensor, a lidar sensor, etc. The sensor may collect data about the vehicle's surroundings, and thus determine the state information based on the data about the vehicle's surroundings. For another example, the image segmentation algorithm is an important topic in the field of image processing and computer vision. The captured image containing the target obstacle may be processed through an image segmentation algorithm, and the state information of the target obstacle may be determined from the image.

[0088] In some implementations, a corresponding target method may be selected from the methods for determining state information according to the type of the target obstacle, and then the state information of the target obstacle may be determined according to the target method.

[0089] Step S103, determining the target driving intention of the vehicle based on the motion information of the vehicle.

[0090] Here, the vehicle motion information refers to information describing the dynamic behavior and state of the vehicle. The vehicle motion information may include, but is not limited to, at least one of: vehicle speed, front wheel deflection angle of the vehicle, vehicle position, vehicle turning angle, vehicle turning speed, vehicle yaw rate, vehicle driving path curvature, etc.

[0091] The target driving intention refers to the intention of the vehicle in the future driving process. The target driving intention may include but is not limited to: turning or going straight.

[0092] The method for determining the target driving intention may include but is not limited to: determining the target driving intention of the vehicle through the front wheel steering angle of the vehicle, determining the target driving intention of the vehicle through the vehicle kinematics and dynamics system modeling, etc. For example, when the vehicle turns, the steering angles of the inner and outer steering wheels are different. By measuring the front wheel steering angle of the vehicle, it can be determined whether the vehicle is going straight or turning. If the steering angles of the two front wheels are equal or close, the target driving intention of the vehicle is to go straight, and if the steering angles of the two front wheels are not equal, the target driving intention of the vehicle is to turn. For another example, the kinematics and dynamics of the vehicle can be analyzed and modeled, and a linear model of the vehicle can be established. By analyzing the vehicle speed, acceleration, heading angle and angular velocity, etc., the target driving intention of the vehicle can be predicted. If the heading angle and angular velocity of the vehicle change slightly, the target driving intention of the vehicle is to go straight, and if the heading angle and angular velocity of the vehicle change significantly, the target driving intention of the vehicle is to turn.

[0093] In some implementations, a first correspondence relationship between different motion information and driving intentions may be established, and after the motion information of the vehicle is acquired, the target driving intention of the vehicle may be determined based on the first correspondence relationship.

[0094] In some embodiments, when the vehicle's motion information satisfies a first threshold condition, the target driving intention is determined to be turning, and when the vehicle's motion information does not satisfy the first threshold condition, the target driving intention is determined to be going straight.

[0095] Step S104: Based on the target driving intention and the state information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0096] Here, the auxiliary collision avoidance function may include but is not limited to: at least one of an emergency braking function, an emergency steering function, a collision warning function, etc. It should be noted that the auxiliary collision avoidance function refers to a safety auxiliary operation automatically performed by the vehicle, which may include but is not limited to at least one of obstacle avoidance, steering, warning, etc. In some embodiments, the emergency braking function may be implemented by an emergency braking algorithm, and the emergency steering function may be implemented by an emergency steering algorithm.

[0097] In some embodiments, triggering or suppressing triggering of the collision avoidance assistance function may include, but is not limited to: triggering the collision avoidance assistance function, suppressing triggering of the collision avoidance assistance function, and the like.

[0098] In some embodiments, a second correspondence between driving intention, obstacle status information, and triggering of an auxiliary collision avoidance function can be established. After determining the target driving intention and the status information of the target obstacle, appropriate logic can be selected to control the vehicle to trigger the auxiliary collision avoidance function based on the second correspondence.

[0099] In some embodiments, the state information of the target obstacle includes the position information of the target obstacle and the motion information of the target obstacle. The vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the target driving intention, the position information of the target obstacle and the motion information of the target obstacle.

[0100] In the embodiment of the present application, first, the state information of the target obstacle to be avoided by the vehicle in the driving direction is determined, and secondly, the target driving intention of the vehicle is determined through the motion information of the vehicle, and finally, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function in combination with the target driving intention and the state information of the target obstacle. Compared with triggering the auxiliary collision avoidance function only through information perceived by the perception module, the present application comprehensively considers the target driving intention of the vehicle and the state information of the target obstacle, controls the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function, can be compatible with a variety of driving scenarios, improves the accuracy and flexibility of triggering the auxiliary collision avoidance function, reduces the false triggering and missed triggering of the auxiliary collision avoidance function, and improves the safety and reliability of vehicle driving.

[0101] In some implementations, step S103 includes step S131 and step S132, wherein:

[0102] Step S131: When the motion information of the vehicle meets the threshold condition, it is determined that the target driving intention is turning.

[0103] Here, the threshold condition is a condition for judging the target driving intention. The threshold condition may include but is not limited to: greater than a preset threshold, not less than a preset threshold, less than a preset threshold, etc.

[0104] In some embodiments, the threshold condition is related to the type of vehicle. The threshold conditions corresponding to the same vehicle type are the same, and the threshold conditions corresponding to different vehicle types may be the same or different.

[0105] In some embodiments, the motion information of the vehicle includes at least one of the following: the turning angle of the vehicle, the turning angle speed of the vehicle, the yaw rate of the vehicle, and the curvature of the vehicle's driving path. The threshold condition includes at least one of the following: the turning angle of the vehicle is greater than a first threshold, the turning angle speed of the vehicle is greater than a second threshold, the yaw rate of the vehicle is greater than a third threshold, and the curvature of the vehicle's driving path is greater than a fourth threshold.

[0106] Step S132: When the motion information of the vehicle does not meet the threshold condition, it is determined that the target driving intention is to go straight.

[0107] Here, the vehicle's motion information not meeting the threshold condition may be: the vehicle's motion information does not meet at least one of the conditions of being greater than a preset threshold, the vehicle's motion information does not meet the condition of being not less than a preset threshold, the vehicle's motion information does not meet the condition of being less than a preset threshold, etc.

[0108] In the implementation manner of the present application, the target driving intention is determined by the vehicle's motion information and threshold conditions, thereby improving the accuracy of the target driving intention.

[0109] In some embodiments, the vehicle's motion information includes at least one of the following: the vehicle's turning angle, the vehicle's turning speed, the vehicle's yaw rate, and the curvature of the vehicle's driving path; the threshold conditions include at least one of the following: the vehicle's turning angle is greater than a first threshold, the vehicle's turning speed is greater than a second threshold, and the vehicle's yaw rate is greater than a third threshold; the vehicle's driving path curvature is greater than a fourth threshold.

[0110] Here, the turning angle of the vehicle refers to the angle at which the steering wheel rotates when the vehicle turns. The turning angle of the vehicle can be any suitable size, for example, 20°, 33°, etc. The angular velocity of the vehicle refers to the angle at which the steering wheel rotates per unit time when the vehicle turns. The angular velocity of the vehicle can be any suitable size, for example, 30° / s, 55° / s, etc. The yaw rate of the vehicle refers to the speed at which the vehicle rotates laterally during a turn. The yaw rate can be any suitable size, for example, 300° / s, 120° / s, etc. The curvature of the vehicle's driving path refers to a measure that describes the degree of curvature of the vehicle's driving path. The curvature of the vehicle's driving path can be any suitable size, for example, 0.5, 0.3, etc.

[0111] In some embodiments, when the vehicle speed is greater than a speed threshold, the curvature of the vehicle's driving path is determined based on the vehicle's yaw rate. When the vehicle speed is not greater than the speed threshold, the curvature of the vehicle's driving path is determined based on the vehicle's turning angle.

[0112] The first threshold value may be any suitable value, for example, 50°, 19°, etc. The second threshold value may be any suitable value, for example, 35° / s, 28° / s, etc. The third threshold value may be any suitable value, for example, 150° / s, 100° / s, etc. The fourth threshold value may be any suitable value, for example, 0.5, 0.6, etc.

[0113] In some embodiments, the first threshold, the second threshold, the third threshold and the fourth threshold are related to the type of vehicle. The first thresholds corresponding to the same vehicle type are the same, and the first thresholds corresponding to different vehicle types may be the same or different.

[0114] In an implementation manner of the present application, by using motion information of multiple vehicles corresponding to multiple threshold conditions, when determining the target driving intention based on the motion information of the vehicles and the threshold conditions, the motion information of the vehicles and the threshold conditions can be flexibly selected according to actual conditions, thereby improving the flexibility of identifying the target driving intention.

[0115] In some embodiments, the method further comprises step S105 and step S106, wherein:

[0116] Step S105: when the vehicle speed is greater than the speed threshold, the curvature of the vehicle's driving path is determined based on the vehicle's yaw rate.

[0117] Here, the vehicle speed may be any suitable value, for example, 60 km / h (kilometer / hour), 15 m / s (meter / second), etc. The speed threshold may be any suitable value, for example, 50 km / h, 13 m / s, etc.

[0118] In some embodiments, the vehicle speed may be measured by a speed sensor, and the vehicle's yaw rate may be estimated by a kinematic model.

[0119] In some embodiments, a first ratio may be determined by the yaw rate and the vehicle speed of the vehicle, and then the first ratio is used as the curvature of the vehicle's driving path, so that the curvature of the vehicle's driving path can be determined. The first ratio refers to the ratio between the yaw rate and the vehicle speed of the vehicle.

[0120] Step S106, when the vehicle speed is not greater than the speed threshold, determine the curvature of the vehicle's driving path based on the turning angle of the vehicle.

[0121] Here, the vehicle speed is not greater than the speed threshold value includes the vehicle speed being less than the speed threshold value and the vehicle speed being equal to the speed threshold value.

[0122] In some embodiments, the length of the turning track of the vehicle may be first obtained, and then a second ratio may be determined based on the turning angle of the vehicle and the length of the turning track of the vehicle, and then the second ratio may be used as the curvature of the driving path of the vehicle, so that the curvature of the driving path of the vehicle may be determined. The second ratio refers to the ratio between the turning angle of the vehicle and the length of the turning track of the vehicle.

[0123] In the implementation manner of the present application, through the relationship between the vehicle speed and the speed threshold, the vehicle's yaw angular velocity or the vehicle's turning angle can be selected at different vehicle speeds to determine the vehicle's driving path curvature, thereby improving the accuracy of the vehicle's driving path curvature.

[0124] In some embodiments, the state information of the target obstacle includes the position information of the target obstacle and the motion information of the target obstacle; step S104 includes step S14, wherein:

[0125] Step S14, based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0126] Here, the location information of the target obstacle refers to information characterizing the location of the target obstacle. The location information of the target obstacle may include, but is not limited to, at least one of: the lateral distance of the target obstacle from the nearest lane line, the distance of the target obstacle from the vehicle, and the location coordinates of the target obstacle.

[0127] The motion information of the target obstacle refers to information characterizing the motion of the target obstacle. The motion information of the target obstacle may include but is not limited to: at least one of the speed of the target obstacle, the acceleration of the target obstacle, the motion direction of the target obstacle, the degree of rotation of the target obstacle, the angular velocity of the target obstacle, etc.

[0128] In some embodiments, the position information of the target obstacle can be used to characterize the positional relationship between the target obstacle and the current lane of the vehicle. The motion information of the target obstacle can be used to characterize the motion direction and motion state of the target obstacle.

[0129] In some implementations, the vehicle may be controlled to trigger or suppress the triggering of the collision avoidance assistance function based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle.

[0130] In some embodiments, a third correspondence between the position information of the target obstacle, the motion information of the target obstacle, and the trigger logic can be established under different target driving intentions. After determining the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle, the target trigger logic can be determined according to the third correspondence, and then the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the target trigger logic.

[0131] In some embodiments, when the target driving intention includes going straight, the first position relationship between the target obstacle and the current lane of the vehicle can be determined based on the position information of the target obstacle, and then based on the first position relationship and the motion information of the target obstacle, the vehicle can be controlled to trigger or suppress triggering the auxiliary collision avoidance function.

[0132] In some embodiments, when the target driving intention includes turning, the second position relationship between the target obstacle and the current lane of the vehicle can be determined based on the position information of the target obstacle, and then the vehicle can be controlled to trigger or suppress triggering of the auxiliary collision avoidance function based on the second position relationship and the motion information of the target obstacle.

[0133] In some embodiments, when the target driving intention includes turning, the lane information of the lane where the target obstacle is currently located can be determined based on the position information of the target obstacle, and then the vehicle can be controlled to trigger or suppress triggering of the auxiliary collision avoidance function based on the lane information.

[0134] In some implementations, a fifth threshold corresponding to the type of the target obstacle may be determined, and then based on the fifth threshold and the motion information of the target obstacle, it is determined whether the target obstacle is in a stationary state.

[0135] In the implementation manner of the present application, by comprehensively considering the target driving intention, the position information of the target obstacle and the motion information of the target obstacle, the current driving scene can be identified more accurately, so that the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function more accurately.

[0136] In some embodiments, step S14 includes step S141 and step S142, wherein:

[0137] Step S141: when the target driving intention includes going straight, determining a first positional relationship between the target obstacle and the current lane of the vehicle based on the position information of the target obstacle.

[0138] Here, the first positional relationship is used to characterize the positional relationship between the target driving intention of the vehicle including the target obstacle when traveling straight and the current lane of the vehicle. In some embodiments, the first positional relationship can represent that the target obstacle is located in the current lane of the vehicle, or can represent that the target obstacle is located outside the current lane of the vehicle.

[0139] The method for determining the first positional relationship may include, but is not limited to: determining the first positional relationship by visual recognition, determining the first positional relationship by a lane line equation formula, etc. For example, by visually recognizing the target obstacle, it is possible to determine whether the visually outputted target obstacle is on the line mark position and the intrusion amount, and then determine the first positional relationship based on the judgment result. For another example, by using the lane line equation formula, the target lateral distance between the target obstacle and the lane line of the vehicle can be calculated, and then the first positional relationship is determined based on the lateral distance.

[0140] In some embodiments, the lateral distance between the target obstacle and the lane line of the vehicle can be calculated by the longitudinal distance between the target obstacle and the vehicle in combination with the lane line equation formula, and then the first position relationship is determined based on the lateral distance between the target obstacle and the lane line of the vehicle.

[0141] In some implementations, the lateral distance Posy between the target obstacle and the lane line of the vehicle may be determined by the following formula (1-1), that is, see formula (1-1):

[0142] Posy=a0+a1*LngDis+a2*LngDis 2 +a3*LngDis 3 (1-1);

[0143] In formula (1-1), LngDis is the longitudinal distance between the target obstacle and the vehicle, and a0, a1, a2, and a3 are the coefficients of the lane line equation formula.

[0144] In some embodiments, when the first positional relationship is determined by the target lateral distance, the target lateral distance may be the lateral distance between the target obstacle and the left lane line of the vehicle, or the lateral distance between the target obstacle and the right lane line of the vehicle. A smaller distance may be selected from the lateral distance between the target obstacle and the left lane line of the vehicle and the lateral distance between the target obstacle and the right lane line of the vehicle as the target lateral distance.

[0145] Step S142: Based on the first position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0146] Here, the vehicle may be controlled to trigger or suppress triggering of the collision avoidance assistance function based on the first position relationship and the motion information of the target obstacle.

[0147] In some embodiments, a fourth correspondence can be established between the first position relationship, the motion information of the target obstacle, and the trigger logic. After determining the first position relationship and the motion information of the target obstacle, the target trigger logic can be determined according to the fourth correspondence, and then the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the target trigger logic.

[0148] In some embodiments, when the first position relationship represents that the target obstacle is located in the current lane of the vehicle, it is possible to determine whether the target obstacle is moving in the opposite direction relative to the vehicle based on the motion information of the target obstacle. If the target obstacle is moving in the opposite direction relative to the vehicle, the vehicle is controlled to suppress triggering the auxiliary collision avoidance function.

[0149] In some embodiments, when the first position relationship represents that the target obstacle is located in the current lane of the vehicle, it is possible to determine whether the target obstacle is moving in the same direction as the vehicle or is stationary based on the motion information of the target obstacle. When the target obstacle is moving in the same direction as the vehicle or the target obstacle is stationary, the probability of collision between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0150] In some embodiments, when the first position relationship represents that the target obstacle is outside the current lane of the vehicle, the vehicle can be controlled to suppress triggering or suppress triggering of the auxiliary collision avoidance function when the target obstacle is determining the turning movement or the opposite movement relative to the vehicle based on the motion information of the target obstacle.

[0151] In the implementation manner of the present application, when the target driving intention includes going straight, the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the first position relationship combined with the motion information of the target obstacle.

[0152] In some implementations, step S142 includes step S142a and step S142b, wherein:

[0153] Step S142a, when the first position relationship indicates that the target obstacle is located in the current lane of the vehicle, determining whether the target obstacle is moving in the opposite direction relative to the vehicle based on the motion information of the target obstacle.

[0154] Here, since the target obstacle includes various types, the opposite movement of the target obstacle relative to the vehicle may include but is not limited to: vehicles driving in the opposite direction, pedestrians walking in the opposite direction, etc.

[0155] In some implementations, the target obstacle being located in the current lane of the vehicle may mean that the target obstacle is partially located in the current lane of the vehicle, or the target obstacle may be completely located in the current lane of the vehicle.

[0156] In some implementations, the width of the target obstacle may be obtained, and when the target lateral distance and the width of the target obstacle are greater than a sixth threshold, it may be considered that the first positional relationship indicates that the target obstacle is located in the current lane of the vehicle.

[0157] In some embodiments, if the target lateral distance Posy_Out satisfies the following condition, it may indicate that the target obstacle is located in the current lane of the vehicle: Posy_Out-0.5*Obj_width>A6, where Obj_width is the width of the target obstacle and A6 is the sixth threshold. The sixth threshold may be any suitable size, for example, 1m, 0.5m, etc.

[0158] In some implementations, the target obstacle may be determined to be moving in the opposite direction relative to the vehicle based on the moving direction of the target obstacle and the moving direction of the vehicle when the moving direction of the target obstacle and the moving direction of the vehicle are opposite to each other.

[0159] In some embodiments, the speed of the target obstacle includes the lateral speed of the target obstacle and the longitudinal speed of the target obstacle. Based on the longitudinal speed of the target obstacle and the seventh threshold, when the longitudinal speed of the target obstacle is less than the seventh threshold, it is determined that the target obstacle is moving in the opposite direction relative to the vehicle. The seventh threshold can be any suitable value, for example, -1m / s, -5m / s, etc.

[0160] In some implementations, the seventh threshold is related to the type of the target obstacle. The seventh thresholds corresponding to the same type of target obstacles are the same, and the seventh thresholds corresponding to different types of target obstacles may be the same or different.

[0161] Step S142b: When the target obstacle moves in the opposite direction to the vehicle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0162] Here, suppressing the triggering of the auxiliary collision avoidance function may include but is not limited to: not triggering the auxiliary collision avoidance function, delaying the triggering of the auxiliary collision avoidance function, etc.

[0163] In some embodiments, in certain vehicle scenarios, the angle between the target obstacle and the vehicle hardly changes (for example, driving in opposite directions on a straight two-way lane). In such a vehicle scenario, there is almost no possibility of collision between the target obstacle and the vehicle. Therefore, suppressing the triggering of the auxiliary collision avoidance function at this time may mean not triggering the auxiliary collision avoidance function.

[0164] In some embodiments, in certain vehicle scenarios, the angle between the target obstacle and the vehicle changes rapidly (for example, the vehicle goes straight and then turns). In such a vehicle scenario, even if the target obstacle is not located in the current lane of the vehicle, it is found based on the future driving trajectory of the target obstacle that the target obstacle may collide with the vehicle. At this time, it is necessary to delay the triggering of the auxiliary collision avoidance function, maintain the prediction, and trigger the auxiliary collision avoidance function at any time when there is a possibility of collision.

[0165] Figure 2 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 1 ,like Figure 2 As shown, the first target obstacle 22 is located in the current lane of the first vehicle 21, and the first vehicle 21 moves to the right and the first target obstacle 22 moves to the left, so that the first target obstacle 22 moves in the opposite direction relative to the first vehicle 21. At this time, the first vehicle 21 is controlled to suppress triggering the auxiliary collision avoidance function.

[0166] In the implementation mode of the present application, when the vehicle is traveling straight and the target obstacle is located in the current lane of the vehicle and is moving in the opposite direction to the vehicle, it is highly likely that the vehicle is traveling on a single-lane road. In a single-lane road, the distance between the vehicle and the target obstacle moving in the opposite direction is usually close before or during the normal meeting of the vehicle, resulting in a greater risk of false triggering of the auxiliary collision avoidance function. Therefore, by suppressing the triggering of the auxiliary collision avoidance function, the possibility of false triggering can be reduced.

[0167] In some implementations, step S142 includes step S142c and step S142d, wherein:

[0168] Step S142c: when the first position relationship indicates that the target obstacle is located in the current lane of the vehicle, based on the motion information of the target obstacle, determining whether the target obstacle is moving in the same direction as the vehicle or is stationary.

[0169] Here, since the target obstacle includes various types, the target obstacle moving in the opposite direction relative to the vehicle may include but is not limited to: vehicles moving in the same direction, pedestrians walking in the same direction, etc. The target obstacle being stationary may include but is not limited to: vehicles stationary, pedestrians stationary, etc.

[0170] In some implementations, the lateral speed of the target obstacle and the longitudinal speed of the target obstacle may be sensed by a sensor, and then the speed of the target obstacle may be calculated, and whether the target obstacle is in a stationary state or in a moving state may be determined by the speed of the target obstacle and a fifth threshold.

[0171] In some embodiments, the speed of the target obstacle can be determined by Indicates that, vx is the lateral velocity of the target obstacle, and vy is the longitudinal velocity of the target obstacle.

[0172] In some implementations, when the speed of the target obstacle is greater than a fifth threshold, the target obstacle is in a non-stationary state, and when the speed of the target obstacle is not greater than the fifth threshold, the target obstacle is in a stationary state.

[0173] Step S142d, when the target obstacle moves in the same direction as the vehicle or the target obstacle is stationary, determine the collision probability between the vehicle and the target obstacle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition.

[0174] Here, the collision probability is used to characterize the possibility of a collision between the vehicle and the target obstacle. The collision probability can be any suitable value, for example, 50%, 68%, etc. The collision condition can include but is not limited to: greater than a preset probability, not less than a preset probability, etc. The preset probability can be any suitable value, for example, 85%, 90%, etc.

[0175] The method for determining the collision probability may include, but is not limited to: determining the collision probability through a probability model, determining the collision probability through a geometric method, etc. For example, a probability model is established using probability theory and statistical methods, and then the collision probability is determined based on the probability model. For another example, the collision probability may be determined through a geometric method by calculating the distance between the vehicle and the target obstacle and the relative position between the vehicle's driving path and the target obstacle.

[0176] In some embodiments, a danger zone between the target obstacle and the vehicle may be determined, and when the overlap of the danger zone and the collision probability both meet a certain threshold, the vehicle is determined to meet the collision condition, thereby triggering the auxiliary collision avoidance function. The overlap of the danger zone may be any suitable value, for example, 0.5, 0.8, etc.

[0177] In some embodiments, the Time-To-Collision (TTC) hazard parameter can be calculated by the longitudinal projection distance of the target obstacle relative to the vehicle trajectory and the relative projected longitudinal speed, and then the lateral estimated distance of the target obstacle is calculated based on the lateral projection distance of the target obstacle relative to the vehicle trajectory, the lateral projection speed and the TTC hazard parameter. When the lateral estimated distance satisfies the collision interval range, it is considered that the target obstacle and the vehicle trajectory have an intersection point, and the collision probability at this time meets the collision condition, thereby triggering the auxiliary collision avoidance function.

[0178] Figure 3 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 2 ,like Figure 3 As shown, the second target obstacle 32 is located in the current lane of the second vehicle 31, and the second vehicle 31 moves to the right, and the second target obstacle 32 is stationary, satisfying the second target obstacle 32 is in a stationary state. At this time, the collision probability between the second vehicle 31 and the second target obstacle 32 is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0179] In the implementation mode of the present application, when the vehicle is traveling straight and the target obstacle is located in the current lane of the vehicle and is moving in the same direction as the vehicle or is stationary, as the vehicle approaches the target obstacle, the probability of collision between the vehicle and the target obstacle will gradually increase. Therefore, when the collision probability meets the collision condition, the auxiliary collision avoidance function is triggered to avoid the collision, thereby improving the safety and reliability of vehicle driving.

[0180] In some embodiments, step S142 includes step S142e, wherein:

[0181] Step S142e, when the first position relationship indicates that the target obstacle is outside the current lane of the vehicle, and when it is determined based on the motion information of the target obstacle that the target obstacle is turning or moving in the opposite direction relative to the vehicle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0182] Here, the target obstacle being located outside the current lane of the vehicle may mean that the target obstacle does not invade the current lane of the vehicle. The motion information of the target obstacle may include, but is not limited to, at least one of: the speed of the target obstacle, the acceleration of the target obstacle, the moving direction of the target obstacle, the turning angle of the target obstacle, the turning angle speed of the target obstacle, etc.

[0183] Suppressing the triggering of the auxiliary collision avoidance function may include, but is not limited to: not triggering the auxiliary collision avoidance function, delaying the triggering of the auxiliary collision avoidance function, etc.

[0184] In some implementations, the turning movement of the target obstacle may be determined based on the turning angle of the target obstacle, and the turning movement of the target obstacle is determined when the turning angle of the target obstacle is greater than a turning angle threshold.

[0185] In some embodiments, the turning movement of the target obstacle or the opposite movement relative to the vehicle can be determined based on the target angle between the target obstacle and the vehicle. When the target angle is less than the angle threshold, the opposite movement of the target obstacle relative to the vehicle can be determined. The angle threshold can be any suitable value, for example, 0°, 5°, etc.

[0186] In some implementations, the change in the target angle may be continuously monitored, and when the target angle increases rapidly, it may be determined that the target obstacle is turning relative to the vehicle.

[0187] In some embodiments, the target obstacle can sense and output a marked position, which can be used to determine whether the target obstacle is turning or moving in the opposite direction of the vehicle. At the same time, the vehicle will also determine whether the target is turning or moving in the opposite direction of the vehicle based on the target angle and the lateral and longitudinal speeds. These two methods can add weight values ​​respectively, and determine whether the target obstacle is turning or moving in the opposite direction of the vehicle based on the weighted results.

[0188] Figure 4 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 3 ,like Figure 4 As shown, the third target obstacle 42 is located outside the current lane of the third vehicle 41. Based on the motion information of the third target obstacle 42, it is determined that the third target obstacle 42 moves relative to the third vehicle 41. At this time, the third vehicle 41 is controlled to suppress triggering the auxiliary collision avoidance function.

[0189] Figure 5 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 4 ,like Figure 5 As shown, the fourth target obstacle 52 is located outside the current lane of the fourth vehicle 51. Based on the motion information of the fourth target obstacle 52, it is determined that the fourth target obstacle 52 is turning relative to the fourth vehicle 51, and according to the motion trajectory of the fourth target obstacle 52, it is found that the fourth vehicle 51 may have a collision point 53 with the motion trajectory. However, based on a large amount of data measurements, the probability of collision in this scenario is very small, so the risk of false triggering is relatively large. Therefore, the fourth vehicle 51 is controlled to delay triggering the auxiliary collision avoidance function.

[0190] Figure 6 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 5 ,like Figure 6As shown, the fifth target obstacle 62 is located outside the current lane of the fifth vehicle 61. Based on the motion information of the fifth target obstacle 62, it is determined that the fifth target obstacle 62 turns relative to the fifth vehicle 61. Moreover, according to the motion trajectory of the fifth target obstacle 62, it is found that there is no collision point between the fifth vehicle 61 and the motion trajectory. At this time, the fifth vehicle 61 is controlled to suppress triggering the auxiliary collision avoidance function.

[0191] In an embodiment of the present application, when the vehicle is traveling straight and the target obstacle is located outside the current lane of the vehicle and is moving in the opposite direction of the vehicle, it is highly likely that the vehicle and the target obstacle are traveling in two opposite lanes respectively (for example, two lanes for straight travel in both directions). In this scenario, the probability of collision between the vehicle and the target obstacle is very small, and the risk of false triggering is relatively high. Therefore, the possibility of false triggering can be reduced by suppressing or delaying the triggering of the auxiliary collision avoidance function.

[0192] In some embodiments, step S14 includes step S143 and step S144, wherein:

[0193] Step S143: When the target driving intention includes turning, a second positional relationship between the target obstacle and the current lane of the vehicle is determined based on the position information of the target obstacle.

[0194] Here, the first positional relationship is used to characterize the positional relationship between the target obstacle and the current lane of the vehicle when the target driving intention of the vehicle is turned. In some embodiments, the second positional relationship can represent that the target obstacle is located in the current lane of the vehicle, or can represent that the target obstacle is located outside the current lane of the vehicle.

[0195] The method for determining the second positional relationship may include, but is not limited to: determining the second positional relationship by visual recognition, determining the second positional relationship by a lane line equation formula, etc.

[0196] In some embodiments, the lateral distance between the target obstacle and the lane line of the vehicle can be calculated by the longitudinal distance between the target obstacle and the vehicle in combination with the lane line equation formula, and then the second position relationship is determined based on the lateral distance between the target obstacle and the lane line of the vehicle.

[0197] Step S144: Based on the second position relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0198] Here, the vehicle may be controlled to trigger or suppress triggering of the collision avoidance assistance function based on the second positional relationship and the motion information of the target obstacle.

[0199] In some embodiments, a fifth correspondence can be established between the second position relationship, the motion information of the target obstacle, and the trigger logic. After determining the second position relationship and the motion information of the target obstacle, the target trigger logic can be determined according to the fifth correspondence, and then the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the target trigger logic.

[0200] In some implementations, when it is determined based on the motion information of the target obstacle that the target obstacle is stationary, the vehicle may be controlled to trigger or suppress triggering of the auxiliary collision avoidance function based on the second position relationship.

[0201] In the implementation manner of the present application, when the target driving intention includes turning, the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the second position relationship combined with the motion information of the target obstacle.

[0202] In some embodiments, step S144 includes step S1441, wherein:

[0203] Step S1441, when it is determined based on the motion information of the target obstacle that the target obstacle is in a stationary state, based on the second position relationship, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0204] Here, the vehicle may be controlled to trigger or suppress triggering of the collision avoidance assistance function based on the second positional relationship.

[0205] In some embodiments, a sixth correspondence relationship between the second position relationship and the trigger logic can be established. When the target obstacle is determined to be stationary based on the motion information of the target obstacle, the target trigger logic can be determined according to the sixth correspondence relationship, and then the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the target trigger logic.

[0206] In some embodiments, when the second position relationship represents that the target obstacle is located within the current lane of the vehicle, the probability of the vehicle's collision with the target obstacle can be determined, and the auxiliary collision avoidance function can be triggered when the collision probability meets the collision condition. When the second position relationship represents that the target obstacle is located outside the current lane of the vehicle, the vehicle can be controlled to suppress the triggering of the auxiliary collision avoidance function.

[0207] In the implementation manner of the present application, when the target obstacle is in a stationary state, the vehicle is controlled to trigger the auxiliary collision avoidance function through the second position relationship, so that the vehicle can be accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0208] In some embodiments, step S1441 includes step S1441a and / or step S1441b, wherein:

[0209] Step S1441a, when the second position relationship indicates that the target obstacle is located in the current lane of the vehicle, the collision probability between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0210] Here, the collision probability may be any suitable value, for example, 50%, 68%, etc. The collision condition may include but is not limited to: greater than a preset probability, not less than a preset probability, etc. The preset probability may be any suitable value, for example, 85%, 90%, etc.

[0211] Methods for determining the collision probability may include, but are not limited to: determining the collision probability through a probability model, determining the collision probability through a geometric method, etc.

[0212] In some embodiments, a danger zone between the target obstacle and the vehicle may be determined, and when the overlap of the danger zone and the collision probability both meet a certain threshold, the vehicle is determined to meet the collision condition, thereby triggering the auxiliary collision avoidance function. The overlap of the danger zone may be any suitable value, for example, 0.5, 0.8, etc.

[0213] Figure 7 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 6 ,like Figure 7 As shown, the sixth target obstacle 72 is located in the current lane of the sixth vehicle 71, and the sixth vehicle 71 is turning in the curve, and the sixth target obstacle 72 is in a stationary state. At this time, the collision probability of the sixth vehicle 71 and the sixth target obstacle 72 is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0214] Step S1441b: When the second position relationship indicates that the target obstacle is outside the current lane of the vehicle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0215] Here, the target obstacle being outside the current lane of the vehicle may mean that the target obstacle does not invade the current lane of the vehicle. Inhibiting the triggering of the auxiliary collision avoidance function may include but is not limited to: not triggering the auxiliary collision avoidance function, delaying the triggering of the auxiliary collision avoidance function, and the like.

[0216] Figure 8 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 7 ,like Figure 8 As shown, the seventh target obstacle 82 is located outside the current lane of the seventh vehicle 81, and the seventh vehicle 81 is turning in the curve, and the seventh target obstacle 82 is in a stationary state. At this time, the seventh vehicle 81 is controlled to suppress triggering the auxiliary collision avoidance function.

[0217] In the implementation mode of the present application, on the one hand, when the vehicle turns and the target obstacle is located in the current lane of the vehicle and is stationary, it is highly likely that the vehicle and the target obstacle are in the same curve. Since the collision risk of driving on a curve is usually high, it is necessary to pay attention to the collision probability between the vehicle and the target obstacle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition to reduce the collision risk; on the other hand, when the vehicle turns and the target obstacle is located outside the current lane of the vehicle, it is highly likely that the vehicle and the target obstacle are traveling in two opposite lanes respectively (for example, two-way turns on two curves). In this scenario, the collision probability between the vehicle and the target obstacle is very small, and the risk of false triggering is high, which leads to a high risk of false triggering. Therefore, the possibility of false triggering can be reduced by suppressing or delaying the triggering of the auxiliary collision avoidance function.

[0218] In some embodiments, step S14 includes step S145 and step S146, wherein:

[0219] Step S145: When the target driving intention includes turning, the lane information of the lane where the target obstacle is currently located is determined based on the position information of the target obstacle.

[0220] Here, lane information refers to information about the lane where the target obstacle is currently located. Lane information may include, but is not limited to, at least one of lane line information and curb information. Lane line information may include, but is not limited to, at least one of lane line type, lane width, lane line curvature, etc. Curb information may include, but is not limited to, at least one of the position of the curb, the distance between the curb and the lane line, the shape of the curb, and the curvature radius of the curb where the target obstacle is located.

[0221] The location information of the target obstacle may include, but is not limited to: at least one of: a lateral distance between the target obstacle and the nearest lane line, a distance between the target obstacle and the vehicle, and the location coordinates of the target obstacle.

[0222] In some implementations, based on the position information of the target obstacle, environmental information around the origin may be collected with the target obstacle as the origin, and then lane information of the lane where the target obstacle is currently located may be determined based on the collected environmental information.

[0223] In some implementations, the curvature radius of the curb where the target obstacle is located may be calculated based on the position information of the target obstacle and in combination with a mathematical model of the lane line.

[0224] Step S146: Based on the lane information, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0225] Here, the lane condition of the target obstacle can be judged based on the lane information, and then the corresponding trigger logic is selected according to the lane condition of the target obstacle to control the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function.

[0226] In some embodiments, a seventh correspondence between lane information and trigger logic can be established. After the lane information is determined, the target trigger logic can be determined based on the seventh correspondence, and then the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the target trigger logic.

[0227] In some embodiments, it can be determined based on lane information whether the lane where the target obstacle is currently located is a straight road or a curve. When the lane information indicates that the lane where the target obstacle is currently located is a straight road, the collision probability between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition. When the lane information indicates that the lane where the target obstacle is currently located is a curve, the vehicle is controlled to suppress the triggering of the auxiliary collision avoidance function.

[0228] In the implementation mode of the present application, since the lane information of the lane where the target obstacle is currently located can reflect the movement of the target obstacle, when the vehicle turns, based on the lane information of the lane where the target obstacle is currently located, the vehicle can be more accurately controlled to trigger or suppress the triggering of the auxiliary collision avoidance function, thereby reducing the false triggering and missed triggering of the auxiliary collision avoidance function.

[0229] In some implementations, step S146 includes step S1461 and step S1462, wherein:

[0230] Step S1461, when the lane information indicates that the lane where the target obstacle is currently located is a straight road, the collision probability between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0231] Here, the collision probability may be any suitable value, for example, 50%, 68%, etc. The collision condition may include but is not limited to: greater than a preset probability, not less than a preset probability, etc. The preset probability may be any suitable value, for example, 85%, 90%, etc.

[0232] In some implementations, the curvature radius of the curb where the target obstacle is located may be calculated, and then based on the curvature radius of the curb where the target obstacle is located and a radius threshold, it is determined whether the lane where the target obstacle is currently located is a straight road or a curved road.

[0233] In some embodiments, when there are no lane lines or the lane lines are unreliable, the road curvature at the location of the target obstacle can be determined based on the curb information of the target obstacle in combination with the lane line curvature formula, thereby determining whether the lane where the target obstacle is currently located is a straight road or a curve based on the road curvature.

[0234] Fig. 9 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 8 ,like Fig. 9 As shown, the lane information indicates that the current lane of the eighth target obstacle 92 is a straight road, the eighth target obstacle 92 is outside the current lane of the eighth vehicle 91, the target driving intention of the eighth vehicle 91 is turning, and, according to the motion trajectory of the eighth vehicle 91, it is found that the eighth target obstacle 92 may have a collision point 93 with the motion trajectory. At the same time, based on a large amount of data measurements, the probability of collision in this scenario is relatively large. Therefore, the collision probability between the eighth vehicle 91 and the eighth target obstacle 92 is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0235] Step S1462: When the lane information indicates that the target obstacle is currently located in a curve, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0236] Here, suppressing the triggering of the auxiliary collision avoidance function may include but is not limited to: not triggering the auxiliary collision avoidance function, delaying the triggering of the auxiliary collision avoidance function, and the like.

[0237] In some embodiments, the curvature radius of the curb where the target obstacle is located may include the curvature radius of the left curb where the target obstacle is located and the curvature radius of the right curb where the target obstacle is located. When the curvature radius of the left curb where the target obstacle is located and the curvature radius of the right curb where the target obstacle is located are both greater than the radius threshold, it can be determined that the lane where the target obstacle is currently located is a curve.

[0238] Fig.10 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 9 ,like Fig.10 As shown, the lane information indicates that the current lane of the ninth target obstacle 102 is a curve, the ninth target obstacle 102 is located outside the current lane of the ninth vehicle 101, and the target driving intention of the ninth vehicle 101 is to turn. At this time, the ninth vehicle 101 is controlled to suppress triggering the auxiliary collision avoidance function.

[0239] In the implementation manner of the present application, on the one hand, when the vehicle turns and the lane where the target obstacle is currently located is a straight road, it is highly likely that the vehicle and the target obstacle are traveling in different lanes (for example, two straight lanes in both directions). As the vehicle turns, the probability of collision between the vehicle and the target obstacle will gradually increase. Therefore, when the collision probability meets the collision condition, the auxiliary collision avoidance function is triggered to avoid the collision. On the other hand, when the vehicle turns and the lane where the target obstacle is currently located is a curve, it is highly likely that the vehicle and the target obstacle are traveling in opposite directions in two opposite lanes (for example, two curves in both directions). In this scenario, the probability of collision between the vehicle and the target obstacle is very small, and the risk of false triggering is relatively high, thereby resulting in a relatively high risk of false triggering. Therefore, by suppressing or delaying the triggering of the auxiliary collision avoidance function, the possibility of false triggering can be reduced.

[0240] In some implementations, step S146 includes step S1463 and step S1464, wherein:

[0241] Step S1463, when the confidence level of the lane information is higher than the confidence level threshold, the vehicle is controlled to trigger or suppress the triggering of the auxiliary collision avoidance function based on the lane information.

[0242] Here, lane information refers to the confidence level of lane information. The confidence level of lane information can be any suitable value, such as 0.1, 0.8, etc. The confidence threshold can be any suitable value, such as 0.7, 0.65, etc. When the confidence level of lane information is higher than the confidence threshold, it indicates that the lane line is credible. Therefore, the vehicle can be controlled to trigger or suppress the collision avoidance assist function based on the lane information.

[0243] In some embodiments, the greater the confidence, the greater the possibility that the detected lane information is correct, and the smaller the confidence, the smaller the possibility that the detected lane information is correct. The magnitude of the confidence is within a preset interval, which may be [0, 1].

[0244] In some implementations, the confidence of the lane information may be obtained through a lane line confidence determination algorithm. The lane line confidence determination algorithm may include but is not limited to: the lane line ID is valid and not 0, the confidence of the lane information is higher than a confidence threshold, the lane line length is greater than a length threshold, etc.

[0245] In some embodiments, when controlling the vehicle to trigger or suppress triggering of an auxiliary collision avoidance function based on lane information, the collision probability between the vehicle and the target obstacle can be determined when the lane information indicates that the target obstacle is currently located in a straight road, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition; when the lane information indicates that the target obstacle is currently located in a curve, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

[0246] Step S1464, when the confidence level of the lane information is not higher than the confidence level threshold, the collision probability of the vehicle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0247] Here, when the confidence of the lane information is not higher than the confidence threshold, the lane line is not credible. Therefore, the collision probability of the vehicle can be determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition. The collision probability can be any suitable size, for example, 50%, 68%, etc. The collision condition can include but is not limited to: greater than a preset probability, not less than a preset probability, etc. The preset probability can be any suitable size, for example, 85%, 90%, etc.

[0248] In some embodiments, based on the Cartesian coordinate transformation method, it is possible to determine whether the target obstacle is currently on the turning trajectory of the vehicle or predict whether the target obstacle will be on the turning trajectory of the vehicle after a period of time, and then determine the collision probability of the vehicle based on the judgment result, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition.

[0249] Fig.11 A schematic diagram of a vehicle scene provided in an embodiment of the present application Figure 10 ,like Fig.11 As shown, the target driving intention of the tenth vehicle 111 is to turn, and according to the motion trajectory of the tenth vehicle 111, it is found that the tenth target obstacle 112 may have a collision point 113 with the motion trajectory. Therefore, the collision probability between the tenth vehicle 111 and the tenth target obstacle 112 is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets the collision condition.

[0250] In an implementation manner of the present application, through the relationship between the confidence level of lane information and the confidence threshold, the vehicle can be controlled to trigger or suppress the triggering of the auxiliary collision avoidance function according to the lane information, or the vehicle can be controlled to trigger the auxiliary collision avoidance function according to the collision probability of the vehicle, which enables the vehicle control method of the present application to be compatible with scenarios with and without lane lines, thereby improving the flexibility of the vehicle control method.

[0251] In some embodiments, the method further comprises step S107 and step S108, wherein:

[0252] Step S107: determining a fifth threshold corresponding to the type of the target obstacle.

[0253] Here, the fifth threshold is used to determine whether the target obstacle is in a stationary state. The fifth threshold may be any appropriate value, for example, 0.7 m / s, 1 m / s, etc.

[0254] In some implementations, different types of target obstacles have different thresholds for dynamic and static separation, and a table may be looked up according to the type of the target obstacle and the distance between the vehicle and the target obstacle to determine a fifth threshold corresponding to the type of the target obstacle.

[0255] Step S108: determining whether the target obstacle is in a stationary state based on the fifth threshold and the motion information of the target obstacle.

[0256] Here, it can be determined whether the target obstacle is in a stationary state or a non-stationary state according to the motion information of the target obstacle of the fifth threshold value.

[0257] In some implementations, the lateral speed of the target obstacle and the longitudinal speed of the target obstacle may be sensed by a sensor, and then the speed of the target obstacle may be calculated, and whether the target obstacle is in a stationary state or a non-stationary state may be determined by the speed of the target obstacle and a fifth threshold.

[0258] In some implementations, when the speed of the target obstacle is greater than a fifth threshold, the target obstacle is in a non-stationary state, and when the speed of the target obstacle is not greater than the fifth threshold, the target obstacle is in a stationary state.

[0259] In the embodiment of the present application, whether the target obstacle is in a stationary state is determined by using the fifth threshold corresponding to the type of the target obstacle and the motion information of the target obstacle. This can take into account the influence of the type of the target obstacle and improve the accuracy of the motion state of the target obstacle.

[0260] In some embodiments, the method further comprises steps S109 and S110, wherein:

[0261] Step S109, determining a length threshold based on the vehicle speed.

[0262] Here, the vehicle speed may be any suitable value, for example, 60 km / h, 15 m / s, etc. The length threshold is used to determine whether the lane is credible. The length threshold may be any suitable value, for example, 15 m, 3 m, etc.

[0263] In some implementations, a length threshold corresponding to the vehicle speed may be obtained by looking up a table based on the vehicle speed.

[0264] Step S110, determining lane information based on the length threshold and the lane line length.

[0265] Here, the detected lane lines can be screened by using the length threshold and the lane line length to determine the lane information.

[0266] In some embodiments, when the lane line length is greater than a length threshold, the lane line is considered to be credible, so that the confidence of the lane information is higher than the confidence threshold. When the lane line length is not greater than the length threshold, the lane line is considered to be untrustworthy, so that the confidence of the lane information is not higher than the confidence threshold.

[0267] In some implementations, when the lane line length satisfies both being greater than a length threshold and being greater than a fixed lane length, the lane line is considered to be credible.

[0268] In the implementation manner of the present application, lane information is determined by a length threshold determined by vehicle speed and a lane line length, and the length threshold can be flexibly selected when the vehicle speed is different, thereby improving the accuracy of the confidence level of the lane information.

[0269] The following describes the application of the vehicle control method provided in the embodiment of the present application in actual scenarios.

[0270] Today's automobile autonomous driving technology is becoming more and more mature, and the application scenarios of the assisted collision avoidance function are also more comprehensive, involving different complex scenarios such as urban areas, highways, and rural roads. The goal of 360° safe escort requires that it can cover forward, backward, left turn, right turn and other scenarios. In related technologies, it is usually determined whether to trigger the assisted collision avoidance function based on the information detected by the perception module. However, in some scenarios (for example, turning, etc.), the information perceived only by the perception module is not comprehensive, which may cause the assisted collision avoidance function to be missed or falsely triggered, resulting in unnecessary risks (for example, rear-end collision, loss of control of the vehicle, etc.), and there are problems such as low accuracy and poor flexibility. At the same time, in complex road environments (for example, intersections, densely populated areas, etc.), it is necessary to accurately determine the triggering timing of the assisted collision avoidance function.

[0271] The embodiment of the present application provides a vehicle control method, firstly, determining the state information of the target obstacle to be avoided by the vehicle in the driving direction, secondly, determining the target driving intention of the vehicle through the motion information of the vehicle, and finally, combining the target driving intention and the state information of the target obstacle, controlling the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function. Compared with triggering the auxiliary collision avoidance function only through information sensed by the perception module, the present application comprehensively considers the target driving intention of the vehicle and the state information of the target obstacle, controls the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function, can be compatible with a variety of driving scenarios, improves the accuracy and flexibility of triggering the auxiliary collision avoidance function, reduces the false triggering and missed triggering of the auxiliary collision avoidance function, and improves the safety and reliability of vehicle driving.

[0272] Fig. 12A A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 2 ,like Fig. 12AAs shown, the method includes steps S201 to S208, wherein:

[0273] Step S201, determining a target obstacle to be avoided by the vehicle in the driving direction;

[0274] Step S202, judging whether the target obstacle is in a moving state or a stationary state based on the lateral speed of the target obstacle and the longitudinal speed of the target obstacle output by perception;

[0275] Step S203, judging whether the lane line exists and is credible based on the confidence and length of the lane line;

[0276] Step S204, judging whether the target obstacle is on a curve by using the lane line equation formula;

[0277] Step S205, determining the target driving intention of the vehicle based on information such as the turning angle of the vehicle, the turning speed of the vehicle, the yaw speed of the vehicle, and the curvature of the driving path of the vehicle;

[0278] Step S206, judging whether the target obstacle is moving in the opposite direction of the vehicle based on the longitudinal speed of the target obstacle;

[0279] Step S207, determining whether the target is located in the current lane of the vehicle;

[0280] Step S208, determining the vehicle scene based on the judgment results of the above steps, and controlling the vehicle to trigger or suppress triggering of the auxiliary collision avoidance function.

[0281] Fig. 12B A schematic diagram of the implementation process of a vehicle control method provided in an embodiment of the present application Figure 3 ,like Fig. 12B As shown, the method includes steps S31 to S313, wherein:

[0282] Step S31, based on the target obstacle speed sensed and output, a static-dynamic separation algorithm is used to determine whether the target obstacle is stationary or in motion;

[0283] Step S32, whether the target obstacle is stationary;

[0284] Here, if yes, go to step S33, if no, go to step S37;

[0285] Step S33, based on the third-order curve equation of the lane line, referring to the position relationship of the stationary target obstacle relative to the lane line and the relative position relationship between the vehicle and the target obstacle, it is determined whether the stationary target obstacle is inside or outside the lane, so as to determine the risk of the target obstacle;

[0286] Step S34, whether the target obstacle is located in the lane;

[0287] Here, if yes, go to step S35, if no, go to step S36;

[0288] Step S35: If the target obstacle is within the collision zone and the danger level or required braking distance threshold reaches the trigger condition, emergency braking is triggered to avoid collision with the target obstacle; if the target obstacle is not within the collision zone, no target obstacle is selected and the function is not triggered;

[0289] Step S36: If the target obstacle is within the collision zone and the danger or required braking distance threshold reaches the triggering conditions, the warning is normally triggered, and the braking delay is triggered or inhibited. Reduce the risk of collision and reduce the risk of false triggering. If the target obstacle is not within the collision zone, the target obstacle is not selected and the function is not triggered;

[0290] Step S37, whether the target obstacle moves in the opposite direction;

[0291] Here, if yes, go to step S39, if no, go to step S38;

[0292] Step S38, the target obstacle moves forward, the vehicle goes straight or turns, if the target obstacle is within the forward passage range, and the danger level or required braking distance threshold reaches the triggering conditions, emergency braking is triggered to avoid collision with the target obstacle, if it is not within the collision range, the target obstacle is not selected, and the function is not triggered;

[0293] Step S39, whether the target obstacle is located in the lane;

[0294] Here, if yes, go to step S310, if no, go to step S311;

[0295] Step S310: The target obstacle is within the collision zone and the danger level or required braking distance threshold reaches the triggering condition. The warning function is normally triggered. The target obstacle is not within the collision zone, the target obstacle is not selected, and the function is not triggered;

[0296] Step S311, whether the target obstacle is in a curve or the target obstacle is turning;

[0297] Here, if yes, go to step S312, if no, go to step S313;

[0298] Step S312, suppressing the function to avoid false triggering;

[0299] Step S313: The target obstacle is within the collision zone or is predicted to be within the collision zone and the danger level or the required braking distance threshold reaches the triggering conditions, triggering emergency braking to avoid collision. The target obstacle is not within the collision zone, the target obstacle is not selected, and the function is not triggered.

[0300] Based on the above embodiments, the present application also provides a vehicle control device, Fig.13 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown in FIG. Fig.13 As shown, the vehicle control device 1300 includes a first determination unit 1301, a second determination unit 1302, a third determination unit 1303 and a control unit 1304, wherein:

[0301] The first determining unit 1301 is used to determine a target obstacle to be avoided by the vehicle in the driving direction;

[0302] The second determining unit 1302 is used to determine the state information of the target obstacle;

[0303] The third determining unit 1303 is used to determine the target driving intention of the vehicle based on the motion information of the vehicle;

[0304] The control unit 1304 is used to control the vehicle to trigger or inhibit the triggering of the auxiliary collision avoidance function based on the target driving intention and the state information of the target obstacle.

[0305] In some embodiments, the third determination unit 1303 is further used to determine that the target driving intention is turning when the vehicle's motion information meets the threshold condition; and to determine that the target driving intention is going straight when the vehicle's motion information does not meet the threshold condition.

[0306] In some embodiments, the vehicle's motion information includes at least one of the following: the vehicle's turning angle, the vehicle's turning speed, the vehicle's yaw rate, and the curvature of the vehicle's driving path; the threshold conditions include at least one of the following: the vehicle's turning angle is greater than a first threshold, the vehicle's turning speed is greater than a second threshold, and the vehicle's yaw rate is greater than a third threshold; the vehicle's driving path curvature is greater than a fourth threshold.

[0307] In some embodiments, the vehicle control device 1300 also includes a fourth determination unit for determining the curvature of the vehicle's driving path based on the vehicle's yaw angular velocity when the vehicle speed is greater than a speed threshold; and for determining the curvature of the vehicle's driving path based on the vehicle's turning angle when the vehicle speed is not greater than the speed threshold.

[0308] In some embodiments, the status information of the target obstacle includes the position information of the target obstacle and the motion information of the target obstacle; the control unit 1304 is also used to control the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function based on the target driving intention, and the position information and motion information of the target obstacle.

[0309] In some embodiments, the control unit 1304 is also used to determine a first position relationship between the target obstacle and the current lane of the vehicle based on the position information of the target obstacle when the target driving intention includes going straight; and control the vehicle to trigger or suppress triggering of the auxiliary collision avoidance function based on the first position relationship and the motion information of the target obstacle.

[0310] In some embodiments, the control unit 1304 is also used to determine whether the target obstacle is moving in the opposite direction relative to the vehicle based on the motion information of the target obstacle when the first position relationship represents that the target obstacle is located in the current lane of the vehicle; when the target obstacle is moving in the opposite direction relative to the vehicle, control the vehicle to suppress triggering or suppress triggering the auxiliary collision avoidance function.

[0311] In some embodiments, the control unit 1304 is also used to determine, based on the motion information of the target obstacle, whether the target obstacle is moving in the same direction as the vehicle or is stationary, when the first position relationship represents that the target obstacle is located in the current lane of the vehicle; when the target obstacle is moving in the same direction as the vehicle or the target obstacle is stationary, determine the collision probability between the vehicle and the target obstacle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition.

[0312] In some embodiments, the control unit 1304 is also used to control the vehicle to suppress triggering or suppress triggering the auxiliary collision avoidance function when the first position relationship indicates that the target obstacle is outside the current lane of the vehicle and when the turning movement or the opposite movement of the target obstacle relative to the vehicle is determined based on the motion information of the target obstacle.

[0313] In some embodiments, the control unit 1304 is also used to determine a second position relationship between the target obstacle and the current lane of the vehicle based on the position information of the target obstacle when the target driving intention includes turning; and control the vehicle to trigger an auxiliary or suppress triggering collision avoidance function based on the second position relationship and motion information of the target obstacle.

[0314] In some embodiments, the control unit 1304 is further configured to control the vehicle to trigger or suppress triggering of the auxiliary collision avoidance function based on the second position relationship when it is determined that the target obstacle is stationary based on the motion information of the target obstacle.

[0315] In some embodiments, the control unit 1304 is also used to determine the collision probability of the vehicle with the target obstacle when the second position relationship represents that the target obstacle is located within the current lane of the vehicle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition; when the second position relationship represents that the target obstacle is located outside the current lane of the vehicle, control the vehicle to suppress triggering the auxiliary collision avoidance function.

[0316] In some embodiments, the control unit 1304 is further used to determine the lane information of the lane where the target obstacle is currently located based on the position information of the target obstacle when the target driving intention includes turning; and control the vehicle to trigger or suppress triggering the auxiliary collision avoidance function based on the lane information.

[0317] In some embodiments, the control unit 1304 is further used to determine the collision probability between the vehicle and the target obstacle when the lane information indicates that the lane where the target obstacle is currently located is a straight road, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition; when the lane information indicates that the lane where the target obstacle is currently located is a curve, control the vehicle to suppress triggering the auxiliary collision avoidance function.

[0318] In some embodiments, the control unit 1304 is also used to control the vehicle to trigger or suppress the triggering of the auxiliary collision avoidance function based on the lane information when the confidence of the lane information is higher than the confidence threshold; when the confidence of the lane information is not higher than the confidence threshold, determine the collision probability of the vehicle, and trigger the auxiliary collision avoidance function when the collision probability meets the collision condition.

[0319] In some embodiments, the vehicle control device 1300 further includes a fifth determination unit configured to determine a fifth threshold value corresponding to the type of the target obstacle; and determine the motion information of the target obstacle based on the fifth threshold value.

[0320] In some embodiments, the vehicle control device 1300 further includes a sixth determination unit, configured to determine a length threshold based on a vehicle speed; and determine lane information based on the length threshold and a lane line length.

[0321] The description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0322] It should be noted that in the embodiment of the present application, if the above method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the relevant technology can be embodied in the form of a software product, which is stored in a storage medium, including a number of instructions to enable an electronic device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods of each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory, a magnetic disk or an optical disk. In this way, the embodiment of the present application is not limited to any specific combination of hardware and software.

[0323] The present application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and the above method is implemented when the processor executes the computer program.

[0324] The present application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the above method is implemented. The computer-readable storage medium can be transient or non-transient.

[0325] The present application also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implements some or all of the steps in the above method. The computer program product can be implemented specifically by hardware, software, or a combination thereof. The computer program product can be implemented specifically by hardware, software, or a combination thereof. In an optional embodiment, the computer program product is specifically embodied as a computer storage medium, and in another optional embodiment, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0326] It should be noted that Fig.14 A hardware entity diagram of an electronic device provided in an embodiment of the present application, such as Fig.14 As shown, the hardware entity of the electronic device 1400 includes: a processor 1401, a communication interface 1402 and a memory 1403, wherein:

[0327] The processor 1401 generally controls the overall operation of the electronic device 1400 .

[0328] The communication interface 1402 may enable the electronic device 1400 to communicate with other terminals or servers via a network.

[0329] The memory 1403 is configured to store instructions and applications executable by the processor 1401, and can also cache data to be processed or processed by the processor 1401 and each module in the electronic device 1400 (for example, image data, audio data, voice communication data, and video communication data), which can be implemented by flash memory (FLASH) or RAM. Data can be transmitted between the processor 1401, the communication interface 1402, and the memory 1403 through the bus 1404.

[0330] Here, the electronic device may be a vehicle computer in a vehicle.

[0331] It should be noted here that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0332] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the serial number of each step / process mentioned above does not mean the order of execution, and the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application. The serial numbers of the embodiments of the present application mentioned above are for description only and do not represent the advantages and disadvantages of the embodiments.

[0333] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0334] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the above-mentioned 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 can be integrated into another system, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0335] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; 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 present embodiment.

[0336] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0337] A person of ordinary skill in the art can understand that: all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, read-only memories, magnetic disks or optical disks.

[0338] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can essentially or in other words, the part that contributes to the relevant technology can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods of each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0339] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determining a target obstacle to be avoided by the vehicle in the direction of travel; Determining status information of the target obstacle; Determining a target driving intention of the vehicle based on the motion information of the vehicle; Based on the target driving intention and the status information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of an auxiliary collision avoidance function.

2. The vehicle control method according to claim 1, characterized in that: The determining the target driving intention of the vehicle based on the motion information of the vehicle includes: When the motion information of the vehicle satisfies a threshold condition, determining that the target driving intention is turning; When the motion information of the vehicle does not satisfy the threshold condition, it is determined that the target driving intention is straight driving.

3. The vehicle control method according to claim 2, characterized in that: The motion information of the vehicle includes at least one of the following: the turning angle of the vehicle, the turning angle velocity of the vehicle, the yaw rate of the vehicle, and the curvature of the driving path of the vehicle; The threshold condition includes at least one of the following: The turning angle of the vehicle is greater than a first threshold, the turning speed of the vehicle is greater than a second threshold, and the yaw speed of the vehicle is greater than a third threshold; The curvature of the driving path of the vehicle is greater than a fourth threshold.

4. The vehicle control method according to claim 3, characterized in that: The method further comprises: When the vehicle speed is greater than a speed threshold, determining a curvature of a driving path of the vehicle based on a yaw rate of the vehicle; When the vehicle speed is not greater than the speed threshold, the curvature of the vehicle's driving path is determined based on the turning angle of the vehicle.

5. The vehicle control method according to claim 1, characterized in that: The state information of the target obstacle includes the position information of the target obstacle and the motion information of the target obstacle; The controlling the vehicle to trigger or inhibit triggering of the auxiliary collision avoidance function based on the target driving intention and the state information of the target obstacle includes: Based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function.

6. The vehicle control method according to claim 5, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle includes: In a case where the target driving intention includes going straight, determining a first positional relationship between the target obstacle and a current lane of the vehicle based on the position information of the target obstacle; Based on the first positional relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function.

7. The vehicle control method according to claim 6, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the first position relationship and the motion information of the target obstacle includes: In a case where the first positional relationship indicates that the target obstacle is located in a current lane of the vehicle, determining whether the target obstacle is moving in an opposite direction relative to the vehicle based on the motion information of the target obstacle; In a case where the target obstacle moves in an opposite direction relative to the vehicle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

8. The vehicle control method according to claim 6, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the first position relationship and the motion information of the target obstacle includes: In a case where the first position relationship indicates that the target obstacle is located in a current lane of the vehicle, determining, based on the motion information of the target obstacle, whether the target obstacle is moving in the same direction as the vehicle or is stationary; When the target obstacle moves in the same direction as the vehicle or the target obstacle is stationary, a collision probability between the vehicle and the target obstacle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets a collision condition.

9. The vehicle control method according to claim 6, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the first position relationship and the motion information of the target obstacle includes: When the first position relationship represents that the target obstacle is outside the current lane of the vehicle, and when it is determined based on the motion information of the target obstacle that the target obstacle is turning or moving relative to the vehicle, the vehicle is controlled to suppress triggering the auxiliary collision avoidance function.

10. The vehicle control method according to claim 5, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle includes: In a case where the target driving intention includes turning, determining a second positional relationship between the target obstacle and a current lane of the vehicle based on the position information of the target obstacle; Based on the second positional relationship and the motion information of the target obstacle, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function.

11. The vehicle control method according to claim 10, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the second position relationship and the motion information of the target obstacle includes: In a case where it is determined based on the motion information of the target obstacle that the target obstacle is in a stationary state, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function based on the second positional relationship.

12. The vehicle control method according to claim 11, characterized in that: The controlling the vehicle to trigger or inhibit triggering of the auxiliary collision avoidance function based on the second position relationship includes at least one of the following: When the second position relationship indicates that the target obstacle is located in a current lane of the vehicle, determining a collision probability between the vehicle and the target obstacle, and triggering the auxiliary collision avoidance function when the collision probability satisfies a collision condition; When the second positional relationship indicates that the target obstacle is outside a current lane of the vehicle, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

13. The vehicle control method according to claim 5, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the target driving intention, the position information of the target obstacle, and the motion information of the target obstacle includes: In a case where the target driving intention includes turning, determining lane information of a lane where the target obstacle is currently located based on the position information of the target obstacle; Based on the lane information, the vehicle is controlled to trigger or suppress triggering of the auxiliary collision avoidance function.

14. The vehicle control method according to claim 13, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the lane information includes: When the lane information indicates that the lane where the target obstacle is currently located is a straight road, determining a collision probability between the vehicle and the target obstacle, and triggering the auxiliary collision avoidance function when the collision probability meets a collision condition; When the lane information indicates that the lane where the target obstacle is currently located is a curve, the vehicle is controlled to suppress triggering of the auxiliary collision avoidance function.

15. The vehicle control method according to claim 13, characterized in that: The controlling the vehicle to trigger or inhibit triggering the auxiliary collision avoidance function based on the lane information includes: When the confidence level of the lane information is higher than a confidence level threshold, based on the lane information, controlling the vehicle to trigger or suppress triggering of the auxiliary collision avoidance function; When the confidence level of the lane information is not higher than a confidence level threshold, a collision probability of the vehicle is determined, and the auxiliary collision avoidance function is triggered when the collision probability meets a collision condition.

16. The vehicle control method according to any one of claims 5 to 15, characterized in that: The method further comprises: determining a fifth threshold corresponding to the type of the target obstacle; Based on the fifth threshold and the motion information of the target obstacle, it is determined whether the target obstacle is in a stationary state.

17. A vehicle control device, characterized in that: The device comprises: A first determining unit, used to determine a target obstacle to be avoided by the vehicle in a driving direction; A second determining unit, configured to determine the state information of the target obstacle; a third determining unit, configured to determine a target driving intention of the vehicle based on the motion information of the vehicle; A control unit is used to control the vehicle to trigger an auxiliary collision avoidance function based on the target driving intention and the status information of the target obstacle.

18. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the memory stores a computer program executable on the processor, and the processor implements the method according to any one of claims 1 to 16 when executing the computer program.

19. A vehicle, characterized in that: The vehicle includes the electronic device of claim 18.

20. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the steps in the method according to any one of claims 1 to 16 are implemented.

21. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the steps in the method according to any one of claims 1 to 16 are implemented.

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