Vehicle control method, device and equipment for making decisions by referring to historical signal lamps, and medium

Abstract

The invention relates to a vehicle control method, device and equipment with reference to a historical signal lamp decision, and a medium. The method comprises the steps of obtaining a signal lamp state, a last signal lamp decision and a stop line; comparing the first threshold position of the vehicle tail line with the first threshold position of the stop line to determine a current signal lamp decision; performing maintenance on the current signal lamp decision by referring to historical signal lamp decisions; based on the current speed of the vehicle and the first braking deceleration, calculating to obtain a theoretical braking position of the vehicle head; and comparing the theoretical braking position of the vehicle head with a second threshold position of the stop line to determine a current signal lamp decision. According to the method, the current signal lamp decision result is maintained by referring to the historical signal lamp decision, so that the vehicle passing decision is kept coherent and stable, the situation that the front and back passing decisions of the vehicle in the critical state are inconsistent due to single-frame state change is avoided, the influence caused by sensing instability or sensing false detection can be reduced, and the passing risks such as yellow light snatching and red light running are reduced.

Description

Technical Field

[0001] This application relates to the field of autonomous driving control technology, and particularly to a vehicle control method, device, equipment and medium for making decisions with reference to historical traffic lights. Background Art

[0002] In existing vehicle autonomous driving, the vehicle control basically follows the traffic principle of "stop at red lights and go at green lights". However, in actual vehicle control, factors such as vehicle speed, position, and traffic light changes often need to be considered. Therefore, the vehicle traffic decision-making process becomes complex. For example, when there is a countdown or flashing of the green light, the vehicle needs to decelerate in advance to prepare for stopping, adopt a slow braking strategy to avoid sudden braking, and make traffic decisions such as passing when the yellow light is on when crossing the stop line. The existing vehicle decision-making process generally makes vehicle traffic decisions based on a single-frame state (that is, according to a single image collected by a sensor). However, this method has the following problems:

[0003] Due to the existence of a slow braking mechanism in the vehicle, when the traffic light suddenly changes, in order to avoid sudden braking, the vehicle is allowed to pass the stop line or stop partially across the line. However, when the traffic light suddenly changes and the vehicle is near the critical position of the stop line, the vehicle will decelerate and then accelerate to rush through the yellow light; or when the vehicle is at a red or yellow light and crosses the stop line and enters the intersection, the vehicle will repeatedly stop and start; or when the actual braking distance of the vehicle is too long and it crosses the stop line, the vehicle decision will consider that the vehicle has entered the intersection and a red light violation occurs.

[0004] Therefore, the existing vehicle decision-making based on a single-frame state has the problem of unstable decision-making and poor traffic safety. Summary of the Invention

[0005] To overcome the above-mentioned deficiencies of the prior art, this application provides a vehicle control method, device, equipment and medium for making decisions with reference to historical traffic lights, and specifically adopts the following technical solutions:

[0006] A vehicle control method for making decisions with reference to historical traffic lights, the method includes the following steps:

[0007] Obtain the traffic light status, the previous traffic light decision, and the stop line; the traffic light status includes at least a red light status and a yellow light status, and the traffic light decision includes at least a vehicle passing status and a vehicle stopping status;

[0008] Compare the vehicle rear line with the first threshold position of the stop line to determine the current traffic light decision: when the vehicle rear line exceeds the first threshold position, the current traffic light decision is determined as the vehicle passing status; when the vehicle rear line does not exceed the first threshold position, further judgment is made based on the previous traffic light decision;

[0009] When the previous signal light decision is the vehicle stop state, the current signal light decision remains the vehicle stop state; when the previous signal light decision is the vehicle passing state, the vehicle braking stop position is judged.

[0010] Based on the current vehicle speed and the first braking deceleration, the theoretical braking stop position of the vehicle head is calculated; the first braking deceleration is the maximum slow braking deceleration of the vehicle.

[0011] Compare the theoretical braking stop position of the vehicle head with the second threshold position of the stop line to determine the current signal light decision.

[0012] Optionally: The step of comparing the theoretical braking stop position of the vehicle head with the second threshold position of the stop line to determine the current signal light decision includes:

[0013] When the theoretical braking stop position of the vehicle head exceeds the second threshold position, determine the current signal light decision according to the signal light state: when the signal light state is yellow, the current signal light decision is the vehicle passing state; when the signal light state is red, the current signal light decision is the vehicle stop state.

[0014] When the theoretical braking stop position of the vehicle head does not exceed the second threshold position, the current signal light decision is the vehicle stop state.

[0015] By referring to the historical passing decisions, the vehicle signal light decisions can be kept coherent, avoiding inconsistent front and rear decisions of vehicles in the critical state caused by single-frame state changes, thereby reducing the impact of perception misdetection, improving the fault tolerance of the perception results, and enhancing the vehicle passing safety.

[0016] Optionally: When the theoretical braking stop position of the vehicle head does not exceed the second threshold position of the stop line and the signal light state is yellow, judge whether the duration of the yellow light flashing exceeds the first time threshold:

[0017] When the duration of the yellow light flashing exceeds the first time threshold, the final signal light decision changes to the vehicle passing state:

[0018] When the duration of the yellow light flashing does not exceed the first time threshold, the final signal light decision is the vehicle stop state.

[0019] Optionally: When the theoretical braking stop position of the vehicle head does not exceed the second threshold position of the stop line, judge whether the theoretical braking stop position of the vehicle head crosses the stop line:

[0020] When the theoretical braking position of the vehicle head crosses the stop line, slow braking is performed according to the first braking deceleration of the vehicle.

[0021] When the theoretical braking stop position of the vehicle head does not cross the stop line, calculate the optimal braking deceleration of the vehicle based on the distance between the stop line and the vehicle head position, and the vehicle brakes slowly according to the optimal braking deceleration.

[0022] Optionally: The step of calculating the theoretical braking stop position of the vehicle head based on the current vehicle speed and the first braking deceleration includes:

[0023] When judging the theoretical braking stop position of the vehicle head, obtain the current driving position, current vehicle speed and the first braking deceleration of the vehicle;

[0024] Calculate the theoretical braking stop distance of the vehicle according to the current vehicle speed and the first braking deceleration;

[0025] Combine the theoretical braking stop distance of the vehicle and the current driving position to calculate the theoretical braking stop position of the vehicle head when the vehicle stops.

[0026] Optionally: When the theoretical braking stop position of the vehicle head exceeds the second threshold position and the signal light status is red, the vehicle brakes suddenly according to the second braking deceleration, where the second braking deceleration is the maximum braking deceleration of the current vehicle.

[0027] Optionally: When the duration of the yellow light flashing exceeds the first time threshold, set the result of the previous signal light decision as the vehicle stop state.

[0028] In addition, the present application also discloses a vehicle control device that refers to historical signal light decisions. The device includes:

[0029] A status acquisition module for acquiring the signal light status, the previous signal light decision and the stop line; the signal light status includes at least the red light status and the yellow light status, and the signal light decision includes at least the vehicle passing status and the vehicle stop status;

[0030] A tail line position decision module for comparing the vehicle tail line with the first threshold position of the stop line to determine the current signal light decision: when the vehicle tail line exceeds the first threshold position, the current signal light decision is determined as the vehicle passing status; when the vehicle tail line does not exceed the first threshold position, further judge according to the previous signal light decision;

[0031] A historical decision reference module for maintaining the previous signal light decision as the vehicle stop state when the previous signal light decision is the vehicle stop state; when the previous signal light decision is the vehicle passing state, judge the vehicle braking stop position;

[0032] A braking stop position calculation module for calculating the theoretical braking stop position of the vehicle head based on the current vehicle speed and the first braking deceleration; where the first braking deceleration is the maximum slow braking deceleration of the vehicle;

[0033] A braking position decision module, configured to determine a current signal light decision by comparing a theoretical braking position of the vehicle head with a second threshold position of the stop line.

[0034] This application also discloses an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above-mentioned method are implemented.

[0035] This application further discloses a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned method are implemented.

[0036] Beneficial effects

[0037] The technical solution of this application has obtained the following beneficial effects:

[0038] The vehicle control method of this application maintains the current signal light decision result by referring to historical signal light decisions, making the vehicle passing decisions coherent and stable, avoiding inconsistent passing decisions of vehicles in a critical state caused by single-frame state changes, reducing the impact of unstable perception or misdetection of perception, improving the fault tolerance ability of perception results, and reducing passing risks such as running a yellow light and running a red light. In addition, this vehicle control method is fast in calculation and accurate in decision-making, can provide reasonable and stable results for the signal light decision problem of autonomous vehicles, and ensure driving safety. Description of the drawings

[0039] Figure 1 It is a flowchart of a vehicle control method for referring to historical signal light decisions in an embodiment of this application.

[0040] Figure 2 It is a flowchart of a vehicle control method under a yellow light state in an embodiment of this application.

[0041] Figure 3 It is a flowchart of a vehicle control method under a red light state in an embodiment of this application.

[0042] Figure 4 It is a structural diagram of a vehicle control device for referring to historical signal light decisions in an embodiment of this application.

[0043] Figure 5 It is a composition diagram of an electronic device in an embodiment of this application. Detailed implementation manners

[0044] The present application will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present application and should not be used to limit the protection scope of the present application. It should be noted that the following detailed descriptions are all exemplary and are intended to provide further explanations of the present application.

[0045] Currently, autonomous vehicles face many complex and dynamically changing situations in real driving scenarios. The driving speed of vehicles in real scenarios is not constant but continuously adjusted according to road conditions, traffic rules, and the driving states of surrounding vehicles. At the same time, the position of the vehicle is also constantly changing, which is not only reflected in geographical coordinates but also closely related to the relative positions of surrounding traffic facilities and other vehicles. Especially for autonomous vehicles, they need to execute different passing decisions based on traffic light signal changes. Since the colors of traffic lights are also in dynamic change, they may switch according to the normal time sequence, from green to yellow and then to red, or vice versa. Currently, most autonomous vehicles make vehicle passing decisions based on single-frame images. For critical traffic light switching, the traditional single-frame image decision-making method will lead to inconsistent decisions before and after, causing drastic changes in the driving state of the vehicle. Moreover, due to the instability of the perception system, the color of traffic lights may even show abnormal situations of changing multiple times, and this perceptual instability further increases the complexity of autonomous driving decisions. Therefore, the embodiments of the present application maintain the current traffic light decision by referring to historical traffic light decisions, avoiding the inconsistent decisions caused by traditional single-frame image decisions and improving the passing safety of vehicles.

[0046] This embodiment specifically discloses a vehicle control method that refers to historical traffic light decisions. The method includes the following steps:

[0047] First, obtain the traffic light state, the previous traffic light decision, and the stop line; the traffic light state at least includes the red light state and the yellow light state, and the traffic light decision at least includes the vehicle passing state and the vehicle stopping state.

[0048] In this embodiment, the traffic light state can be obtained through vehicle sensors. The vehicle sensors monitor traffic light data in real time and ensure that at least the red light state and the yellow light state can be accurately identified. The previous traffic light decision information is stored in the decision recording unit of the vehicle, and the decision recording unit is updated every time the traffic light decision changes. The position information of the stop line can be obtained by combining methods such as a vehicle positioning system and the vehicle's own shooting probe. By the positioning system providing real-time feedback on the precise position of the vehicle and combining the stop line position data captured by the probe, the relative position relationship between the stop line and the vehicle can be accurately determined.

[0049] In addition, in this embodiment, the vehicle passing state refers to the state that maintains the vehicle's motion trend. For example, when the vehicle is stopped, the vehicle will tend to move from rest; when the vehicle is in a moving state, the vehicle will tend to accelerate or maintain the current speed. The vehicle stop state refers to the state that maintains the vehicle's tendency to stop. For example, when the vehicle is stopped, it will continue to maintain the vehicle in a stationary state; when the vehicle itself is moving, the vehicle will tend to decelerate or stop.

[0050] Secondly, compare the first threshold position between the vehicle's trailing line and the stop line to determine the current signal light decision: when the vehicle's trailing line exceeds the first threshold position, the current signal light decision determines that the vehicle is in a passing state; when the vehicle's trailing line does not exceed the first threshold position, further judgment is made based on the previous signal light decision. It should be noted that in this embodiment, the first threshold position is mainly used to determine whether the vehicle enters the road intersection. Once the vehicle stops at the road intersection, it seriously affects the normal passage of vehicles in the intersecting lanes, and even may cause traffic accidents and threaten personal safety. Once the vehicle enters the road intersection, it needs to pass through the intersection as soon as possible to avoid affecting other vehicles. Therefore, in this embodiment, the vehicle's trailing line is used as the judgment benchmark. When the signal light changes, if the vehicle's trailing line has crossed the first threshold position, the preferred solution is to pass through the current intersection as soon as possible; if the vehicle's trailing line has not crossed the first threshold position, then at this time, it is necessary to further refer to the result of the previous signal light decision to judge whether to decelerate and stop.

[0051] Thirdly, when the previous signal light decision is the vehicle stop state, the current signal light decision remains the vehicle stop state; when the previous signal light decision is the vehicle passing state, the vehicle's braking stop position is judged. It should be understood that in this embodiment, if the previous signal light decision is the vehicle stop state and the vehicle's trailing line does not exceed the first threshold position, the current signal light decision preferentially maintains the decision of the vehicle stop state to decelerate and stop. For example, in the case where the signal light is in the red light state, when it is judged that the vehicle's trailing line has not crossed the first threshold position, since the result of the previous signal light decision of the vehicle is the vehicle stop state, it indicates that the vehicle is already in a decelerating or stopping state. At this time, even if the green light is misdetected briefly, the vehicle will still maintain the decelerating state based on the previous signal light decision and will not accelerate again due to the misdetection of the green light. When the previous signal light decision is the vehicle passing state, but the signal light is in the yellow light or red light state, it indicates that it is at the critical transformation stage of the signal light. At this time, it is necessary to judge whether the vehicle continues to maintain the current driving state according to different signal lights.

[0052] Subsequently, calculate the theoretical braking stop position of the vehicle head based on the current vehicle speed and the first braking deceleration; where the first braking deceleration is the maximum slow braking deceleration of the vehicle. Specifically, the steps of calculating the theoretical braking stop position of the vehicle head in this embodiment include:

[0053] When judging the theoretical braking stop position of the vehicle head, first obtain the current driving position of the vehicle, the current vehicle speed, and the first braking deceleration of the vehicle; generally, the vehicle driving position can be obtained based on the positioning system, and the vehicle speed is obtained based on the vehicle speed sensor. It should be noted that in this embodiment, the gentle braking deceleration of the vehicle refers to that when the vehicle decelerates, the braking force applied can make the vehicle slowly reduce its speed and will not cause obvious jerks to the passengers. Generally, the gentle braking deceleration is set to -2.0m / s 2 <a < -2.5m / s 2 , the maximum gentle braking decelerations of vehicles with different specifications are different, and can be input into the vehicle control system in advance based on vehicle test results.

[0054] Subsequently, calculate the theoretical braking stop distance of the vehicle according to the current vehicle speed and the first braking deceleration; specifically, set S as the theoretical braking stop distance, V as the current vehicle speed, and a as the first braking deceleration, then the theoretical braking stop distance S of the vehicle can be calculated as:

[0055]

[0056] Finally, calculate the theoretical braking stop position of the vehicle head when the vehicle brakes by combining the theoretical braking stop distance of the vehicle and the current driving position. For example, when the yellow light state is detected, at this time the rear line of the vehicle does not exceed the first threshold position of the stop line. According to traffic rules, the vehicle should brake and decelerate at this time. However, since the previous signal light decision was the vehicle passing state, it can be judged that the traffic light has just changed to yellow. At this time, whether the vehicle can pass needs to be judged according to whether the vehicle can brake and stop behind the stop line.

[0057] Finally, compare the theoretical braking stop position of the vehicle head with the second threshold position of the stop line to determine the current signal light decision.

[0058] The specific process of determining the current signal light decision based on the theoretical braking stop position of the vehicle head and the second threshold position of the stop line in this step is as follows:

[0059] When the theoretical braking stop position of the vehicle head exceeds the second threshold position, judge the current signal light decision according to the signal light state: when the signal light state is yellow, the current signal light decision is the vehicle passing state; when the signal light state is red, the current signal light decision is the vehicle stop state;

[0060] When the theoretical braking stop position of the vehicle head does not exceed the second threshold position, the current signal light decision is the vehicle stop state.

[0061] It should be noted that in this embodiment, the second threshold position is generally set at a position a certain distance beyond the stop line, and this position does not affect the traffic of vehicles in the staggered lanes. For example, in the yellow light state (generally, the vehicles in the staggered lanes are still in a stopped state), when it is determined that the theoretical braking stop position of the vehicle exceeds the second threshold position, it indicates that even if the vehicle brakes slowly to stop, it will still exceed the second threshold position, and sudden braking is extremely likely to cause a collision with the vehicle behind. Therefore, in this state, the vehicle does not need to decelerate and can quickly pass through the intersection. In this case, the current signal decision of the vehicle should be the vehicle passing state; if it is determined that the theoretical braking stop position of the vehicle does not exceed the second threshold position, it indicates that the vehicle can stop behind the second threshold position while maintaining a slow braking and decelerating state, and neither this position nor the rear will affect the traffic of vehicles in the staggered lanes. At this time, the current signal decision of the vehicle should be the vehicle stop state.

[0062] It should be noted that when the signal light is in the red light state, regardless of whether the theoretical braking stop position of the vehicle's front end exceeds the second threshold position, the vehicle should stop. This is because in the red light state, other vehicles in the staggered lanes at the intersection have started to pass. If the current vehicle continues to pass through the intersection, it is extremely likely to cause a traffic accident and threaten the safety of the driver or passengers. According to traditional traffic rules, vehicles are not allowed to pass in the red light state. Therefore, when it is determined that the theoretical braking stop position of the vehicle exceeds the second threshold position, it indicates that slow braking at this time cannot meet the parking position requirement. To avoid the actual parking position exceeding the second threshold position, the braking deceleration needs to be increased at this time, that is, the slow braking deceleration is changed to the sudden braking deceleration to prevent the vehicle's parking position from exceeding the second threshold position.

[0063] Therefore, in this embodiment, when the theoretical braking stop position of the vehicle's front end exceeds the second threshold position and the signal light is in the red light state, the vehicle brakes suddenly at the second braking deceleration, where the second braking deceleration is the maximum braking deceleration of the current vehicle.

[0064] The vehicle control method of this embodiment can keep the vehicle signal decisions coherent before and after by referring to historical passing decisions, avoid inconsistent front and rear decisions of vehicles in the critical state due to single-frame state changes, thereby reducing the impact of perception misdetection, improving the fault tolerance of perception results, and improving vehicle traffic safety.

[0065] Furthermore, in this embodiment, generally when the theoretical braking stop position of the vehicle's front end does not exceed the second threshold position of the stop line, the current signal decision is the vehicle stop state. However, in the yellow light state, especially in the long yellow light state (i.e., the yellow light duration is greater than 5 s and above), if the vehicle determines that the theoretical braking stop position of the vehicle's front end does not exceed the second threshold position of the stop line and then stops waiting, it will reduce the traffic efficiency and even cause congestion. Therefore, in this embodiment, when the theoretical braking stop position of the vehicle's front end does not exceed the second threshold position of the stop line and the signal light is in the yellow light state, it will further determine whether the yellow light flashing duration exceeds the first time threshold.

[0066] When the flashing duration of the yellow light exceeds the first time threshold, it indicates that it is in the state of a long yellow light at this time, and the vehicle can pass through the intersection without risk. At this time, the vehicle can continue to pass through the intersection at the current speed. Therefore, the signal light decision that was originally in the vehicle stop state will change to the vehicle passing state at this time. When the flashing duration of the yellow light does not exceed the first time threshold, it indicates that the yellow light is about to turn red, and there is a high risk of continuing to pass. Therefore, the signal light decision remains in the vehicle stop state at this time.

[0067] In addition, in this embodiment, there will be a situation where the signal light changes when the vehicle is at a position far from the stop line. When it is determined that the theoretical braking position of the vehicle head does not exceed the second threshold position of the stop line, if the vehicle brakes at the first braking deceleration, there will be a situation where the actual stop distance of the vehicle from the stop line is relatively far, which is not conducive to the rapid passage of the vehicle. Therefore, in this embodiment, when it is determined that the theoretical braking position of the vehicle head does not exceed the second threshold position of the stop line, it will further determine whether the theoretical braking position of the vehicle head crosses the stop line:

[0068] When the theoretical braking position of the vehicle head crosses the stop line, the vehicle brakes slowly at the first braking deceleration of the vehicle; at this time, the driver or passenger will not have an obvious sense of jerk and discomfort.

[0069] When the theoretical braking position of the vehicle head does not cross the stop line, the optimal braking deceleration of the vehicle is calculated based on the distance between the stop line and the position of the vehicle head, and the vehicle brakes slowly at the optimal braking deceleration. This stage can ensure that the vehicle stops at a position close to the stop line, which is convenient for subsequent rapid passage and improves the traffic efficiency.

[0070] It should also be noted that to ensure traffic safety and avoid critical signal light changes and untimely judgment, when the flashing duration of the yellow light exceeds the first time threshold, the result of the previous signal light decision will be set to the vehicle stop state at the same time. Based on this process, once the signal light changes from yellow to red, and the vehicle determines that the tail line does not cross the first threshold position and the previous signal light decision is the vehicle stop state, the automatic control system of the vehicle will react in time and stop to avoid potential safety hazards caused by running a red light.

[0071] In addition, as shown in combination with Figure 4 This application also discloses a vehicle control device that refers to historical signal light decisions. The device includes:

[0072] A state acquisition module, configured to acquire the signal light state, the previous signal light decision, and the stop line; the signal light state at least includes a red light state and a yellow light state, and the signal light decision at least includes a vehicle passing state and a vehicle stop state;

[0073] The tail line position decision module is used to determine the current signal light decision by comparing the vehicle's tail line with the first threshold position of the stop line: when the vehicle's tail line exceeds the first threshold position, the current signal light decision is determined as the vehicle passing state; when the vehicle's tail line does not exceed the first threshold position, further judgment is made based on the previous signal light decision.

[0074] The historical decision reference module is used to maintain the current signal light decision as the vehicle stop state when the previous signal light decision is the vehicle stop state; when the previous signal light decision is the vehicle passing state, the vehicle braking stop position is judged.

[0075] The braking stop position calculation module is used to calculate the theoretical braking stop position of the vehicle head based on the current vehicle speed and the first braking deceleration; where the first braking deceleration is the maximum gentle braking deceleration of the vehicle.

[0076] The braking stop position decision module is used to determine the current signal light decision by comparing the theoretical braking stop position of the vehicle head with the second threshold position of the stop line.

[0077] The device provided by the embodiment of the present application can achieve Figure 1 each process implemented by the method embodiment. To avoid repetition, it will not be elaborated here.

[0078] As Figure 5 shown, the embodiment of the present application also provides an electronic device, including a processor and a memory, a program or instruction stored on the memory and executable on the processor, and when the program or instruction is executed by the processor, it realizes each process of the method embodiment as shown in Figure 1 and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0079] The embodiment of the present application also provides a readable storage medium, and a program or instruction is stored on the readable storage medium, and when the program or instruction is executed by the processor, it realizes each process of the above-mentioned Figure 1 method embodiment and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0080] The embodiment of the present application also provides a computer program product, including computer instructions, and when the computer instructions are executed by the processor, it realizes each process of the above-mentioned Figure 1 method embodiment and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0081] It should be understood that the "one embodiment" or "an embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the "in one embodiment" or "in an embodiment" that appears 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 order numbers of the above processes do not mean the order of execution, and the order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The serial numbers of the embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0082] It should be noted that in this article, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device including that element.

[0083] In 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 illustrative. For example, the division of the units is only a logical function division, and there can be other division methods in actual implementation. For example, multiple units or components can be combined, or can be integrated into another device, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed with each other can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0084] The units described as separate components above may or may not be physically separated, and the components shown as units may or may not be physical units; they can be located in one place or distributed to multiple network units; some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0085] In addition, each functional unit in the embodiments of the present application can be all integrated in a processing unit, or each unit can be separately used as a unit, or two or more units can be integrated in a unit; the above integrated units can be implemented in the form of hardware, or in the form of a combination of hardware and software functional units.

[0086] Those of ordinary skill in the art can understand that all or part of the steps to implement the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including those of the above method embodiments; and the foregoing storage medium includes: various media such as removable storage devices, read-only memory (ROM), magnetic disks, or optical discs that can store program codes.

[0087] Alternatively, if the above integrated units are implemented in the form of software function modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a device (which can be a terminal or a platform, etc.) to execute all or part of the methods described in the various embodiments of the present application. And the foregoing storage medium includes: various media such as removable storage devices, ROM, magnetic disks, or optical discs that can store program codes.

[0088] The foregoing are only the preferred embodiments of the present application. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present application, several improvements and modifications can be made, and these improvements and modifications should also be regarded as the protection scope of the present application.

Claims

1. A vehicle control method based on historical traffic light decisions, characterized in that: The method comprises the following steps: Acquire the signal light status, the last signal light decision and the stop line; the signal light status includes at least the red light status and the yellow light status, and the signal light decision includes at least the vehicle passing status and the vehicle stopping status; Comparing the vehicle tail line with the first threshold position of the stop line to determine the current signal light decision: when the vehicle tail line exceeds the first threshold position, the current signal light decision is determined as a vehicle passing state; when the vehicle tail line does not exceed the first threshold position, further judgment is made based on the previous signal light decision; When the last signal light decision was that the vehicle was in a stopped state, the current signal light decision is maintained as the vehicle being in a stopped state; when the last signal light decision was that the vehicle was in a passing state, the vehicle brake position is determined; The theoretical braking position of the front of the vehicle is obtained by calculation based on the current vehicle speed and the first braking deceleration, wherein the first braking deceleration is the maximum slow braking deceleration of the vehicle; The current traffic light decision is determined by comparing the theoretical braking position of the vehicle head with the second threshold position of the stop line.

2. The vehicle control method according to claim 1, characterized in that: The step of comparing the theoretical braking position of the vehicle head with the second threshold position of the stop line to determine the current signal light decision includes: When the theoretical braking position of the front of the vehicle exceeds the second threshold position, the current signal light decision is determined according to the signal light state: when the signal light state is yellow, the current signal light decision is the vehicle passing state; when the signal light state is red, the current signal light decision is the vehicle stopping state; When the theoretical braking position of the front of the vehicle does not exceed the second threshold position, the current signal light decision is that the vehicle is in a stopped state.

3. The vehicle control method according to claim 2, characterized in that: When the theoretical braking position of the front of the vehicle does not exceed the second threshold position of the stop line, and the signal light is in yellow light state, it is determined whether the duration of the flashing of the yellow light exceeds the first time threshold: When the duration of the yellow light flashing exceeds the first time threshold, the final signal light decision is changed to the vehicle passing state: When the duration of the flashing of the yellow light does not exceed the first time threshold, the final signal light decision is that the vehicle is in a stopped state.

4. The vehicle control method according to claim 1, characterized in that: When the theoretical braking position of the front of the vehicle does not exceed the second threshold position of the stop line, it is determined whether the theoretical braking position of the front of the vehicle crosses the stop line: When the theoretical braking position of the front of the vehicle crosses the stop line, brake slowly according to the first braking deceleration of the vehicle; When the theoretical braking position of the front of the vehicle does not cross the stop line, the optimal braking deceleration of the vehicle is calculated based on the distance between the stop line and the position of the front of the vehicle, and the vehicle brakes slowly according to the optimal braking deceleration.

5. The vehicle control method according to claim 1, characterized in that: The step of calculating and obtaining the theoretical braking position of the front of the vehicle based on the current vehicle speed and the first braking deceleration comprises: When determining the theoretical braking position of the vehicle head, obtaining the current driving position, current vehicle speed and first braking deceleration of the vehicle; Calculate the theoretical stopping distance of the vehicle according to the current speed of the vehicle and the first braking deceleration; The theoretical braking position of the front of the vehicle when the vehicle brakes is obtained by combining the theoretical braking distance of the vehicle and the current driving position.

6. The vehicle control method according to claim 1, characterized in that: When the theoretical braking position of the front of the vehicle exceeds the second threshold position and the traffic light state is red, the vehicle brakes suddenly according to the second braking deceleration, wherein the second braking deceleration is the maximum braking deceleration of the current vehicle.

7. The vehicle control method according to claim 3, characterized in that: When the duration of the flashing of the yellow light exceeds the first time threshold, the last signal light decision result is set as the vehicle stopping state.

8. A vehicle control device that refers to historical traffic light decisions, characterized in that: The device comprises: A state acquisition module, used to acquire the state of a traffic light, the last traffic light decision and the stop line; the state of the traffic light includes at least a red light state and a yellow light state, and the decision of the traffic light includes at least a vehicle passing state and a vehicle stopping state; A tail line position decision module is used to compare the tail line of the vehicle with the first threshold position of the stop line to determine the current signal light decision: when the tail line of the vehicle exceeds the first threshold position, the current signal light decision is determined as a vehicle passing state; when the tail line of the vehicle does not exceed the first threshold position, further judgment is made based on the previous signal light decision; A historical decision reference module is used to maintain the current signal light decision as the vehicle stopping state when the previous signal light decision was the vehicle stopping state; and to determine the vehicle stopping position when the previous signal light decision was the vehicle passing state; A brake stop position calculation module, used for calculating the theoretical brake stop position of the front of the vehicle based on the current vehicle speed and the first brake deceleration; wherein the first brake deceleration is the maximum slow brake deceleration of the vehicle; The brake position decision module is used to compare the theoretical brake position of the front of the vehicle with the second threshold position of the stop line to determine the current traffic light decision.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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