Method, device and equipment for controlling vehicle, vehicle and medium

Abstract

The invention relates to a method, device and equipment for controlling a vehicle, the vehicle and a medium. The method includes determining whether a front radar of the vehicle is available. The method further includes, in response to determining that the front radar of the vehicle is unavailable, acquiring, with an angle radar of the vehicle, position information of an obstacle located in front of the vehicle relative to the angle radar. In addition, the method also includes controlling at least one of adaptive cruise or automatic emergency braking of the vehicle based on the location information. In this way, the embodiments of the present disclosure can still provide functionality such as AEB and ACC when the front radar is unavailable, thereby improving the safety of vehicle driving, improving the comfort of a driver, and also improving the smoothness of traffic.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and more particularly, to controlling adaptive cruise control or automatic emergency braking of a vehicle. Background Art

[0002] Automatic emergency braking (AEB) and adaptive cruise control (ACC) are both driver assistance technologies. AEB uses the vehicle's front radar to monitor traffic conditions in front of the vehicle. If an obstacle is detected in front of the vehicle and there is a potential risk of collision (for example, the vehicle in front suddenly slows down, or a pedestrian crosses the road), AEB can automatically trigger the braking mechanism to reduce the speed of the vehicle or stop it completely, thereby reducing or avoiding the collision.

[0003] ACC also uses the front radar to monitor the position and speed of the vehicle ahead, and automatically adjusts the vehicle's speed according to traffic conditions to maintain a safe following distance from the vehicle ahead. If the vehicle ahead slows down, ACC can automatically slow down or stop completely, and automatically accelerate when the vehicle ahead restarts, thus reducing driver fatigue during driving, improving driving comfort, and making traffic smoother. Maintaining the normal operation of AEB and ACC plays an important role in reducing traffic accidents and improving road smoothness. Summary of the invention

[0004] Embodiments of the present disclosure propose a method, device, equipment, vehicle and medium for controlling a vehicle. In an embodiment of the present disclosure, it can be determined whether the front radar of the vehicle is available. If it is determined that the front radar of the vehicle is unavailable, the front radar cannot provide the road ahead information for AEB or ACC, and the embodiment of the present disclosure can use the corner radar of the vehicle to obtain the road information in front of the vehicle. Then, the embodiment of the present disclosure can control AEB or ACC based on the position information of the obstacle obtained by the corner radar. In this way, the embodiment of the present disclosure can still provide the functionality of AEB and ACC when the front radar is unavailable, thereby improving the safety of vehicle driving, improving the comfort of the driver, and improving the smoothness of traffic.

[0005] In a first aspect of the present disclosure, a method for controlling a vehicle is provided. The method includes determining whether a front radar of the vehicle is available. The method also includes, in response to determining that the front radar of the vehicle is not available, using a corner radar of the vehicle to obtain position information of an obstacle located in front of the vehicle relative to the corner radar. In addition, the method also includes controlling at least one of adaptive cruise control or automatic emergency braking of the vehicle based on the position information.

[0006] In a second aspect of the present disclosure, a device for controlling a vehicle is provided. The device includes a front radar determination unit configured to determine whether the front radar of the vehicle is available. The device also includes a corner radar use unit configured to use the corner radar of the vehicle to obtain position information of an obstacle located in front of the vehicle relative to the corner radar in response to determining that the front radar of the vehicle is not available. In addition, the device also includes a vehicle control unit configured to control at least one of adaptive cruise control or automatic emergency braking of the vehicle based on the position information.

[0007] In a third aspect of the present disclosure, an electronic device is provided. The electronic device includes one or more processors; and a storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, the one or more processors implement a method for controlling a vehicle. The method includes determining whether the front radar of the vehicle is available. The method also includes, in response to determining that the front radar of the vehicle is not available, using the corner radar of the vehicle to obtain position information of an obstacle located in front of the vehicle relative to the corner radar. In addition, the method also includes controlling at least one of the adaptive cruise control or automatic emergency braking of the vehicle based on the position information.

[0008] In a fourth aspect of the present disclosure, a vehicle is provided, comprising the electronic device provided according to the third aspect of the present disclosure.

[0009] In a fifth aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer-executable instructions, wherein the computer-executable instructions are executed by a processor to implement the method provided according to the first aspect of the present disclosure.

[0010] It should be understood that the contents described in the summary of the invention are not intended to limit the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements, wherein:

[0012] Figure 1 A schematic diagram illustrating an example environment in which various embodiments of the present disclosure may be implemented;

[0013] Figure 2 A flow chart showing a method for controlling a vehicle according to some embodiments of the present disclosure is shown;

[0014] FIG. 3A to FIG. 3BA schematic diagram showing an example of providing AEB or ACC using a front radar according to some embodiments of the present disclosure, and a schematic diagram showing an example of providing AEB or ACC using a corner radar;

[0015] Figure 4 A schematic diagram showing an example of providing AEB or ACC by converting position information of an obstacle relative to a corner radar into position information of the obstacle relative to a front radar according to some embodiments of the present disclosure;

[0016] Figure 5 A schematic diagram showing an example of providing AEB or ACC by converting position information of an obstacle relative to a corner radar into position information of the obstacle relative to a vehicle according to some embodiments of the present disclosure;

[0017] Figure 6 A schematic diagram showing an example of selecting a suitable corner radar for providing AEB or ACC by determining the confidence of the corner radar according to some embodiments of the present disclosure;

[0018] Figure 7 A block diagram showing an apparatus for controlling a vehicle according to some embodiments of the present disclosure; and

[0019] Figure 8 A block diagram of a device in which various embodiments of the present disclosure may be implemented is shown. DETAILED DESCRIPTION

[0020] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein, but rather these embodiments are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure. The embodiments of the present disclosure described below with reference to the accompanying drawings are only for exemplary purposes.

[0021] When the driver is driving a car with the help of assisted driving or automated driving functions, the vehicle must always be able to reliably detect objects and pedestrians around it and react appropriately based on the detected information. Front radar (or front radar sensor) and corner radar (or corner radar sensor) can quickly, accurately and reliably detect objects and pedestrians around the vehicle with their long detection range and wide field of view.

[0022] The front radar is usually installed at the front of the vehicle, for example, the front radar can be installed at the front bumper of the vehicle or at the center of the front of the vehicle. This position enables the front radar to effectively detect obstacles, vehicles and pedestrians in front of the vehicle to support functions related to the longitudinal direction of the vehicle such as automatic emergency braking (AEB) and adaptive cruise control (ACC).

[0023] Corner radars are usually installed on both sides of the front of the vehicle, for example, they can be installed on both sides of the front bumper of the vehicle or at the corners of the front of the vehicle. This position enables the corner radar to effectively detect obstacles, vehicles and pedestrians located on the side and front side areas of the vehicle to support functions related to the vehicle's periphery such as forward cross-traffic alert (FCTA), forward collision warning (FCW), and blind spot monitoring (BSD).

[0024] Front radar and corner radar are usually millimeter-wave radars with a long detection range. They use radio frequency signals to measure the distance, speed and direction of obstacles, vehicles and pedestrians in front or on the side. This data is transmitted to the vehicle's control unit to trigger the corresponding driver assistance functions, which can help the driver operate the vehicle more safely and comfortably. The accuracy and reliability of front radar and corner radar are critical to the function of these driver assistance systems.

[0025] Among various functions, AEB and ACC are particularly important for driving safety. Fatigue driving, driver inattention, or driving conditions that are too bad may result in the driver's inability to identify dangerous situations ahead, greatly increasing the risk of vehicle collision. AEB uses the vehicle's front radar to monitor traffic conditions in front of the vehicle. If an obstacle is detected in front of the vehicle and there is a potential risk of collision (for example, the vehicle ahead suddenly decelerates, or pedestrians cross the road), AEB can automatically trigger the braking mechanism to reduce the speed or stop completely, thereby reducing or avoiding the collision. ACC also uses the front radar to monitor the position and speed of the vehicle ahead, and automatically adjusts the vehicle's speed according to traffic conditions to maintain a safe following distance from the vehicle ahead. If the vehicle ahead decelerates, ACC can automatically decelerate or stop completely, and automatically accelerate when the vehicle ahead restarts, thereby reducing the driver's fatigue during driving, improving driving comfort, and making traffic smoother. Maintaining the normal operation of AEB and ACC plays an important role in reducing traffic accidents and improving road smoothness.

[0026] However, in some bad weather, the front radar of the vehicle may be covered by dust, sewage, ice and snow, or occasionally covered by some plastic bags and papers, which will cause the front radar to be blinded, making the AEB or ACC function unavailable. At this time, if an emergency occurs in front of the vehicle, a traffic accident may occur.

[0027] To this end, an embodiment of the present disclosure provides a scheme for controlling a vehicle. In this scheme, it can be determined whether the front radar of the vehicle is available. For example, if the front radar is covered by obstructions such as dust, sewage, ice and snow, the front radar may be in an unavailable state, and the front radar cannot provide the road ahead information for AEB or ACC. If it is determined that the front radar of the vehicle is unavailable, the scheme can use the corner radar of the vehicle to obtain the road information in front of the vehicle. For example, when the corner radar detects an obstacle in front of the vehicle, the position information of the obstacle relative to the corner radar can be obtained. Then, the scheme can control AEB or ACC based on the position information of the obstacle obtained by the corner radar. In this way, the embodiment of the present disclosure can still provide the functionality of AEB and ACC when the front radar is unavailable, thereby improving the safety of vehicle driving, improving the comfort of the driver, and improving the smoothness of traffic.

[0028] Figure 1 1 is a schematic diagram of an example environment 100 in which various embodiments of the present disclosure may be implemented. Figure 1 As shown, the environment 100 includes a vehicle 102, which is configured with one or both of AEB and ACC. A front radar 104 is installed at a front center position of the vehicle 102. For example, the front radar 104 can be installed at a center position of the front bumper of the vehicle 102, or installed near a logo of the vehicle 102. Corner radars 106 and 108 are installed on both sides of the front of the vehicle 102. For example, the corner radars 106 and 108 can be installed on both sides of the front bumper of the vehicle 102 or on the rearview mirrors. In some embodiments, the front radar 102, the corner radars 106 and 108 can be millimeter wave radars and can have medium and long-range detection distances, which can be used to measure the distance from the obstacle to the radar, the speed of the obstacle, the azimuth and pitch angles, etc. As Figure 1 As shown, front radar 104 faces straight ahead and has a detection range 114 , corner radar 106 faces forward right and has a detection range 116 , and corner radar 108 faces forward left and has a detection range 118 .

[0029] like Figure 1As shown, in the environment 100, the vehicle 102 also includes a display device 110. The display device 110 may be, for example, a multimedia interaction system (MMI), an instrument control unit (ICU), or other display device. The display device 110 may show the driver whether the vehicle is using the front radar 104 or the corner radars 106 and 108 to provide AEB or ACC. In some embodiments, the display device 110 may allow the driver to interact with it, and the interaction methods include but are not limited to buttons, touch, gestures, voice, etc. In some embodiments, the driver can instruct the vehicle 102 to use only the front radar 104 to provide AEB and ACC functions, or to use the front radar 104 and the corner radars 106 and 108 to provide AEB and ACC functions by interacting with the display device 110. Figure 1 In the illustrated environment 100, the vehicle 102 also includes a controller 112 that can communicate with the front radar 104, the corner radar 106, the corner radar 108, and the display device 110 (e.g., via a bus of the vehicle 102). When the vehicle 102 is configured to use the front radar 104 and the corner radars 106 and 108 to provide AEB and ACC functions, the controller 112 of the vehicle 102 can determine whether the front radar 104, the corner radar 106, and the corner radar 108 are available, and collect information about the environment around the vehicle 102 from the radars that are in an available state for providing AEB and ACC functions. It should be noted that although in Figure 1 The controller 112 is shown as a separate component, but the controller 112 may also be combined with the display device 110, the front radar 104, the corner radar 106, or the corner radar 108.

[0030] like Figure 1 As shown, the environment 100 includes an obstacle 120 located in front of the vehicle 102. The obstacle 120 may be, for example, another vehicle, a pedestrian, etc. In some embodiments, when the vehicle 102 is configured to use the front radar 104 and the corner radars 106 and 108 to provide AEB and ACC, if the front radar 104 is available, the vehicle 102 may only use the obstacle information detected by the front radar 104 to provide AEB and ACC. If the front radar 104 is not available, for example, when the front radar is covered by dust, sewage, ice and snow, or plastic bags, the vehicle 102 may use the obstacle information detected by the corner radars 106 and 108 to provide AEB and ACC. Figure 1As shown, the obstacle 120 is within the detection range 114 of the front radar 104 and the detection range 116 of the corner radar 106. When the front radar 104 is available, the front radar 104 detects the obstacle 120 in front of the vehicle, and the AEB or ACC can control the vehicle 102 to slow down or stop completely to avoid colliding with the obstacle 120. When the front radar 104 is not available, since the corner radar 106 also detects the obstacle 120, the controller 112 can use the information provided by the corner radar 106 for AEB or ACC.

[0031] Since the front radar 104 is oriented in the same direction as the vehicle's forward direction, when it is covered by an obstruction during the vehicle's travel, the obstruction is closely attached to the vehicle 102, so that the obstruction is not easy to fall off the front radar 104. However, since the corner radars 106 and 108 are oriented toward the side of the vehicle, when they are covered by an obstruction during the vehicle's travel, the obstruction may fall off the corner radar 106 or 108 due to wind, air resistance, or its own gravity, making the corner radar 106 or 108 available again. In this way, in the same environment, the corner radars 106 and 108 can still remain available when the front radar 104 is unavailable, so that the surrounding obstacle positions can be continuously detected for AEB and ACC.

[0032] In this way, when the current radar 104 is unavailable, the vehicle 102 can still provide the functionality of AEB and ACC, thereby improving the safety of vehicle driving, improving the comfort of the driver, and improving the smoothness of traffic. It should be noted that although the embodiments of the present disclosure use AEB and ACC as examples of adaptive cruise control and automatic emergency braking, the solutions provided by the embodiments of the present disclosure can also be applied to other functions or systems with adaptive cruise control or automatic emergency braking functions.

[0033] Figure 2 2 is a flow chart of a method 200 for controlling a vehicle according to some embodiments of the present disclosure. Figure 2 As shown, at block 202, method 200 may determine whether the vehicle's front radar is available. Figure 1 In the environment 100 shown, the controller 112 can determine whether the front radar 104 is available. When the front radar 104 is covered by obstructions such as dust, sewage, ice and snow, the front radar 104 can send a fault indication. When the controller 112 receives or detects an indication of a front radar 104 fault, it can be determined that the front radar 104 is currently in an unavailable state.

[0034] In response to determining that the front radar of the vehicle is unavailable, method 200 may utilize the corner radar of the vehicle to obtain position information of obstacles located in front of the vehicle relative to the corner radar at block 204 . Figure 1In the environment 100 shown, the obstacle 120 is within the detection range 116 of the corner radar 106, so the corner radar 106 can obtain the position information of the obstacle 120. In some embodiments, the position information may include the distance from the obstacle 120 to the corner radar 106, and the direction or angle of the obstacle 120 relative to the corner radar 106. In some embodiments, the position information may include the coordinates of the obstacle 120 in the coordinate system of the corner radar 106.

[0035] At block 206 , the method 200 may control at least one of the AEB or ACC of the vehicle based on the position information. Figure 1 In the illustrated environment 100, the controller 112 may control the AEB or ACC of the vehicle 102 based on the position information of the obstacle 120 obtained from the corner radar 106. For example, in some embodiments, the controller 112 may convert the position information of the obstacle 120 obtained by the corner radar 106 relative to the corner radar 106 into the position information of the obstacle 120 relative to the front radar 104, so that the vehicle 102 can use the data obtained by the corner radar 106 as it uses the data obtained by the front radar 104. In other embodiments, the controller 112 may directly convert the position information of the obstacle 120 relative to the corner radar 106 into the data required by AEB or ACC (e.g., the coordinates of the obstacle 120 in the coordinate system of the vehicle 102), so that AEB and ACC are available.

[0036] In this way, method 200 can still provide the functionality of AEB and ACC when the front radar is unavailable, thereby improving the safety of vehicle driving, improving the comfort of the driver, and improving the smoothness of traffic.

[0037] In some embodiments, in order to determine whether the front radar of the vehicle is available, it can be determined whether the front radar is covered by an obstruction, wherein the obstruction includes at least one of dust, sewage, ice and snow, and plastic bags. In response to determining that the front radar is covered, it can be determined that the front radar is unavailable. In some embodiments, a prompt message can be displayed on a display device of the vehicle, indicating that the restricted mode of the vehicle's adaptive cruise or the automatic emergency brake has been turned on. In some embodiments, it can be determined whether the front radar of the vehicle is available when the corner radar is used to control at least one of the vehicle's adaptive cruise or the automatic emergency brake. In response to the front radar being available, the front radar can be used to control at least one of the vehicle's adaptive cruise or automatic emergency brake.

[0038] Figure 3A A schematic diagram showing an example 300 of providing AEB or ACC using a front radar according to some embodiments of the present disclosure, and Figure 3BA schematic diagram of an example 310 of providing AEB or ACC using corner radar according to some embodiments of the present disclosure is shown. Figure 3A In the example 300 shown, the front radar 104 of the vehicle 102 is in an available state, so the vehicle 102 can provide AEB or ACC based on the data obtained by the front radar 104, without using the data obtained by the corner radars 106 and 108 for AEB or ACC. At this time, the display device 110 can display a prompt message 302 (for example, "AEB is turned on", only "AEB", or a sign indicating that AEB is turned on) to inform the driver that AEB or ACC is turned on and working in normal mode. In this mode, when the front radar 104 detects an obstacle 120 located in the detection range 114 in front of the vehicle, the vehicle 102 can automatically slow down, stop completely, or re-accelerate.

[0039] In such Figure 3B In the example 310 shown, the front radar 104 of the vehicle 102 is covered by an obstruction 312, causing the front radar 104 to be in an unavailable state. The obstruction 312 may be, for example, dust, sewage, ice and snow, or a plastic bag. When the obstruction 312 covers the front radar 104, since the orientation of the front radar 104 is consistent with the driving direction of the vehicle 102, the obstruction 312 may be tightly attached to the front radar 104 and cannot fall off for a period of time. During this period of time, the front radar 104 will not be able to provide data for AEB or ACC, and the display device 110 may display information indicating that the front radar 104 is faulty or unavailable. In some embodiments, in response to the display device 110 receiving an instruction from the driver, the vehicle 102 may be configured to use the data obtained by the front radar and the corner radar to provide AEB or ACC. At this time, if it is determined that the front radar 104 is unavailable, the data of the corner radars 106 and 108 can be used to provide AEB or ACC. In example 310 , the vehicle 102 may use information about the obstacle 120 detected by the corner radar 106 for AEB or ACC.

[0040] However, since the orientation of the corner radars 106 and 108 is different from that of the front radar 104, and the detection range of the corner radars 106 and 108 is usually similar to or smaller than that of the front radar 104, there may be a detection range that the front radar 104 can cover but the corner radars 106 and 108 cannot cover, which results in the functionality of AEB and ACC in the corner radar mode (i.e., using the data obtained by the corner radar for AEB and ACC) being lower than that in the front radar mode (i.e., using the data obtained by the front radar for AEB and ACC). Therefore, in the corner radar mode, the display device 110 may display a prompt message 314 (e.g., "AEB restricted mode is on") to inform the driver that the current AEB or ACC is operating in a restricted mode, in which the functionality of AEB or ACC will be limited. When the driver sees the prompt message 314, the front radar 104 may be checked in time and restored to an available state. When it is determined that the front radar 104 becomes available again, the front radar mode may be switched back from the corner radar mode to the front radar mode.

[0041] In this way, the user can be informed that AEB or ACC is currently in a restricted mode, so that the front radar 104 can be checked and repaired in time. In addition, before the front radar 104 is repaired, the data obtained by the corner radars 106 and 108 can be automatically used to provide AEB or ACC, thereby improving driving safety.

[0042] In some embodiments, the position information of the corner radar obtained includes the distance and direction of the obstacle relative to the corner radar. In some embodiments, in order to continue to provide AEB and ACC, the installation angle of the corner radar, the installation position of the corner radar, and the installation position of the front radar can be obtained. Then, based on the installation angle of the corner radar, the installation position of the corner radar, the installation position of the front radar, and the distance and direction of the obstacle relative to the corner radar, the distance and direction of the obstacle relative to the front radar can be determined. Then, based on the distance and direction of the obstacle relative to the front radar, at least one of the vehicle's AEB or ACC can be controlled.

[0043] Figure 4 A schematic diagram of an example 400 of providing AEB or ACC by converting position information of an obstacle relative to a corner radar into position information of the obstacle relative to a front radar according to some embodiments of the present disclosure is shown. Figure 4As shown, in example 400, the front radar 104 of the vehicle 102 is in an unavailable state, and the corner radar 106 obtains the position information of the obstacle 120, which includes the distance 402 of the obstacle 120 from the corner radar 106 and the angle 404 of the obstacle 120 relative to the corner radar 106, and the angle 404 indicates the direction of the obstacle 120 relative to the corner radar 106. In example 400, the controller 112 may pre-store the installation angle 406 and the installation position of the corner radar 106 (for example, the coordinates of the corner radar 106 in the vehicle coordinate system), and the installation position of the front radar 104 (since the orientation of the front radar 104 is always consistent with the vehicle's forward direction, there is no need to store the installation angle of the front radar 104).

[0044] In example 400 , the controller 112 may calculate a distance 408 from the obstacle 120 to the front radar 104 and an angle 410 of the obstacle 120 relative to the front radar 104 based on an installation angle 406 of the corner radar 104 , an installation position of the corner radar 104 , an installation position of the front radar 104 , a distance 402 from the obstacle 120 to the corner radar 106 , and an angle 404 of the obstacle 120 relative to the corner radar 106 .

[0045] In this way, the position information of the obstacle 120 obtained by the corner radar 106 can be converted into the position information of the obstacle 120 relative to the front radar 104, so that the data obtained by the corner radar 106 can be used for AEB and ACC with minimal changes to the original AEB and ACC algorithms, thereby saving development and maintenance costs.

[0046] It should be noted that the angle 404 of the obstacle 120 relative to the corner radar 106, the mounting angle 406 of the corner radar 106, and the angle 410 of the obstacle relative to the front radar 104 are not limited to Figure 4 For example, the installation angle of the corner radar 106 can also be represented by the angle between the direction of the corner radar 106 and the forward direction of the vehicle 102.

[0047] In some embodiments, the position information of the obstacle relative to the vehicle can be determined based on the position information of the obstacle relative to the corner radar. Then, at least one of AEB and ACC can be controlled based on the position information of the obstacle relative to the vehicle. In some embodiments, in order to determine the position information of the obstacle relative to the vehicle, the installation angle of the corner radar and the installation position of the corner radar can be obtained. Then, based on the distance and direction of the obstacle relative to the corner radar, the coordinates of the obstacle in the corner radar coordinate system are determined. Then, based on the coordinates, the installation angle of the corner radar, and the installation position of the corner radar, the coordinates of the obstacle in the vehicle coordinate system can be determined as the position information of the obstacle relative to the vehicle.

[0048] Figure 5 A schematic diagram of an example 500 of providing AEB or ACC by converting position information of an obstacle relative to a corner radar into position information of the obstacle relative to a vehicle according to some embodiments of the present disclosure is shown. Figure 5 As shown, in example 500, a controller (e.g., Figure 1 The controller 112 in the embodiment may obtain the distance and direction of the obstacle 120 relative to the corner radar 106 (eg, Figure 4 The controller may calculate the coordinates 504 of the obstacle 120 in the coordinate system 502 of the corner radar 106 based on the distance and angle of the obstacle 120 relative to the corner radar 106. After obtaining the coordinates 504, the controller may determine the coordinates 508 of the obstacle 120 in the coordinate system 506 of the vehicle 102 based on the coordinates 504, the installation angle and the installation position of the corner radar 106. For example, the coordinate system 506 of the vehicle 102 may be a coordinate system with the center of the rear axle of the vehicle 102 as the origin. The coordinates 508 may then be used for AEB and ACC of the vehicle 102.

[0049] In this way, the data obtained from the corner radars 106 and 108 and the data obtained from the front radar 104 can all be unified into the coordinate system 506 of the vehicle 102, so that these data have a consistent reference frame, which helps to simplify data processing and algorithm development, better support driving decisions, and improve the accuracy and stability of the system.

[0050] In some embodiments, for the same obstacle, in response to obtaining the position information for the obstacle from the first corner radar of the vehicle, but not obtaining the position information for the obstacle from the second corner radar, the position information of the obstacle obtained by the first corner radar can be used for AEB or ACC. In some embodiments, for the same obstacle, in response to obtaining the first position information for the obstacle from the first corner radar of the vehicle and obtaining the second position information for the obstacle from the second corner radar, the confidence for the first corner radar and the confidence for the second corner radar can be determined. Then, the target position information to be used for AEB or ACC can be determined based on the confidence for the first corner radar and the confidence for the second corner radar. Then, the target position information can be used for AEB or ACC. In some embodiments, in order to determine the confidence for the corner radar, the first confidence and the second confidence can be determined based on the position information of the obstacle obtained by the first corner radar and the position information of the obstacle obtained by the second corner radar. In some embodiments, the distance from the obstacle to the first corner radar included in the position information of the obstacle acquired by the first corner radar may be compared with the distance from the obstacle to the second corner radar included in the position information of the obstacle acquired by the second corner radar. In some embodiments, in response to the distance from the obstacle to the first corner radar being less than the distance from the obstacle to the second corner radar, it is determined that the first confidence level is greater than the second confidence level.

[0051] Figure 6 FIG. 6 is a schematic diagram showing an example 600 of selecting an appropriate corner radar for providing AEB or ACC by determining the confidence of the corner radar according to some embodiments of the present disclosure. Figure 6 As shown, obstacles 602, 604 and 606 appear in front of the vehicle 102, obstacle 602 is within the detection range 116 of the corner radar 106 and outside the detection range 118 of the corner radar 108, obstacle 604 is within the detection ranges 116 and 118 of both corner radars 106 and 108, and obstacle 606 is outside the detection range 116 of the corner radar 106 and within the detection range 118 of the corner radar 108.

[0052] When the front radar 104 is unavailable, the position information about the obstacles 602, 604, and 606 acquired by the corner radars 106 and 108 can be used for AEB and ACC. For obstacle 602, it can be detected by the corner radar 106 but not by the corner radar 108, so the position information about obstacle 602 acquired by the corner radar 106 can be directly used for AEB and ACC. For obstacle 606, it can be detected by the corner radar 108 but not by the corner radar 106, so the position information about obstacle 606 acquired by the corner radar 108 can be directly used for AEB and ACC. For obstacle 604, it can be detected by both the corner radars 106 and 108, and at this time, it can be determined by determining the confidence of the corner radars 106 and 108 whether the position information about obstacle 604 acquired by the corner radar 106 or the position information about obstacle 604 acquired by the corner radar 108 is used for AEB and ACC.

[0053] In example 600, a controller (e.g., Figure 1 The controller 112 in the embodiment may compare the distance 608 from the obstacle 604 to the corner radar 106 obtained by the corner radar 106 with the distance 610 from the obstacle 604 to the corner radar 108 obtained by the corner radar 108. For the millimeter wave radar, as the distance from the obstacle to the radar becomes farther, the accuracy of the detected data may decrease, so it may be determined that the corner radar closer to the obstacle has a higher confidence. Figure 6 As shown, in example 600, the distance 608 from the obstacle 604 to the corner radar 106 is smaller than the distance 610 to the corner radar 108. Therefore, it can be determined that for the position information of the obstacle 604 obtained at this time, the confidence of the corner radar 106 is greater than the confidence of the corner radar 108, so that the position information of the obstacle 604 obtained by the corner radar 106 can be used for AEB and ACC.

[0054] In this way, when using corner radars to provide AEB and ACC, the data accuracy can be improved by comparing the data of multiple corner radars, thereby improving the reliability of AEB and ACC. In addition, multiple corner radars can provide redundancy, that is, when one corner radar cannot detect an obstacle or even fails, the data detected by another corner radar can be used to provide AEB and ACC, thereby improving driving safety.

[0055] It should be noted that although the embodiments of the present disclosure only describe the use of the position information of obstacles obtained by the corner radar for AEB and ACC, other information obtained by the corner radar can also be used for AEB and ACC, such as the speed, size, shape, etc. of the obstacles.

[0056] Figure 71 is a block diagram of an apparatus 700 for controlling a vehicle according to some embodiments of the present disclosure. Figure 7 As shown, the device 700 includes a front radar determination unit 702, which is configured to determine whether the front radar of the vehicle is available. The device 700 also includes a corner radar use unit 704, which is configured to use the corner radar of the vehicle to obtain the position information of the obstacle located in front of the vehicle relative to the corner radar in response to determining that the front radar of the vehicle is not available. In addition, the device 700 also includes a vehicle control unit 706, which is configured to control at least one of the adaptive cruise control or automatic emergency braking of the vehicle based on the position information.

[0057] It can be understood that the device 700 of the present disclosure can achieve at least one of the advantages that can be achieved by the method or process described above. For example, the device 700 can improve the safety of vehicle driving, improve the comfort of the driver, and improve the smoothness of traffic.

[0058] Figure 8 8 is a schematic block diagram of an example device 800 that can be used to implement embodiments of the present disclosure. Figure 1 The display device 110 and the controller 112 shown can be, for example, the device 800. As shown, the device 800 includes a computing unit 801, which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) 802 or computer program instructions loaded from a storage unit 808 into a random access memory (RAM) 803. In the RAM 803, various programs and data required for the operation of the device 800 can also be stored. The computing unit 801, the ROM 802, and the RAM 803 are connected to each other via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0059] A number of components in the device 800 are connected to the I / O interface 805, including: an input unit 806, such as a keyboard, a mouse, etc.; an output unit 807, such as various types of displays, speakers, etc.; a storage unit 808, such as a disk, an optical disk, etc.; and a communication unit 809, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 809 allows the device 800 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0060] The computing unit 801 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 801 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 801 performs the various methods and processes described above, such as method 200. For example, in some embodiments, the method 200 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 808. In some embodiments, part or all of the computer program may be loaded and / or installed on the device 800 via ROM 802 and / or communication unit 809. When the computer program is loaded into RAM 803 and executed by the computing unit 801, one or more steps of the method 200 described above may be performed. Alternatively, in other embodiments, the computing unit 801 may be configured to perform the method 200 in any other appropriate manner (e.g., by means of firmware).

[0061] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip systems (SOCs), load programmable logic devices (CPLDs), and the like.

[0062] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0063] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In addition, although each operation is depicted in a specific order, this should be understood as requiring such operations to be performed in the specific order shown or in a sequential order, or requiring that all illustrated operations should be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, although several specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Certain features described in the context of separate embodiments can also be implemented in a single implementation in combination. On the contrary, the various features described in the context of a single implementation can also be implemented in multiple implementations individually or in any suitable sub-combination.

[0064] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

Claims

1. A method for controlling a vehicle, comprising: determining whether a front radar of the vehicle is available; In response to determining that the front radar of the vehicle is unavailable, using a corner radar of the vehicle to acquire position information of an obstacle located in front of the vehicle relative to the corner radar; and Based on the position information, at least one of adaptive cruise control or automatic emergency braking of the vehicle is controlled.

2. The method according to claim 1, wherein the corner radar is a first corner radar, the position information is first position information, and the method further comprises: determining a first confidence level for the first corner radar and a second confidence level for a second corner radar of the vehicle; Determining target location information based on the first confidence level and the second confidence level; as well as Based on the target position information, at least one of the adaptive cruise control or the automatic emergency braking of the vehicle is controlled.

3. The method of claim 2, wherein determining the first confidence level for the first corner radar and the second confidence level for the second corner radar of the vehicle comprises: using the second corner radar to obtain second position information of the obstacle relative to the second corner radar; as well as The first confidence level and the second confidence level are determined based on the first position information associated with the first corner radar and the second position information associated with the second corner radar.

4. The method of claim 3, wherein the first position information comprises a first distance from the obstacle to the first corner radar, the third position information comprises a second distance from the obstacle to the second corner radar, and determining the first confidence level and the second confidence level comprises: comparing the first distance to the second distance; as well as In response to the first distance being smaller than the second distance, it is determined that the first confidence level is greater than the second confidence level.

5. The method of claim 1 , wherein the position information comprises a first distance and a first direction of the obstacle relative to the corner radar, and controlling at least one of the adaptive cruise control or the automatic emergency braking of the vehicle comprises: Acquire the installation angle of the corner radar, the installation position of the corner radar, and the installation position of the front radar; determining a second distance and a second direction of the obstacle relative to the front radar based on an installation angle of the corner radar, an installation position of the corner radar, an installation position of the front radar, and the first distance and the first direction of the obstacle relative to the corner radar; and Based on the second distance and the second direction, at least one of the adaptive cruise control or the automatic emergency braking of the vehicle is controlled.

6. The method according to claim 1, wherein the position information of the obstacle relative to the corner radar is first position information, and controlling at least one of the adaptive cruise control or the automatic emergency braking of the vehicle comprises: Determining third position information of the obstacle relative to the vehicle based on the first position information; as well as Based on the third position information, at least one of the adaptive cruise control or the automatic emergency braking of the vehicle is controlled.

7. The method of claim 6, wherein the first position information comprises a distance and a direction of the obstacle relative to the corner radar, and determining the third position information of the obstacle relative to the vehicle comprises: Obtaining an installation angle of the corner radar and an installation position of the corner radar; Determine a first coordinate of the obstacle in a corner radar coordinate system based on the distance and the direction of the obstacle relative to the corner radar; as well as Based on the first coordinates, the installation angle of the corner radar, and the installation position of the corner radar, second coordinates of the obstacle in the vehicle coordinate system are determined as the third position information.

8. The method of claim 1 , wherein determining whether the front radar of the vehicle is available comprises: Determining whether the front radar is covered by an obstruction, wherein the obstruction includes at least one of dust, sewage, ice and snow, and a plastic bag; as well as In response to determining that the front radar is covered, the front radar is determined to be unavailable.

9. The method according to claim 1, further comprising: A prompt message is displayed on a display device of the vehicle, wherein the prompt message indicates that a restricted mode of the adaptive cruise control or the automatic emergency brake of the vehicle has been turned on.

10. The method according to claim 1, further comprising: In a case where the corner radar is used to control at least one of the adaptive cruise control or the automatic emergency braking of the vehicle, determining whether the front radar of the vehicle is available; as well as In response to the front radar being available, the front radar is used to control at least one of the adaptive cruise control or the automatic emergency braking of the vehicle.

11. A device for controlling a vehicle, comprising: a front radar determination unit configured to determine whether a front radar of the vehicle is available; a corner radar using unit configured to, in response to determining that the front radar of the vehicle is unavailable, use the corner radar of the vehicle to acquire position information of an obstacle located in front of the vehicle relative to the corner radar; as well as The vehicle control unit is configured to control at least one of adaptive cruise control or automatic emergency braking of the vehicle based on the position information.

12. An electronic device comprising: at least one processor; as well as A memory coupled to the at least one processor and having instructions stored thereon, the instructions, when executed by the at least one processor, causing the apparatus to perform the method according to any one of claims 1-10.

13. A vehicle comprising the electronic device according to claim 12.

14. A computer-readable storage medium having computer-executable instructions stored thereon, wherein the computer-executable instructions are executed by a processor to implement the method according to any one of claims 1 to 10.

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