Vehicle U-turn control method, device and vehicle

Abstract

The application provides a vehicle U-turn control method and device and a vehicle. The application relates to the technical field of automatic driving. When it is determined that a vehicle is in a driving-restricted area and a U-turn triggering condition is met, a target U-turn path and a U-turn inquiry request are generated. In response to a confirmation operation of a user on the U-turn inquiry request, the vehicle is controlled to U-turn according to the target U-turn path. The driving-restricted area refers to an area in which a road width of a current position is less than a preset width and a front area is impassable. The U-turn triggering condition is determined based on at least one of a vehicle speed, a gear shifting frequency and a parking waiting time. The method is used to reduce U-turn time and complexity and improve U-turn efficiency of the vehicle in the driving-restricted area.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a vehicle turning control method, device and vehicle. Background Technology

[0002] During daily driving, drivers inevitably encounter situations where, due to navigation guidance, unfamiliarity with routes, or impromptu needs, they mistakenly enter dead-end passages within old residential areas, narrow, impassable rural roads, or dead-end areas in underground parking garages—areas with complex traffic conditions and extremely limited space. How to enable vehicles to safely turn around in these restricted areas to help drivers escape difficult situations is a pressing technical problem that needs to be solved.

[0003] In related technologies, the ability to make a U-turn in a restricted area is typically determined by the driver's experience, and the vehicle is then controlled to complete the U-turn based on the assessment. However, this experience-based approach often requires the driver to adjust the vehicle's position multiple times within the restricted area to ensure a safe U-turn, which can lead to a prolonged U-turn process and reduce overall driving efficiency. Summary of the Invention

[0004] This application provides a vehicle U-turn control method, device, and vehicle to reduce the time spent making U-turns in restricted driving areas and improve overall driving efficiency.

[0005] In a first aspect, this application provides a vehicle U-turn control method, the method comprising:

[0006] When it is determined that the vehicle is in a restricted driving area and the U-turn triggering condition is met, a target U-turn path and a U-turn inquiry request are generated. The restricted driving area refers to an area where the road width at the current location is less than the preset width and the road ahead is impassable. The U-turn triggering condition is determined based on at least one of the vehicle speed, number of gear shifts, and parking waiting time.

[0007] In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around according to the target U-turn path.

[0008] In one possible implementation, the step of generating a target U-turn path and a U-turn inquiry request when it is determined that the vehicle is in a restricted driving area and the U-turn triggering conditions are met includes:

[0009] When it is determined that the vehicle is in a restricted driving area and meets the conditions for triggering a U-turn, the feasibility of the U-turn is determined based on the real-time acquired information about the vehicle's surrounding environment and the vehicle's own status.

[0010] After confirming that a U-turn is feasible, generate the target U-turn path;

[0011] After generating the target U-turn path, the U-turn query request is generated.

[0012] In one possible implementation, generating the target U-turn path includes:

[0013] The initial U-turn path is displayed in the vehicle's visualization interface, and the initial U-turn path includes the final pose of the vehicle after the U-turn is completed.

[0014] In response to the user-selected desired pose, the initial U-turn path is adjusted so that the final pose matches the desired pose, thereby obtaining the target U-turn path.

[0015] In one possible implementation, controlling the vehicle to turn around according to the target turning-around path in response to the user's confirmation operation of the turning-around inquiry request includes:

[0016] The U-turn inquiry request pops up on the vehicle's visual interface, and / or the U-turn inquiry request is broadcast via a voice broadcast device;

[0017] In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around according to the target U-turn path; the confirmation operation includes selecting a confirmation control or the user inputting a voice U-turn command.

[0018] In one possible implementation, the method further includes:

[0019] Based on the driving style selected by the user, determine the U-turn parameters corresponding to the driving style;

[0020] Accordingly, the step of controlling the vehicle to turn around according to the target turning-around path in response to the user's confirmation operation of the turning-around inquiry request includes:

[0021] In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around based on the target U-turn path and the U-turn parameters.

[0022] In one possible implementation, the method further includes: if it is detected that the user has taken over the vehicle during the U-turn, then the U-turn is paused and a pause U-turn notification is displayed on the vehicle's visual interface, and / or the pause U-turn notification is broadcast via a voice broadcast device, the pause U-turn notification including a continue U-turn option.

[0023] In response to the user's confirmation of the "continue U-turn" option, the vehicle continues to turn around according to the target U-turn path; the confirmation of "continue" includes selecting the "confirm continue" control or the user inputting a voice confirmation command to continue.

[0024] In one possible implementation, the method further includes:

[0025] During the vehicle's U-turn, the presence of obstacles on the target U-turn path is determined based on real-time acquired information about the vehicle's surrounding environment.

[0026] If it is determined that there is an obstacle on the target U-turn path, the target U-turn path is adjusted according to the relative positional relationship between the obstacle and the vehicle to obtain a new target U-turn path;

[0027] The vehicle is controlled to turn around according to the new target turning path.

[0028] In one possible implementation, the U-turn trigger condition includes at least one of the following conditions:

[0029] The vehicle's parking waiting time is greater than or equal to a first preset time;

[0030] The number of gear shifts of the vehicle within the second preset time period is greater than or equal to the preset number;

[0031] The vehicle's own speed is less than or equal to the preset speed.

[0032] Secondly, this application provides a vehicle U-turn control device, the device comprising:

[0033] The first processing module is used to generate a target U-turn path and a U-turn inquiry request when it is determined that the vehicle is in a restricted driving area and the U-turn triggering condition is met. The restricted driving area refers to an area where the road width at the current location is less than a preset width and the road ahead is impassable. The U-turn triggering condition is determined based on at least one of the vehicle speed, number of gear shifts, and parking waiting time.

[0034] The second processing module is used to respond to the user's confirmation operation of the U-turn inquiry request and control the vehicle to turn around according to the target U-turn path.

[0035] Thirdly, this application provides an electronic device, including: a processor and a memory;

[0036] The memory stores computer-executed instructions;

[0037] The processor executes computer execution instructions stored in the memory to implement the method as described in any of the first aspects.

[0038] Fourthly, this application provides a vehicle, including: a vehicle body; and electronic equipment as described in the third aspect.

[0039] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any of the first aspects.

[0040] In a sixth aspect, this application provides a computer program product, including a computer program that, when executed by a processor, implements the method described in any of the first aspects.

[0041] This application provides a vehicle U-turn control method, device, and vehicle. The method includes generating a target U-turn path and a U-turn query request when it is determined that the vehicle is in a restricted driving area and meets the U-turn triggering conditions; in response to a user's confirmation of the U-turn query request, controlling the vehicle to make a U-turn according to the target U-turn path. The vehicle can quickly perform an automatic U-turn within the restricted driving area upon user confirmation, thereby reducing the time required for a U-turn and improving overall driving efficiency. Attached Figure Description

[0042] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0043] Figure 1 A schematic diagram illustrating the application scenarios provided in the embodiments of this application;

[0044] Figure 2 A flowchart illustrating an embodiment of the vehicle U-turn control method provided in this application;

[0045] Figure 3 A flowchart illustrating Embodiment 2 of the vehicle U-turn control method provided in this application;

[0046] Figure 4 A visual interface diagram is provided for the embodiments of this application;

[0047] Figure 5 A flowchart illustrating Embodiment 3 of the vehicle U-turn control method provided in this application;

[0048] Figure 6 A flowchart illustrating Embodiment 4 of the vehicle U-turn control method provided in this application;

[0049] Figure 7 A flowchart illustrating Embodiment 5 of the vehicle U-turn control method provided in this application;

[0050] Figure 8 This application provides a schematic diagram of a U-turn path.

[0051] Figure 9 This is a schematic diagram of another U-turn path provided in an embodiment of this application;

[0052] Figure 10 This is a schematic diagram illustrating the process of triggering a vehicle U-turn as provided in an embodiment of this application.

[0053] Figure 11 This is a schematic diagram of the vehicle turning control device provided in the embodiments of this application;

[0054] Figure 12 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application;

[0055] Figure 13 This is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0056] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0057] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0058] Figure 1 This is a schematic diagram illustrating an application scenario provided in an embodiment of this application. Please refer to [link / reference]. Figure 1 If a vehicle accidentally enters a restricted driving area, it can make a U-turn to change its direction and drive out of the restricted area, thus getting out of trouble.

[0059] In related technologies, after a vehicle enters a restricted driving area, the system typically relies on the driver's experience to determine whether a U-turn is possible within the restricted area, and then controls the vehicle to complete the turn based on that determination. However, due to varying levels of driving experience, this experience-based approach often requires multiple adjustments to the vehicle's position within the restricted driving area during the U-turn to avoid collisions with obstacles and ensure a smooth maneuver. This results in a prolonged U-turn process, reducing overall driving efficiency.

[0060] To address the aforementioned problems, the inventors considered leveraging the vehicle's existing autonomous driving capabilities to actively perceive and assess the current environment, enabling the vehicle to make a U-turn and escape from restricted driving areas within a short timeframe. Based on this, after numerous experiments, the inventors discovered that when the vehicle is confirmed to be in a restricted driving area and the U-turn triggering conditions are met, a target U-turn path and a U-turn inquiry request can be generated. Once the user confirms the U-turn inquiry request, the vehicle can be controlled to make a U-turn based on the target U-turn path. The restricted driving area refers to a region where the road width is less than a preset width and the road ahead is impassable. The U-turn triggering conditions are determined based on at least one of the following: vehicle speed, number of gear shifts, and waiting time. In this process, the vehicle can efficiently and automatically make a U-turn within the restricted driving area based on the user's confirmation, reducing the time spent on the U-turn process and improving the vehicle's autonomous response capabilities in complex environments. Therefore, this application proposes a vehicle U-turn control method aimed at improving the ability of autonomous driving technology to escape from restricted driving areas, thereby enhancing overall driving efficiency.

[0061] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings. The executing subject of the method embodiments of this application can be an electronic device or a vehicle turning control device installed in an electronic device. The vehicle turning control device can be implemented by software or by a combination of software and hardware. The vehicle turning control device can be a processor in an electronic device. For ease of understanding, the technical solution of this application will be described below using an electronic device as an example.

[0062] Figure 2 This is a flowchart illustrating an embodiment of the vehicle U-turn control method provided in this application. Please refer to... Figure 2 The method includes:

[0063] S201. When it is determined that the vehicle is in a restricted driving area and the conditions for U-turn are met, generate the target U-turn path and the U-turn inquiry request.

[0064] In this step, the electronic device can acquire real-time information about the vehicle's surrounding environment and its own vehicle status while the vehicle is in motion. Based on the surrounding environment information, it determines whether the vehicle is in a restricted driving area. Based on the vehicle's own vehicle status, it determines whether the U-turn triggering conditions are met. If the vehicle is determined to be in a restricted driving area and the U-turn triggering conditions are met, a target U-turn path and a U-turn query request are generated. The restricted driving area refers to an area where the road width at the current location is less than a preset width and the road ahead is impassable. The U-turn triggering conditions are determined based on at least one of the following: vehicle speed, number of gear shifts, and waiting time.

[0065] Optionally, environmental information about the vehicle's surroundings can be obtained through environmental sensing devices installed in the vehicle. These sensing devices may include, but are not limited to, radar, cameras, and lidar.

[0066] For restricted driving areas, scenarios include, but are not limited to, the following: garages for parking vehicles; dead-end areas without parking spaces; dead-end passages within old residential areas; or narrow, impassable roads in rural areas. The common characteristic of these scenarios is that the road width at the vehicle's current location is less than a preset width, and there is no passage ahead. The preset width can be set according to actual needs. For example, the preset width can be the length of the vehicle. Exemplarily, the vehicle can identify its surroundings based on environmental information. For instance, the vehicle can have a built-in environmental perception model to identify the location of obstacles, their distance from the vehicle, lane line positions, lane width, and other information in the environment, thereby determining whether the vehicle is in a restricted driving area.

[0067] Optionally, the U-turn trigger condition includes at least one of the following conditions:

[0068] Condition 1: The vehicle's parking waiting time is greater than or equal to the first preset time;

[0069] When a vehicle encounters a restricted area and the driver is unsure how to extricate themselves, they will typically remain stopped for an extended period. Therefore, the duration of the stop can be used to determine whether the vehicle meets the conditions for a U-turn. Optionally, the waiting time can be calculated using an internal clock or counter in an electronic device. The timer starts counting when the vehicle comes to a complete stop or the brake is fully depressed to determine the waiting time.

[0070] For example, if the first preset duration is 3 minutes (min), then the vehicle can be determined to meet the U-turn trigger condition when the vehicle's parking waiting time is 3.5 minutes.

[0071] Condition 2: The number of gear shifts by the vehicle within the second preset time period is greater than or equal to the preset number;

[0072] When a vehicle encounters a restricted area, it typically shifts gears multiple times to escape. However, too many gear shifts in a short period suggest the driver may be struggling to get out of the predicament. Therefore, the number of gear shifts within a short timeframe can be used to determine if the vehicle meets the conditions for a U-turn. Optionally, the number of gear shifts within a second preset time period can be obtained from the vehicle's Transmission Control Unit (TCU). The TCU monitors and records the number and timing of gear shifts. By communicating with electronic devices, the electronic devices can obtain the number of gear shifts within the second preset time period.

[0073] For example, if the second preset duration is 5 minutes and the preset number of times is 5, then the vehicle can be determined to meet the U-turn trigger condition based on the fact that the vehicle shifts gears 6 times within 5 minutes, which is greater than the preset number of times of 5.

[0074] Condition 3: The vehicle's own speed is less than or equal to the preset speed.

[0075] When a vehicle encounters a restricted area, it typically maintains a low speed to better observe its surroundings and safely exit the area. Therefore, vehicle speed can be used to determine whether the vehicle meets the conditions for a U-turn. Optionally, the vehicle's speed can be obtained in real time using a speed sensor installed on the vehicle.

[0076] For example, if the preset speed is 10 km / h, then if the vehicle's own speed is 3 km / h, which is less than the preset speed of 10 km / h, it can be determined that the vehicle meets the conditions for triggering a U-turn.

[0077] It should be noted that the vehicle's autonomous status can include basic driving information and behavior pattern information. Basic driving information can include the vehicle's speed; behavior pattern information can include the vehicle's waiting time and the number of gear shifts within a preset time period.

[0078] The target U-turn path refers to a collision-free feasible trajectory generated by the vehicle during its journey, based on real-time acquired information about its surrounding environment and its own vehicle status, when the vehicle is determined to be in a restricted driving area and meets the U-turn triggering conditions. This allows for U-turns to be achieved through autonomous driving, eliminating the need for multiple adjustments to the vehicle's position based on the user's driving experience.

[0079] In practice, electronic devices can determine the feasibility of a U-turn based on the vehicle's surrounding environment and its own status, with relatively low computing power and frequency. If a U-turn is supported, a target U-turn path can be planned to ensure the existence of a solution. During the feasibility assessment, environmental sensing devices continuously collect information about the vehicle's surrounding environment and simultaneously acquire the vehicle's status. The electronic devices can integrate and process this information, considering the vehicle's surrounding environment and status, and output a feasibility assessment result based on a multi-dimensional weighted evaluation of space adequacy, no collision risk, and regulatory compliance. This result can indicate whether a U-turn is permissible or not.

[0080] The "U-turn request" refers to proactively providing the user with an option to turn around and escape the predicament after generating the target U-turn path.

[0081] For example, electronic devices can generate a target U-turn path and a U-turn query request based on the vehicle being in a dead-end passage within an old residential area and the vehicle's waiting time being longer than 3 minutes.

[0082] S202, In response to the user's confirmation of the U-turn inquiry request, control the vehicle to turn around according to the target U-turn path.

[0083] In this step, the electronic device can respond to the user's confirmation of the U-turn request and control the vehicle to make a U-turn according to the pre-generated target U-turn path.

[0084] In one specific implementation, a U-turn inquiry request can be popped up on the vehicle's visual interface, and / or, a U-turn inquiry request can be broadcast via a voice broadcast device; in response to the user's confirmation operation of the U-turn inquiry request, the vehicle is controlled to make a U-turn according to the target U-turn path; wherein, the confirmation operation includes selecting a confirmation control or the user inputting a voice U-turn command.

[0085] Optionally, the visual interface may include one of the vehicle's central control screen, instrument panel, or head-up display; the voice broadcast device may be a speaker installed in the vehicle.

[0086] For example, a U-turn request can pop up on the vehicle's central control screen, responding to the user's selection of a confirmation control on the screen, or the user's voice input of "Confirm U-turn," controlling the vehicle to make the U-turn based on the target U-turn path. The confirmation control provides the user with an intuitive and convenient way to confirm the U-turn operation. The confirmation control can be designed as a button or touch area, usually labeled "Confirm" or similar text, so that the user can easily identify and operate it.

[0087] For example, a U-turn request can be broadcast through the vehicle's speakers; in response to the user's selection of a confirmation control on the central control screen, or the user's voice input of "confirm U-turn," the vehicle can be controlled to make a U-turn based on the target U-turn path. This confirmation control can be generated on the central control screen simultaneously with the U-turn request broadcast through the speakers.

[0088] In this embodiment, when it is determined that the vehicle is in a restricted driving area and meets the U-turn triggering conditions, a target U-turn path and a U-turn inquiry request can be generated. After the user confirms the U-turn inquiry request, a U-turn operation can be performed according to the target U-turn path. In the above process, an environmental feasibility analysis can be completed before the target U-turn path is generated, avoiding the shortcomings of the traditional "execute first, correct later" approach based on driving experience, shortening the U-turn process time, and improving overall driving efficiency.

[0089] Furthermore, the vehicle U-turn control method provided in this application not only proactively offers users the option to turn around, but also ensures that the feasibility of the U-turn operation has been comprehensively evaluated based on real-time perception data and the vehicle's own status before offering the option. This process includes real-time monitoring of the vehicle's surrounding environment and evaluation of the vehicle's status, thereby guaranteeing the existence of a target U-turn path planning solution. This pre-judgment mechanism effectively avoids situations where the user selects the U-turn function but a feasible path cannot be generated.

[0090] exist Figure 2 Based on the illustrated embodiment, the following, in conjunction with Figure 3 The above-mentioned vehicle U-turn control method will be explained in further detail.

[0091] Figure 3 This is a flowchart illustrating Embodiment 2 of the vehicle U-turn control method provided in this application. Please refer to... Figure 3 The method includes:

[0092] S301. When it is determined that the vehicle is in a restricted driving area and the conditions for U-turn are met, the feasibility of U-turn is determined based on the real-time acquired information about the vehicle's surrounding environment and the vehicle's own status.

[0093] In this step, when the electronic device determines that the vehicle is in a restricted driving area based on the real-time acquired information about the vehicle's surrounding environment and determines that the conditions for triggering a U-turn are met based on the real-time acquired information about the vehicle's own status, it can judge the feasibility of the U-turn based on the real-time acquired information about the vehicle's surrounding environment and the vehicle's own status.

[0094] Optionally, the vehicle's surrounding environment information may include, but is not limited to, road width, obstacle locations, construction signs, road slope, road curvature, lane line type, intersection signs, and the geometry of available U-turn areas.

[0095] Optionally, the basic driving information involved in the vehicle's autonomous driving status may also include the vehicle's current location, vehicle acceleration, steering angle, minimum turning radius, vehicle size, and vehicle load information; behavioral pattern information may also include the vehicle's driving time and historical driving trajectory.

[0096] For example, in the process of determining the feasibility of a U-turn, electronic devices can integrate and process information about the vehicle's surrounding environment and its own status. First, based on lane lines and traffic signs (including construction signs and intersection signs), it determines whether traffic regulations permit a U-turn. If permitted, a local high-precision map is further constructed, and the theoretical minimum required U-turn space is calculated and compared with the real-time identified actual available space. Finally, based on a multi-dimensional weighted evaluation of space adequacy, no collision risk, and regulatory compliance, a U-turn feasibility judgment result is output, which may indicate that a U-turn is permissible or not.

[0097] In other embodiments, the vehicle's electronic equipment may have a built-in artificial intelligence model for assessing the feasibility of a U-turn. This model is trained using pre-collected training data and can infer and output a judgment result on the feasibility of a U-turn based on the input information about the vehicle's surrounding environment and the vehicle's status.

[0098] It should be noted that if the vehicle is determined to be in a restricted driving area based on real-time acquired information about the vehicle's surrounding environment, and / or the vehicle's real-time acquired status determines that the conditions for triggering a U-turn are met, but U-turns are not supported, then the generation of the target U-turn path can be abandoned.

[0099] S302. After confirming that a U-turn is feasible, generate the target U-turn path.

[0100] In this step, after determining that a U-turn is feasible, a path planning algorithm or a trained artificial intelligence model can be used to generate the target U-turn path based on real-time acquired information about the vehicle's surrounding environment and its own status. The path planning algorithm can be the A* algorithm, the fast random tree algorithm, the dynamic window method, or a genetic algorithm.

[0101] For example, after determining that a U-turn is feasible, the electronic device can use the A* algorithm to generate a target U-turn path based on the current road width of 2m, the presence of traffic cones 2m in front of the vehicle, and the vehicle speed of 3km / h.

[0102] S303. After generating the target U-turn path, generate a U-turn query request.

[0103] For example, generating a target U-turn path may include: displaying an initial U-turn path in the vehicle's visualization interface, the initial U-turn path including the final pose of the vehicle after the U-turn is completed; and adjusting the initial U-turn path in response to the user's selected desired pose so that the final pose matches the desired pose, thereby obtaining the target U-turn path.

[0104] In one alternative implementation, the user can specify the desired position of the vehicle through a visual interface. For example, a "target parking space frame" can be displayed on the central control screen, representing the desired position and direction of the vehicle after a U-turn; the user can set the final parking position of the vehicle by dragging. The dragging operation can include translation (position adjustment) and rotation (direction adjustment).

[0105] In another alternative implementation, users can achieve preference guidance by setting a fuzzy target area and orientation range to obtain the vehicle's desired pose. For example, users can select the termination area (e.g., 4m×6m) after the vehicle turns around on the central control screen and set a heading tolerance angle (e.g., ±25°). Based on the potential field method, the fuzzy constraints are transformed into planning weights. An attractive potential field is generated at the center of the selected area, and a repulsive force field is constructed at the heading tolerance boundary. The potential field-driven path planning algorithm is then integrated to make the desired pose automatically converge to the range set by the user.

[0106] During path planning, if the user selects a desired pose and adjusts the vehicle's final pose after a U-turn, the electronic equipment will try to match the final pose with the desired pose, but not necessarily perfectly. Specifically, the path planning algorithm can adjust the final pose after a U-turn based on real-time acquired information about the vehicle's surrounding environment and its own vehicle status, to get as close as possible to the user's desired location. In this process, it is not required that the desired pose be feasible in all situations or completely avoid collisions with obstacles; rather, the goal is to find a safe and feasible trajectory that best meets the user's intent.

[0107] Furthermore, if the user does not make any adjustments to the initial U-turn path, the initial U-turn path will be used directly as the target U-turn path.

[0108] S304. A U-turn inquiry request will pop up on the vehicle's visual interface, and / or, the U-turn inquiry request will be broadcast via a voice broadcast device.

[0109] Figure 4 A visual interface diagram is provided for the embodiments of this application. Please refer to... Figure 4 The visual interface can be the vehicle's central control screen. A U-turn request can pop up on the central control screen, displaying options for whether to make a U-turn, control 1, and control 2. Control 1 is the confirmation control, and control 2 is the cancellation control.

[0110] S305. In response to the user's confirmation of the U-turn request, control the vehicle to turn around according to the target U-turn path.

[0111] The confirmation operation includes selecting the confirmation control or the user inputting a voice command to turn around.

[0112] For example, the vehicle can turn around according to the target turning path in response to the selection of the confirmation control (control 1) or in response to the user's voice command to "confirm turn around".

[0113] In one alternative implementation, after the user confirms the U-turn request, it is also necessary to confirm that the vehicle's brake has been released. Whether the user has released the brake can be used to assess the user's intention. If the vehicle's brake is not released after the user selects the U-turn request, it can be determined that the user does not want the vehicle to make a U-turn at this time. Therefore, the U-turn operation can be abandoned, or the user can be prompted to release the brake before making the U-turn via voice or text.

[0114] In this embodiment, when it is determined that the vehicle is located in a restricted driving area and meets the conditions for a U-turn, the feasibility of a U-turn can be determined based on real-time acquired information about the vehicle's surrounding environment and its own vehicle status. After determining that a U-turn is feasible, a target U-turn path is generated. After generating the target U-turn path, a U-turn inquiry request can be generated, which can be displayed on the vehicle's visual interface and / or broadcast via a voice announcement device. If the user confirms the U-turn inquiry request, the vehicle can perform a U-turn operation according to the target U-turn path. In the above process, the feasibility analysis of a U-turn in a restricted driving area can be performed directly based on the vehicle's surrounding environment information and its own vehicle status, without the user's awareness, making the U-turn decision-making process faster and more efficient.

[0115] Furthermore, the vehicle U-turn control method provided in this application can reduce unnecessary U-turns or dangerous operations caused by human error through automatically generated target U-turn paths and user confirmation mechanisms, thereby improving the safety and efficiency of vehicle U-turns. In addition, this method also supports users in selecting their desired position after the U-turn, enabling the vehicle to more accurately meet the user's driving needs and enhancing the user experience.

[0116] Figure 5 This is a flowchart illustrating Embodiment 3 of the vehicle U-turn control method provided in this application. Please refer to... Figure 5 The method includes:

[0117] S501. When it is determined that the vehicle is in a restricted driving area and the conditions for U-turn are met, generate the target U-turn path and the U-turn inquiry request.

[0118] For example, while the vehicle is in motion, the electronic device can generate a target U-turn path and a U-turn query request based on the fact that the vehicle is on a narrow, impassable road in a rural area and that the number of gear shifts within a second preset time period of 5 minutes is 6, which is greater than the preset number of 5.

[0119] S502. Determine the U-turn parameters corresponding to the driving style selected by the user.

[0120] In this step, the turning parameters corresponding to the user's selected driving style can be determined. These turning parameters are those that affect the vehicle's position and posture during the turning process, and may include at least one of the following: maximum turning speed, maximum acceleration, and minimum distance between the vehicle and obstacles. Driving style refers to the behavioral characteristics of the vehicle system while driving, reflected in the vehicle system's response to inputs and the overall vehicle response during driving. Driving styles may include at least aggressive, conservative, and stable styles.

[0121] Aggressive style is a control mode that prioritizes reducing travel time and has a high tolerance for driving comfort and fuel economy. Drivers / vehicle systems with an aggressive style typically pursue maximum speed and efficiency when making U-turns, usually without significant deceleration, and may even enter the U-turn area with a certain initial speed (e.g., 10-20 km / h). The steering wheel is turned rapidly and sharply, attempting to shorten the U-turn time through speed and quick return to center.

[0122] The conservative style prioritizes safety and ride comfort above all else, even at the expense of traffic efficiency. Drivers / vehicles with a conservative style typically slow down before making a U-turn, bringing the vehicle to a near standstill (e.g., reducing speed to 2-5 km / h) before cautiously proceeding with the turn. Steering wheel movements are extremely slow and gentle, aiming for a smooth U-turn with minimal lateral acceleration and body roll.

[0123] The Stable Style is a control mode that seeks the optimal balance between safety, comfort, and traffic efficiency. When making a U-turn, the driver / vehicle system with a Stable Style can perform precise and smooth anticipatory deceleration, controlling the initial speed into the curve within a reasonable range (e.g., 5-10 km / h), ensuring both efficiency and leeway. The steering wheel turns smoothly and linearly at just the right rate, combined with coordinated throttle and brake inputs, allowing the vehicle to navigate the apex of the curve with a stable and efficient posture. Body roll is effectively suppressed, ultimately completing the entire U-turn swiftly and reliably without sacrificing excessive comfort.

[0124] In one optional implementation, the electronic device may pre-store style configuration information for multiple driving styles. Each style configuration information may include a driving style and the corresponding U-turn parameters. After the user selects a driving style, the U-turn parameters can be obtained based on the style configuration information corresponding to that driving style.

[0125] Optionally, users can select different driving styles via voice input, steering wheel buttons, or style controls provided by the visual interface. For example, the central control screen can display different style control options, such as "aggressive," "conservative," and "stable," and users can select the desired style control by clicking or rotating it to choose a driving style that suits their personal preferences.

[0126] For example, style configuration information 1 includes an aggressive style and the corresponding U-turn parameters. After the user clicks the "aggressive" style control on the central control screen, the U-turn parameters can be obtained according to the style configuration information 1 corresponding to the aggressive style. The U-turn parameters may include the vehicle's maximum U-turn speed of 8km / h, maximum acceleration of 2m / s², and minimum distance between the vehicle and obstacles of 0.2m.

[0127] In one optional implementation, after a user selects a driving style, the corresponding style configuration information can be displayed on a visual interface. The user can adjust the U-turn parameters in the style configuration information according to actual needs, such as comfort requirements and / or safety requirements. For example, style configuration information 1 includes an aggressive style and the corresponding U-turn parameters. After the user selects an aggressive style, the style configuration information 1 corresponding to the aggressive style can be displayed on the central control screen. The user can adjust the maximum U-turn speed of the vehicle to 6 km / h and the minimum distance between the vehicle and obstacles from 0.2m to 0.3m according to actual needs.

[0128] S503: In response to the user's confirmation of the U-turn query request, control the vehicle to turn around based on the target U-turn path and the U-turn parameters.

[0129] In this step, in response to the user's confirmation of the U-turn request, the vehicle can be controlled to perform a U-turn operation based on the pre-generated target U-turn path and the obtained U-turn parameters.

[0130] For example, in response to a user selecting the confirmation control for a U-turn request, the system can execute the target U-turn path according to aggressive U-turn parameters. During the U-turn, the vehicle speed can be maintained below 8 km / h to ensure it remains within a safe range. Simultaneously, the vehicle's acceleration and deceleration will be controlled, with a maximum acceleration not exceeding 2 m / s², to provide smooth speed changes. Furthermore, it can ensure that the distance between the vehicle and any obstacles is always at least 0.2 m to avoid collision risks.

[0131] In this embodiment, when it is determined that the vehicle is in a restricted driving area and meets the U-turn triggering conditions, a target U-turn path and a U-turn inquiry request can be generated. Subsequently, U-turn parameters corresponding to the user's selected driving style can be determined. After the user confirms the U-turn inquiry request, the vehicle can be controlled to complete the U-turn based on the target U-turn path and U-turn parameters. In the above process, U-turn parameters matching the user's selected driving style can be determined, thereby controlling the vehicle to complete the U-turn and providing a personalized U-turn experience to meet the driving preferences of different users.

[0132] Figure 6 This is a flowchart illustrating Embodiment 4 of the vehicle U-turn control method provided in this application. Please refer to... Figure 6 Based on any of the above embodiments, the method may further include:

[0133] S601. If, during the vehicle's U-turn, it is detected that the user has taken over the vehicle, the U-turn will be paused, and a pause U-turn notification will pop up on the vehicle's visual interface, and / or, the pause U-turn notification will be broadcast via a voice broadcast device, the pause U-turn notification including the option to continue U-turn.

[0134] In this step, if the user takes over the vehicle while it is making an autonomous U-turn according to the target U-turn path, the autonomous U-turn can be paused. A pause U-turn notification can be displayed on the vehicle's visual interface, and / or the pause U-turn notification can be broadcast via a voice broadcast device. The notification may include an option to continue the U-turn.

[0135] Optionally, user takeover of the vehicle can include the following: controlling the steering wheel, pressing the brake pedal, pressing the accelerator, using the turn signal, and inputting a voice command to take over the vehicle. Control operations can include touching the steering wheel or actively gripping and turning the steering wheel.

[0136] Optionally, the pause U-turn notification may include, in addition to the option to continue U-turn, an option to terminate U-turn, and / or a manual U-turn option.

[0137] For example, when making an autonomous U-turn based on the target U-turn path, if the system detects that the user has touched the steering wheel, it can pause the autonomous U-turn and display a pause U-turn notification on the vehicle's central control screen. The pause U-turn notification includes options to continue the U-turn and to terminate the automatic U-turn.

[0138] S602, in response to the user's confirmation of the option to continue turning around, continue to control the vehicle to turn around according to the target turning around path.

[0139] In this step, the electronic device can respond to the user's confirmation of the "continue U-turn" option and control the vehicle to continue the U-turn according to the pre-generated target U-turn path. The confirmation of "continue" can include selecting the "confirm continue" control or the user entering a voice confirmation command.

[0140] For example, a request to continue making a U-turn can pop up on the vehicle's central control screen, responding to the user's selection of the "Continue Making a U-turn" option on the central control screen, or the user's voice input "Confirm Continue Making a U-turn," and the vehicle can continue to make a U-turn according to the target U-turn path.

[0141] For example, a request to continue the U-turn can be broadcast through the vehicle's speakers, and this request can include whether to continue the U-turn. In response to the user selecting the "Continue U-turn" option on the central control screen, or the user's voice confirmation "Confirm Continue U-turn," the vehicle can continue turning according to the target U-turn path. Similarly, this "Continue U-turn" option can be generated on the central control screen simultaneously with the speaker broadcasting the request.

[0142] In this embodiment, when user takeover of the vehicle is detected during a U-turn, the U-turn operation can be paused. At this time, a pause U-turn notification can pop up on the vehicle's visual interface, and / or, a pause U-turn notification can be broadcast via a voice announcement device, including a continuation U-turn option. Then, in response to the user's confirmation of the continuation U-turn option, the vehicle can continue U-turning according to the target U-turn path. Allowing the user to take over the vehicle during a U-turn improves driving safety and enhances the user's sense of control. Furthermore, clear notifications and options reduce U-turn interruptions caused by user error, optimizing driving efficiency.

[0143] Figure 7 This is a flowchart illustrating Embodiment 5 of the vehicle U-turn control method provided in this application. Please refer to... Figure 7 Based on any of the above embodiments, the method may further include:

[0144] S701. During the U-turn process, based on the real-time acquired information about the vehicle's surrounding environment, determine whether there are any obstacles on the target U-turn path.

[0145] In this step, when the vehicle is making an autonomous U-turn according to the target U-turn path, the surrounding environment information of the vehicle can be obtained in real time through environmental perception devices, and the surrounding environment information can be identified and processed to determine whether there are obstacles on the target U-turn path.

[0146] In one alternative implementation, when it is determined that the vehicle is in a restricted driving area, typically only some of the environmental perception devices need to be activated. For example, the necessary environmental information can be obtained through the front-view camera, left-view camera, and right-view camera installed on the vehicle to determine that the vehicle is in a restricted driving area.

[0147] However, during a vehicle U-turn, all or more environmental perception devices (such as panoramic surround-view cameras) can be activated, and a 360-degree monitoring view can be generated, providing sufficient environmental perception support for complex U-turn operations.

[0148] Optionally, when identifying and processing the surrounding environment information of the vehicle and determining that there are obstacles on the target U-turn path, the real-time distance between the obstacle and the vehicle can be obtained simultaneously.

[0149] For example, when a vehicle is making an autonomous U-turn according to a target U-turn path, the vehicle's surrounding environment information can be obtained in real time through environmental perception devices. This information can be identified and processed to determine that there is a traffic cone obstacle on the target U-turn path, and that the real-time distance between the traffic cone obstacle and the vehicle is 0.5m.

[0150] For example, when a vehicle is making an autonomous U-turn according to a target U-turn path, the vehicle's surrounding environment information can be obtained in real time through environmental perception devices. This information can be processed to identify and determine that there is a pedestrian close to the vehicle on the target U-turn path, and that the real-time distance between the pedestrian and the vehicle is 2 meters.

[0151] S702. If it is determined that there is an obstacle on the target U-turn path, the target U-turn path is adjusted according to the relative positional relationship between the obstacle and the vehicle to obtain a new target U-turn path.

[0152] In this step, if an obstacle is detected on the target U-turn path, the target U-turn path can be dynamically adjusted based on the relative position of the obstacle and the vehicle to generate a new target U-turn path.

[0153] Regarding relative positional relationships, this can refer to the state information of an obstacle relative to the vehicle, obtained through environmental sensing devices. This information can include at least one of the following dimensions: the relative distance between the obstacle and the vehicle, the position and orientation of the obstacle relative to the vehicle, the relative speed between the obstacle and the vehicle, and the projected area or outer envelope shape of the obstacle on the plane of the target U-turn path. The relative distance can include longitudinal distance and lateral distance.

[0154] The dynamic adjustment of the target turning path can be achieved by using the path planning algorithm mentioned in the previous embodiments, or by inferring a new target turning path through a trained artificial intelligence model.

[0155] Figure 8 This is a schematic diagram of a U-turn path provided in an embodiment of this application. Please refer to [link / reference]. Figure 8 If a vehicle determines that there is a traffic cone obstacle on the target U-turn path during the U-turn process, it can increase the turning radius of the original target U-turn path from 2m to 3m based on the real-time distance of the traffic cone obstacle to the vehicle (0.5m) and the location of the traffic cone obstacle on the right front side (45° direction) of the vehicle, thereby generating a new target U-turn path.

[0156] Figure 9 This is a schematic diagram of another U-turn path provided for an embodiment of this application. Please refer to... Figure 9 If a vehicle determines that there is a dynamic pedestrian in the target U-turn path during the U-turn process, it can adjust a segment of the original target U-turn path (sub-path 1) into a combination of an arc-shaped avoidance path (sub-path 2) and a straight avoidance path (sub-path 3) based on the real-time distance of 2m between the pedestrian and the vehicle, as well as the pedestrian's movement trend, to generate a new target U-turn path.

[0157] S703, Control the vehicle to turn around according to the new target turning-around path.

[0158] In this embodiment, during a vehicle's U-turn, real-time information about the vehicle's surrounding environment can be used to determine whether obstacles exist on the target U-turn path. If obstacles exist, the target U-turn path can be adjusted based on the relative position of the obstacle and the vehicle, and the U-turn operation can be controlled according to the new target U-turn path. In this process, the target U-turn path can be adjusted in response to both static and dynamic obstacles during the U-turn, ensuring the safety and effectiveness of the U-turn operation.

[0159] Figure 10 This is a schematic diagram illustrating the process of triggering a vehicle U-turn as provided in an embodiment of this application. Please refer to [link / reference]. Figure 10 This process can involve both manual driving and autonomous driving processes.

[0160] The manual driving process may include:

[0161] S1001, Environmental Perception.

[0162] Optionally, during the user's manual driving of the vehicle, environmental sensing devices can be used to obtain real-time information about the vehicle's surrounding environment.

[0163] S1002, Determine the status of the vehicle.

[0164] The vehicle status can include the vehicle's speed, the vehicle's waiting time, and the number of gear shifts within a preset time.

[0165] S1003. Does the current environment support U-turns?

[0166] Specifically, the feasibility of a U-turn can be determined based on the vehicle's surrounding environment and vehicle status. If a U-turn is supported, step S1004 is executed to plan the target U-turn path in real time and a U-turn request pops up; if it is not supported, step S1005 is executed, and the U-turn is abandoned this time.

[0167] S1004. Real-time planning of the target turning route, pop-up turning request.

[0168] S1005, This time the U-turn is abandoned.

[0169] S1006. Does the user select the "Turn Around" request?

[0170] If yes, proceed to step S1007, and the visual interface will display the target U-turn path; if no, proceed to step S1005, and the U-turn will be abandoned this time.

[0171] S1007, The visual interface displays the target turning path.

[0172] S1008. Has the user released the brake?

[0173] If yes, proceed to step S1009 to make an autonomous U-turn; if no, proceed to step S1005 to abandon the U-turn this time.

[0174] The autonomous driving process may include:

[0175] S1009, Automatic U-turn.

[0176] S1010, Has the user taken over the vehicle?

[0177] If yes, proceed to step S1011 to pause autonomous driving; otherwise, proceed to step S1013.

[0178] S1011, Suspend autonomous driving.

[0179] Optionally, after pausing autonomous driving, the system can continue the operation in response to the user's confirmation of the option to continue turning around, i.e., by executing step S1012 and clicking "Continue" to perform an autonomous driving turnaround.

[0180] S1012, Do you want to click Continue?

[0181] Optionally, if the user clicks "Continue" (e.g., confirms the "Continue U-turn" option), the vehicle will continue to make the U-turn according to the pre-generated target U-turn path; otherwise, if the user does not click "Continue," step S1005 will be executed, and the U-turn will be abandoned this time.

[0182] S1013. Determine whether the automatic U-turn has been completed.

[0183] If yes, the turning task can be considered complete; otherwise, continue with step S1009 to perform the autonomous turning.

[0184] The specific implementation details of each of the above steps can be found in the foregoing embodiments, and will not be repeated here.

[0185] The vehicle U-turn triggering process provided in this application embodiment can include determining the feasibility of a U-turn based on environmental perception and the vehicle's status. When it is determined that the current vehicle is in a restricted driving area and meets the U-turn triggering conditions, a target U-turn path and a U-turn inquiry request are generated. After the user selects the U-turn inquiry request, the vehicle can be controlled to turn around according to the target U-turn path. This method can improve the ability of autonomous driving technology to escape from restricted driving areas, proactively provide users with feasible options for escaping from restricted driving areas, achieve a safe and comfortable U-turn assistance function, reduce the time spent on the U-turn process, and thus improve overall driving efficiency.

[0186] Figure 11 This is a schematic diagram of the vehicle U-turn control device provided in an embodiment of this application. Please refer to... Figure 11 The vehicle turning control device 10 includes:

[0187] The first processing module 11 is used to generate a target U-turn path and a U-turn inquiry request when it is determined that the vehicle is in a restricted driving area and the U-turn triggering condition is met. The restricted driving area refers to an area where the road width at the current location is less than a preset width and the road ahead is impassable. The U-turn triggering condition is determined based on at least one of the vehicle speed, number of gear shifts, and parking waiting time.

[0188] The second processing module 12 is used to respond to the user's confirmation operation of the U-turn inquiry request and control the vehicle to turn around according to the target U-turn path.

[0189] The vehicle turning control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0190] In one possible implementation, the first processing module 11 is specifically used for:

[0191] When it is determined that the vehicle is in a restricted driving area and meets the conditions for triggering a U-turn, the feasibility of the U-turn is determined based on the real-time acquired information about the vehicle's surrounding environment and the vehicle's own status.

[0192] After confirming that a U-turn is feasible, generate the target U-turn path;

[0193] After generating the target U-turn path, the U-turn query request is generated.

[0194] In one possible implementation, the first processing module 11 is specifically used for:

[0195] The initial U-turn path is displayed in the vehicle's visualization interface, and the initial U-turn path includes the final pose of the vehicle after the U-turn is completed.

[0196] In response to the user-selected desired pose, the initial U-turn path is adjusted so that the final pose matches the desired pose, thereby obtaining the target U-turn path.

[0197] In one possible implementation, the second processing module 12 is specifically used for:

[0198] The U-turn inquiry request pops up on the vehicle's visual interface, and / or the U-turn inquiry request is broadcast via a voice broadcast device;

[0199] In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around according to the target U-turn path; the confirmation operation includes selecting a confirmation control or the user inputting a voice U-turn command.

[0200] In one possible implementation, the second processing module 12 is further configured to:

[0201] Based on the driving style selected by the user, determine the U-turn parameters corresponding to the driving style;

[0202] In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around based on the target U-turn path and the U-turn parameters.

[0203] In one possible implementation, the second processing module 12 is further configured to:

[0204] If, during the U-turn of the vehicle, it is detected that the user has taken over the vehicle, the U-turn will be paused and a pause U-turn notification will pop up on the vehicle's visual interface, and / or the pause U-turn notification will be broadcast via a voice broadcast device, the pause U-turn notification including the option to continue U-turn.

[0205] In response to the user's confirmation of the "continue U-turn" option, the vehicle continues to turn around according to the target U-turn path; the confirmation of "continue" includes selecting the "confirm continue" control or the user inputting a voice confirmation command to continue.

[0206] In one possible implementation, the first processing module 11 is further configured to determine whether there are obstacles on the target turning path based on real-time acquired information about the vehicle's surrounding environment during the vehicle's U-turn process.

[0207] The first processing module 11 is further configured to, if it is determined that there is an obstacle on the target U-turn path, adjust the target U-turn path according to the relative positional relationship between the obstacle and the vehicle to obtain a new target U-turn path;

[0208] The second processing module 12 is also used to control the vehicle to turn around according to the new target turning around path.

[0209] In one possible implementation, the U-turn trigger condition includes at least one of the following conditions:

[0210] The vehicle's parking waiting time is greater than or equal to a first preset time.

[0211] The number of gear shifts of the vehicle within the second preset time period is greater than or equal to the preset number;

[0212] The vehicle's own speed is less than or equal to the preset speed.

[0213] The vehicle turning control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0214] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Please refer to... Figure 12 The electronic device 20 provided in this embodiment may include at least one processor 21 and a memory 22. Optionally, the electronic device 20 may also include a communication component 23. The processor 21, the memory 22, and the communication component 23 are connected via a bus 24.

[0215] In the specific implementation process, at least one processor 21 executes computer execution instructions stored in memory 22, causing at least one processor 21 to execute the above-described vehicle U-turn control method.

[0216] The specific implementation process of processor 21 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0217] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0218] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0219] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0220] Figure 13 This is a structural schematic diagram of the vehicle provided in an embodiment of this application. Please refer to... Figure 13 The vehicle 30 provided in this embodiment may include: a vehicle body 31 and an electronic device 32. The electronic device 32 may be a controller installed in the vehicle, such as a vehicle controller, an autonomous driving domain controller, or a cockpit-riding domain controller.

[0221] Furthermore, an environmental sensing device 33 can be installed in the vehicle body 31, which can collect information about the vehicle's surrounding environment.

[0222] The electronic device 32 is used to implement the vehicle U-turn control method provided in the above method embodiments.

[0223] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described vehicle U-turn control method.

[0224] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described vehicle U-turn control method.

[0225] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0226] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0227] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0228] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0229] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0230] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, 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 cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0231] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0232] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle U-turn control method, characterized in that, The method includes: When it is determined that the vehicle is in a restricted driving area and the U-turn triggering condition is met, a target U-turn path and a U-turn inquiry request are generated. The restricted driving area refers to an area where the road width at the current location is less than the preset width and the road ahead is impassable. The U-turn triggering condition is determined based on at least one of the vehicle speed, number of gear shifts, and parking waiting time. In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around according to the target U-turn path.

2. The method according to claim 1, characterized in that, When it is determined that the vehicle is in a restricted driving area and the U-turn triggering conditions are met, the process of generating a target U-turn path and a U-turn inquiry request includes: When it is determined that the vehicle is in a restricted driving area and meets the conditions for triggering a U-turn, the feasibility of the U-turn is determined based on the real-time acquired information about the vehicle's surrounding environment and the vehicle's own status. After confirming that a U-turn is feasible, generate the target U-turn path; After generating the target U-turn path, the U-turn query request is generated.

3. The method according to claim 2, characterized in that, Generating the target U-turn path includes: The initial U-turn path is displayed in the vehicle's visualization interface, and the initial U-turn path includes the final pose of the vehicle after the U-turn is completed. In response to the user-selected desired pose, the initial U-turn path is adjusted so that the final pose matches the desired pose, thereby obtaining the target U-turn path.

4. The method according to any one of claims 1-3, characterized in that, The step of responding to the user's confirmation of the U-turn request and controlling the vehicle to turn around according to the target U-turn path includes: The U-turn inquiry request pops up on the vehicle's visual interface, and / or the U-turn inquiry request is broadcast via a voice broadcast device; In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around according to the target U-turn path; the confirmation operation includes selecting a confirmation control or the user inputting a voice U-turn command.

5. The method according to any one of claims 1-3, characterized in that, The method further includes: Based on the driving style selected by the user, determine the U-turn parameters corresponding to the driving style; Accordingly, the step of controlling the vehicle to turn around according to the target turning-around path in response to the user's confirmation operation of the turning-around inquiry request includes: In response to the user's confirmation of the U-turn request, the vehicle is controlled to turn around based on the target U-turn path and the U-turn parameters.

6. The method according to any one of claims 1-3, characterized in that, The method further includes: If, during the U-turn of the vehicle, it is detected that the user has taken over the vehicle, the U-turn will be paused and a pause U-turn notification will pop up on the vehicle's visual interface, and / or the pause U-turn notification will be broadcast via a voice broadcast device, the pause U-turn notification including the option to continue U-turn. In response to the user's confirmation of the "continue U-turn" option, the vehicle continues to turn around according to the target U-turn path; the confirmation of "continue" includes selecting the "confirm continue" control or the user inputting a voice confirmation command to continue.

7. The method according to any one of claims 1-3, characterized in that, The method further includes: During the vehicle's U-turn, the presence of obstacles on the target U-turn path is determined based on real-time acquired information about the vehicle's surrounding environment. If it is determined that there is an obstacle on the target U-turn path, the target U-turn path is adjusted according to the relative positional relationship between the obstacle and the vehicle to obtain a new target U-turn path; The vehicle is controlled to turn around according to the new target turning path.

8. The method according to any one of claims 1-3, characterized in that, The U-turn trigger condition includes at least one of the following conditions: The vehicle's parking waiting time is greater than or equal to a first preset time; The number of gear shifts of the vehicle within the second preset time period is greater than or equal to the preset number; The vehicle's own speed is less than or equal to the preset speed.

9. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.

10. A vehicle, characterized in that, include: Vehicle body; And the electronic device as described in claim 9.

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