Vehicle control method, device and equipment

Abstract

The invention provides a vehicle control method, device and equipment, and the method comprises the steps: determining the expected first braking deceleration of a vehicle according to the target distance between a target obstacle and the vehicle and the relative speed between the vehicle and the target obstacle; determining a second braking deceleration which can be provided by the vehicle according to the friction characteristic parameters of the road surface on which the vehicle runs and the tire slip rate of the vehicle; performing collision risk assessment according to the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result of the vehicle and the target obstacle; and under the condition that the target collision risk assessment result indicates that the collision risk exists between the vehicle and the target obstacle, the vehicle is controlled to execute obstacle avoidance operation. The accuracy of determining the collision risk between the vehicle and the obstacle can be improved, and then the obstacle avoidance effect of the vehicle can be improved under the condition that the collision risk exists between the vehicle and the obstacle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle control method, device, and equipment. Background Technology

[0002] Obstacle avoidance performance is one of the key performance indicators for evaluating the level of vehicle intelligence. Currently, most methods control vehicles to avoid obstacles by assessing the collision risk between the vehicle and obstacles. The accuracy of the collision risk assessment directly affects the obstacle avoidance effect of the vehicle.

[0003] Currently, most assessments of vehicle-obstacle collision risk are based on the time it takes for the vehicle to reach the potential collision point. However, the time it takes for the vehicle to reach the potential collision point is mostly an estimate, which cannot guarantee the accuracy of the assessment of vehicle-obstacle collision risk, resulting in poor obstacle avoidance performance. Summary of the Invention

[0004] The main objective of this application is to propose a vehicle control method, apparatus, and device to solve the problem in related technologies where the collision risk between a vehicle and an obstacle cannot be accurately assessed, resulting in poor obstacle avoidance performance of the vehicle.

[0005] This application provides a vehicle control method, comprising: determining a desired first braking deceleration of the vehicle based on a target distance between a target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein the target obstacle is an obstacle located in a first driving area of ​​the vehicle; determining a second braking deceleration that the vehicle can provide based on friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle; performing a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle; and controlling the vehicle to perform an obstacle avoidance operation when the target collision risk assessment result indicates that there is a collision risk between the vehicle and the target obstacle.

[0006] In one embodiment, determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, includes: determining a third braking deceleration of the vehicle based on the target distance and the relative speed using kinematic principles; determining a first correction value based on the ratio of the relative speed to the braking reaction time of the vehicle; and determining the first braking deceleration based on the sum of the first correction value and the third braking deceleration.

[0007] In one embodiment, determining the second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle travels and the tire slip ratio of the vehicle includes: using a tire model to determine a fourth braking deceleration of the vehicle based on the friction characteristic parameters and the tire slip ratio; and determining the second braking deceleration based on the product of a pre-calibrated second correction value and the fourth braking deceleration; wherein the second correction value is a positive integer less than or equal to 1.

[0008] In one embodiment, the target obstacle includes a living obstacle; before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, the vehicle control method further includes: acquiring a visible light image and an infrared light image corresponding to the first driving area; processing the visible light image and the infrared light image to obtain a target image corresponding to the first driving area; wherein the processing includes overlay processing; and performing living object detection on the target image to identify the living obstacle.

[0009] In one embodiment, before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, the vehicle control method further includes: acquiring the movement state of each of the plurality of obstacles located in the first driving area, and the distance between each of the obstacles and the vehicle; and determining, among the plurality of obstacles, the target obstacle with the highest collision risk to the vehicle based on the movement state of each obstacle and the distance between each obstacle and the vehicle.

[0010] In one embodiment, the step of conducting a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle includes: determining a first safety factor corresponding to the vehicle and the target obstacle based on the first braking deceleration and the second braking deceleration; and determining a target collision risk assessment result that has a corresponding relationship with the first safety factor based on the correspondence between the safety factor and the collision risk assessment result.

[0011] In one embodiment, controlling the vehicle to perform obstacle avoidance includes: controlling the vehicle to brake; during the braking process, if the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to a preset distance, then controlling the vehicle to turn to another lane away from the target obstacle.

[0012] In one embodiment, after performing a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle, the vehicle control method further includes: when the risk assessment result indicates that there is no collision risk between the vehicle and the target obstacle, acquiring the road features corresponding to the road segment where the vehicle is located; and when the road features meet preset features, controlling the vehicle to pass through the road segment at a target speed; wherein the target speed is less than or equal to a preset speed limit value corresponding to the road segment.

[0013] In one embodiment, the vehicle control method further includes: when the vehicle is powered on and the vehicle speed is 0, if there is a living obstacle in the second driving area of ​​the vehicle, then the vehicle is prohibited from starting and driving.

[0014] In one embodiment, the vehicle includes an intelligent driving domain controller and a non-intelligent driving domain controller, wherein: when the intelligent driver assistance function of the vehicle is activated, the determination of the target collision risk assessment result and the obstacle avoidance operation are performed by the intelligent driving domain controller; and / or when the intelligent driver assistance function of the vehicle is deactivated, the determination of the target collision risk assessment result and the obstacle avoidance operation are performed by the non-intelligent driving domain controller.

[0015] This application embodiment also provides a vehicle control device, including a first determining module, a second determining module, a risk assessment module, and a vehicle control module; the first determining module is used to determine a desired first braking deceleration of the vehicle based on a target distance between a target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein the target obstacle is an obstacle located in a first driving area of ​​the vehicle; the second determining module is used to determine a second braking deceleration that the vehicle can provide based on friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle; the risk assessment module is used to perform a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle; the vehicle control module is used to control the vehicle to perform an obstacle avoidance operation when the target collision risk assessment result indicates that there is a collision risk between the vehicle and the target obstacle.

[0016] This application also provides a vehicle control device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described vehicle control method.

[0017] This application provides a vehicle control method, apparatus, and device that determines a desired first braking deceleration for the vehicle based on the target distance between the vehicle and the target obstacle, as well as the relative speed between the vehicle and the target obstacle. It also determines a second braking deceleration that the vehicle can provide based on the frictional characteristics of the road surface and the vehicle's tire slip ratio. Furthermore, it performs a collision risk assessment based on the first and second braking decelerations to obtain a target collision risk assessment result between the vehicle and the target obstacle. This improves the accuracy of determining the collision risk between the vehicle and the obstacle, thereby enhancing the obstacle avoidance effect of the vehicle by controlling it to perform obstacle avoidance maneuvers when there is a collision risk between the vehicle and the obstacle. Attached Figure Description

[0018] Figure 1 This is a schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0019] Figure 2 This is a schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0020] Figure 3 This is another specific flowchart illustrating the vehicle control method provided in the embodiments of this application;

[0021] Figure 4 This is a schematic diagram of the vehicle control device provided in the embodiments of this application;

[0022] Figure 5 This is a schematic diagram of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the digit " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The vehicle control method provided in this application can be applied to vehicle control equipment or the software of vehicle control equipment. The vehicle control equipment can be an electronic device or a vehicle. The electronic device can be a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet computer, laptop computer, desktop computer, etc.; the server can be configured as an independent physical server, or as a server cluster or distributed system composed of multiple physical servers. The software can be an application that implements the vehicle control method, but is not limited to the above forms.

[0026] The vehicle control method provided in this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] Please see Figure 1 The vehicle control method provided in this application embodiment may include:

[0028] Step S101: Determine the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein, the target obstacle is an obstacle located in the first driving area of ​​the vehicle;

[0029] In practical implementation, multiple frames of images of the first driving area can be captured using an onboard camera. Then, the position change information of the target obstacle can be extracted from these multiple frames. This extracted position change information can then be used to determine the target distance between the target obstacle and the vehicle, as well as the relative speed between them. Alternatively, an onboard radar can scan the first driving area. The position change information of the target obstacle can then be extracted from the radar scan information, and this position change information can be used to determine the target distance between the target obstacle and the vehicle, as well as their relative speed. Optionally, the target distance between the target obstacle and the vehicle can be the distance between the latest position of the target obstacle and the vehicle's position, as shown in the position change information. The first driving area is a preset area located in the vehicle's driving direction. The area corresponding to the first driving area can be determined according to actual conditions, used to limit the distribution range of obstacles that pose a collision risk with the vehicle during its operation.

[0030] Optionally, the desired first braking deceleration of the vehicle can be determined using kinematic principles, based on the relative speed between the vehicle and the target obstacle, and the target distance between the target obstacle and the vehicle. Alternatively, the desired third braking deceleration of the vehicle can be determined using kinematic principles, the relative speed between the vehicle and the target obstacle, and the target distance between the target obstacle and the vehicle. Then, a first correction value can be determined based on the ratio of the relative speed to the vehicle's braking reaction time. Finally, the first braking deceleration can be determined based on the sum of the first correction value and the third braking deceleration. For details, please refer to the relevant description below, which will not be described here.

[0031] Step S102: Determine the second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle.

[0032] In practice, the second braking deceleration that the vehicle can provide can be obtained by using the friction characteristic parameters of the road surface on which the vehicle is traveling and the vehicle's tire slip ratio, and by querying a preset table of the relationship between the friction characteristic parameters, tire slip ratio and braking deceleration. Alternatively, the second braking deceleration that the vehicle can provide can be determined by using a tire model based on the friction characteristic parameters of the road surface on which the vehicle is traveling and the vehicle's tire slip ratio. For details, please refer to the relevant descriptions below, which will not be repeated here.

[0033] Optionally, the frictional characteristic parameters of the road surface on which the vehicle travels may include at least one of the maximum coefficient of friction, the rate of increase in friction, and the coefficient of decay in friction.

[0034] Step S103: Perform a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain the target collision risk assessment result between the vehicle and the target obstacle;

[0035] In practice, the first safety factor corresponding to the vehicle and the target obstacle can be determined first based on the first braking deceleration and the second braking deceleration. Then, the target collision risk assessment result can be determined based on the first safety factor. For specific implementation details, please refer to the relevant description below, which will not be described here. Alternatively, the first braking deceleration and the second braking deceleration can be used to query a preset table of the vehicle's expected braking deceleration, the braking deceleration that the vehicle can provide, and the relationship between the vehicle and the obstacle's collision risk, to obtain the target collision risk assessment result between the vehicle and the target obstacle.

[0036] Step S104: If the target collision risk assessment result indicates that there is a risk of collision between the vehicle and the target obstacle, control the vehicle to perform an obstacle avoidance operation.

[0037] In practice, when the target collision risk assessment indicates that there is a risk of collision between the vehicle and the target obstacle, the vehicle can be steered and / or braked to avoid a collision with the target obstacle. For details, please refer to the relevant description below, which will not be described here.

[0038] This application embodiment determines the vehicle's desired first braking deceleration based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle. It then determines the vehicle's available second braking deceleration based on the friction characteristic parameters of the road surface the vehicle is traveling on and the vehicle's tire slip ratio. Finally, it performs a collision risk assessment based on the first and second braking decelerations to obtain the target collision risk assessment result between the vehicle and the target obstacle. This improves the accuracy of determining the collision risk between the vehicle and the obstacle, thereby enhancing the vehicle's obstacle avoidance performance when there is a collision risk between the vehicle and the obstacle by controlling the vehicle to perform obstacle avoidance operations.

[0039] In one embodiment, the step S101 above, determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, includes:

[0040] Using kinematic principles, the vehicle's third braking deceleration is determined based on the target distance and relative velocity.

[0041] The first correction value is determined based on the ratio of relative speed to the vehicle's braking reaction time;

[0042] The first braking deceleration is determined based on the sum of the first correction value and the third braking deceleration.

[0043] Alternatively, the third braking deceleration of the vehicle can be determined using kinematic principles and formula (1):

[0044] α3 = (v1 - v2) 2 / 2S (1)

[0045] Where α3 represents the vehicle's third braking deceleration, v1 represents the vehicle's speed, v2 represents the target obstacle's speed, v1-v2 represents the relative speed between the vehicle and the target obstacle, and S represents the target distance between the target obstacle and the vehicle.

[0046] In actual implementation, a coefficient can be added to the formula (1) to obtain the third braking deceleration of the vehicle. The specific amount can be determined according to the actual situation. This application does not limit the specific method of determining the third braking deceleration of the vehicle based on the kinematic principle, the target distance and the relative speed.

[0047] Optionally, the vehicle's braking reaction time can characterize the time required for the vehicle to detect a collision risk and apply wheel-end braking. In practice, the first correction value can be determined using formula (2):

[0048]

[0049] Where k1 represents the first correction value, t s The vehicle's braking response time, t s It can be equal to 1 second.

[0050] In actual implementation, a coefficient can be added to the formula (2) to obtain the first correction value. The specific value can be determined according to the actual situation. This application does not limit the specific method of determining the first correction value based on the ratio of relative speed to vehicle braking reaction time.

[0051] In practice, the first braking deceleration of the vehicle can be determined using formula (3):

[0052]

[0053] Where α1 represents the vehicle’s first braking deceleration.

[0054] In actual implementation, a coefficient can be added to the formula (3) to obtain the first braking deceleration of the vehicle. The specific method can be determined according to the actual situation. This application embodiment does not limit the specific method of determining the first braking deceleration based on the sum of the first correction value and the third braking deceleration.

[0055] This application embodiment utilizes kinematic principles to determine the vehicle's third braking deceleration based on the target distance and relative speed. It also determines a first correction value based on the ratio of relative speed to the vehicle's braking reaction time, and determines the first braking deceleration based on the sum of the first correction value and the third braking deceleration. This approach considers the impact of the vehicle's braking reaction time on the vehicle's collision risk, thereby improving the accuracy of determining the collision risk between the vehicle and the obstacle based on the vehicle's desired first braking deceleration.

[0056] In one embodiment, step S102 above, which involves determining a second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle, includes:

[0057] Using a tire model, the fourth braking deceleration of the vehicle is determined based on friction characteristic parameters and tire slip ratio;

[0058] The second braking deceleration is determined by multiplying the pre-calibrated second correction value by the fourth braking deceleration; the second correction value is a positive integer less than or equal to 1.

[0059] In practice, the tire model shown in formula (4) can be used to determine the fourth braking deceleration of the vehicle:

[0060]

[0061] Where α4 represents the fourth braking deceleration of the vehicle, c1, c2, and c3 are the friction characteristic parameters of the road surface on which the vehicle travels, representing the maximum friction coefficient, the friction rise rate, and the friction decay coefficient, respectively, and λ represents the tire slip ratio of the vehicle.

[0062] Optionally, the values ​​of c1, c2, and c3 are related to the road surface type and can be determined by calibrating the vehicle tires. In actual implementation, the friction characteristic parameters of the road surface on which the vehicle travels can be shown in the table below:

[0063] Road surface type <![CDATA[c1]]> <![CDATA[c2]]> <![CDATA[c3]]> Dry asphalt 1.28 23 0.52 wet asphalt 0.86 33 0.35 Ice and snow 0.19 94 0.16

[0064] In actual implementation, a coefficient can be added to the formula (4) to obtain the fourth braking deceleration of the vehicle. The specific method can be determined according to the actual situation. This application does not limit the specific method of determining the fourth braking deceleration of the vehicle by using a tire model based on friction characteristic parameters and tire slip ratio.

[0065] In practice, the second braking deceleration of the vehicle can be determined using formula (5):

[0066]

[0067] Where α2 represents the second braking deceleration of the vehicle, and k2 represents the pre-calibrated second correction value; optionally, 0 < k2 ≤ 1.

[0068] In actual implementation, a coefficient can be added to the formula (5) to obtain the second braking deceleration of the vehicle. The specific method can be determined according to the actual situation. This application embodiment does not limit the specific method of determining the second braking deceleration based on the product of the pre-calibrated second correction value and the fourth braking deceleration.

[0069] Alternatively, the tire slip ratio of the above-mentioned vehicle can be determined by formula (6):

[0070] λ=(v x -rω) / v x (6)

[0071] Among them, v x ω represents the longitudinal velocity of the vehicle, r represents the tire radius of the vehicle, and ω represents the angular velocity of the vehicle's wheels.

[0072] This application embodiment utilizes a tire model to determine the vehicle's fourth braking deceleration based on friction characteristic parameters and tire slip ratio. It then determines the second braking deceleration based on the product of a pre-calibrated second correction value and the fourth braking deceleration. This achieves redundant adjustment of the vehicle's available braking deceleration, improving the accuracy of determining the collision risk between the vehicle and obstacles based on the vehicle's available second braking deceleration.

[0073] In one embodiment, the target obstacle includes a living obstacle. Before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle in step S101 above, the vehicle control method provided in this application embodiment may further include, but is not limited to, the following:

[0074] Acquire the visible light image and infrared light image corresponding to the first driving area;

[0075] The visible light image and the infrared light image are processed to obtain the target image corresponding to the first driving area; the processing includes overlay processing.

[0076] Perform life detection on the target image to identify living obstacles.

[0077] Optionally, the aforementioned "living obstacle" can be understood as an obstacle possessing life, such as pedestrians or animals. Optionally, the aforementioned vehicle-mounted camera may include a visible light camera and an infrared camera.

[0078] In practice, a visible light camera can be used to capture a visible light image of the first driving area, and an infrared camera can be used to capture an infrared image of the first driving area. The visible light and infrared images can then be directly superimposed, or they can be aligned first and then superimposed to obtain the target image corresponding to the first driving area. Then, based on the texture and temperature features of each region of the target image, living obstacles can be detected in the target image. Finally, the location information related to the living obstacles can be extracted from the target image. Finally, the extracted location information can be used to determine the target distance between the living obstacle and the vehicle, as well as the relative speed between the vehicle and the living obstacle.

[0079] This application embodiment acquires visible light and infrared light images corresponding to a first driving area, processes the visible light and infrared light images to obtain a target image corresponding to the first driving area, and performs living object detection on the target image to identify living object obstacles. This can improve the detection accuracy of living object obstacles. Furthermore, in the event of a collision risk between the vehicle and a living object obstacle, by controlling the vehicle to perform obstacle avoidance operations, the vehicle's ability to avoid living object obstacles can be improved, thereby achieving effective protection of living object obstacles.

[0080] In one embodiment, before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle in step S101 above, the vehicle control method provided in this application further includes:

[0081] Obtain the movement status of each obstacle among multiple obstacles located in the first driving area, as well as the distance between each obstacle and the vehicle;

[0082] Based on the movement status of each obstacle and the distance between each obstacle and the vehicle, the target obstacle with the highest risk of collision with the vehicle is identified among multiple obstacles.

[0083] In practical implementation, for each obstacle located in the first driving area, the attitude change information of the obstacle can be extracted from consecutive frame images of the first driving area captured by the vehicle-mounted camera; then, the movement state of the obstacle can be determined based on the attitude change information. Alternatively, the position change information of the obstacle can be extracted from the scanning information obtained by the vehicle-mounted radar scanning the first driving area at at least two consecutive moments; then, the movement state of the obstacle can be determined based on the position change information. Optionally, the movement state can include moving towards the vehicle, moving away from the vehicle, and not moving.

[0084] In actual implementation, if there are multiple obstacles in the first driving area, and any two obstacles among them have inconsistent movement states, the multiple obstacles can be divided into two groups according to their movement states. Optionally, one group of obstacles moves towards the vehicle, while the other group of obstacles can move away from the vehicle or remain stationary. Then, the first obstacle closest to the vehicle can be selected from the group of obstacles moving towards the vehicle, and the second obstacle closest to the vehicle can be selected from the other group. The distances between the first obstacle and the second obstacle can then be compared. If the first distance between the first obstacle and the vehicle is less than the second distance between the second obstacle and the vehicle, the first obstacle can be identified as the target obstacle. If the first distance is greater than the second distance, and the difference between the first and second distances is greater than a preset distance difference, the second obstacle can be identified as the target obstacle. If the first distance is greater than the second distance, and the difference between the first and second distances is less than or equal to a preset distance difference, the first obstacle can be identified as the target obstacle. Optionally, the preset distance difference can be determined according to the actual situation. If the distance difference between the first distance and the second distance is less than or equal to the preset distance difference, it can indicate that the first distance and the second distance are close.

[0085] In practice, if multiple obstacles exist in the first driving area and their movement states are consistent, the obstacle closest to the vehicle among the multiple obstacles can be identified as the target obstacle. If only one obstacle exists in the first driving area, that obstacle can be identified as the target obstacle.

[0086] This application embodiment obtains the movement status of each obstacle among multiple obstacles located in the first driving area, as well as the distance between each obstacle and the vehicle. Based on the movement status of each obstacle and the distance between each obstacle and the vehicle, it can accurately determine the target obstacle with the highest collision risk to the vehicle among multiple obstacles. Thus, when there is a collision risk between the vehicle and the target obstacle, by controlling the vehicle to perform obstacle avoidance operations, the obstacle avoidance effect of the vehicle can be improved.

[0087] In one embodiment, step S103 above: A collision risk assessment is performed based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle, including:

[0088] Based on the first braking deceleration and the second braking deceleration, determine the first safety factor corresponding to the vehicle and the target obstacle;

[0089] Based on the correspondence between the safety factor and the collision risk assessment results, the target collision risk assessment results that correspond to the first safety factor are determined.

[0090] In practice, the first safety factor can be determined based on the ratio of the first braking deceleration to the second braking deceleration. Specifically, the ratio of the first braking deceleration to the second braking deceleration can be directly determined as the first safety factor. Alternatively, a first proportionality coefficient can be added to the ratio of the first braking deceleration to the second braking deceleration to obtain the first safety factor, thereby further improving the accuracy of assessing collision risk using the first safety factor.

[0091] In practice, the first safety factor can also be determined based on the difference between the first braking deceleration and the second braking deceleration. Specifically, the difference between the first braking deceleration and the second braking deceleration can be directly determined as the first safety factor; alternatively, a first proportionality coefficient can be added to the difference between the first braking deceleration and the second braking deceleration to obtain the first safety factor, thereby further improving the accuracy of using the first safety factor to assess collision risk.

[0092] In practice, if the first safety factor is less than or equal to the first preset value, the target collision risk assessment result can be determined to be that there is no collision risk between the vehicle and the target obstacle; if the first safety factor is greater than the first preset value, the target collision risk assessment result can be determined to be that there is a collision risk between the vehicle and the target obstacle.

[0093] Furthermore, if the first safety factor is greater than the first preset value and less than or equal to the second preset value, the target collision risk assessment result can be determined as a low collision risk between the vehicle and the target obstacle; if the first safety factor is greater than the second preset value and less than or equal to the third preset value, the target collision risk assessment result can be determined as a medium collision risk between the vehicle and the target obstacle; if the first safety factor is greater than the third preset value, the target collision risk assessment result can be determined as a high collision risk between the vehicle and the target obstacle. Optionally, the first, second, and third preset values ​​can be determined according to actual conditions, with the first preset value being less than the second preset value and the second preset value being less than the third preset value. Optionally, the first preset value is 0.6, the second preset value is 0.7, and the third preset value is 0.8.

[0094] Optionally, when determining the first safety factor using the ratio of the first braking deceleration to the second braking deceleration, the target preset value used may be the same as or different from the target preset value used when determining the first safety factor using the difference between the first braking deceleration and the second braking deceleration; here, the target preset value refers to any one of the first preset value, the second preset value, and the third preset value.

[0095] This application embodiment determines a first safety factor corresponding to the vehicle and the target obstacle based on a first braking deceleration and a second braking deceleration, and determines the target collision risk assessment result based on the first safety factor. This can accurately determine the collision risk between the vehicle and the target obstacle, thereby improving the obstacle avoidance effect of the vehicle by controlling the vehicle to perform obstacle avoidance operations when there is a collision risk between the vehicle and the target obstacle.

[0096] In one embodiment, when the target collision risk assessment result indicates that there is a risk of collision between the vehicle and the target obstacle, the obstacle avoidance operation performed by controlling the vehicle in step S104 above may include at least one of steering operation and braking operation.

[0097] In practical implementation, when the target collision risk assessment indicates a collision risk between the vehicle and the target obstacle, the relationship between the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle and a preset distance can be determined first. If the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to the preset distance, the vehicle can be steered to another lane away from the target obstacle, and braking can be applied during the steer. If the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is greater than the preset distance, the vehicle can be directly braked. Optionally, the preset distance can be determined based on the actual situation. A distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle being less than or equal to the preset distance indicates that the lane corresponding to the target obstacle and the lane corresponding to the vehicle are adjacent. In this way, after moving the vehicle away from the lane corresponding to the target obstacle, further braking can be controlled to avoid the obstacle, which not only ensures the driving stability of the vehicle during obstacle avoidance but also improves the obstacle avoidance effect.

[0098] In practice, if the target collision risk assessment indicates that there is a risk of collision between the vehicle and the target obstacle, the vehicle can be braked first, and the vehicle can be steered during the braking process. For details on the implementation, please refer to the relevant description below, which will not be described here.

[0099] In practice, whether it is controlling only the vehicle's braking, controlling the vehicle's steering first and then controlling the vehicle's braking during the steering process, or controlling the vehicle's braking first and then controlling the vehicle's steering during the braking process, the vehicle can be braked at full force. Optionally, the braking force corresponding to the full braking of the vehicle can be determined based on the maximum braking force that the vehicle's braking system can provide and the maximum auxiliary braking force that the vehicle's energy recovery system can provide.

[0100] In practice, regardless of whether only vehicle braking is controlled, vehicle steering is controlled first and then braking is controlled during steering, or vehicle braking is controlled first and then steering is controlled during braking, the vehicle can be controlled to perform braking operations based on the target risk collision level between the vehicle and the target obstacle indicated by the aforementioned risk collision assessment results, using a target risk collision strategy corresponding to the target risk collision level. Optionally, different target risk collision levels correspond to different target risk collision strategies, and different target risk collision strategies correspond to different braking operations.

[0101] Optionally, if the target risk collision level is the first risk collision level, it can be determined that there is a low collision risk between the vehicle and the target obstacle. In this case, the target risk collision strategy corresponding to the first risk collision level can be to control the vehicle braking by using first wheel-end deceleration; optionally, the first wheel-end deceleration is determined based on the vehicle speed, the target obstacle speed, the target distance, and a second safety factor; optionally, the second safety factor is determined based on the road characteristics corresponding to the road segment where the vehicle is located.

[0102] In practice, the first wheel-end deceleration of the vehicle can be obtained by using the vehicle's speed, the speed of the target obstacle, the target distance, and the second safety factor, and then consulting the relationship table between the vehicle speed, obstacle speed, the distance between the vehicle and the obstacle, the safety factor corresponding to the road feature, and the wheel-end deceleration. Alternatively, the first wheel-end deceleration of the vehicle can be obtained by substituting the vehicle's speed, the speed of the target obstacle, the target distance, and the second safety factor into the second relationship table between the vehicle speed, obstacle speed, the distance between the vehicle and the obstacle, the safety factor corresponding to the road feature, and the wheel-end deceleration.

[0103] Optionally, the speed of the target obstacle can be determined based on the position change information of the target obstacle extracted from consecutive frame images of the first driving area captured by the vehicle-mounted camera; or it can be determined based on the position change information of the target obstacle extracted from the scanning information obtained by the vehicle-mounted radar scanning the first driving area at at least two consecutive moments.

[0104] Optionally, the process of calculating the first wheel-end deceleration using the second relationship described above may include: determining the kinetic energy norm of the vehicle relative to the target obstacle based on the square of the vehicle's velocity and the square of the target obstacle's velocity, as well as the obstacle's movement state relative to the vehicle; determining the second wheel-end deceleration of the vehicle based on the ratio of the kinetic energy norm to the distance; and determining the first wheel-end deceleration based on the product of the second wheel-end deceleration and the second safety factor.

[0105] In practice, when the obstacle is moving towards the vehicle, the sum of the square of the vehicle's velocity and the square of the target obstacle's velocity can be determined as the kinetic energy norm of the vehicle relative to the target obstacle; when the obstacle is moving away from the vehicle, the difference between the square of the vehicle's velocity and the square of the target obstacle's velocity can be determined as the kinetic energy norm of the vehicle relative to the target obstacle.

[0106] In practical implementation, the ratio of the kinetic energy norm to the target distance can be directly determined as the second wheel-end deceleration; alternatively, a coefficient can be added to the ratio of the kinetic energy norm to the target distance to obtain the second wheel-end deceleration. This application does not limit the specific implementation method of determining the vehicle's second wheel-end deceleration based on the ratio of the kinetic energy norm to the target distance. In practical implementation, the product of the second wheel-end deceleration and the second safety factor can be directly determined as the first wheel-end deceleration; alternatively, a coefficient can be added to the product of the second wheel-end deceleration and the second safety factor to obtain the first wheel-end deceleration. This application does not limit the specific implementation method of determining the first wheel-end deceleration based on the product of the second wheel-end deceleration and the second safety factor.

[0107] Alternatively, when the obstacle is moving towards the vehicle, the second relationship described above can be Equation (7):

[0108] α''1=K*(v1 2 +v2 2 ) / 2S (7)

[0109] Where α''1 represents the first wheel-end deceleration, K represents the second safety factor corresponding to the road characteristics, v1 represents the vehicle speed, v2 represents the speed of the target obstacle, and S represents the target distance between the vehicle and the target obstacle. 2 +v2 2 The kinetic energy norm of the vehicle relative to the target obstacle, (v1) 2 +v2 2 ) / 2S represents the deceleration at the second wheel end of the vehicle.

[0110] Alternatively, when the obstacle is moving away from the vehicle, the second relationship described above can be Equation (8):

[0111] α''1=K*(v1 2 -v2 2 ) / 2S (8)

[0112] Among them, v1 2 -v2 2 The kinetic energy norm of the vehicle relative to the target obstacle, (v1)2 -v2 2 ) / 2S represents the deceleration at the second wheel end of the vehicle.

[0113] In practical implementation, a second safety factor can be determined first based on the road characteristics corresponding to the road segment where the vehicle is located. Then, the first wheel-end deceleration of the vehicle can be determined based on the vehicle's speed, the speed of the target obstacle, the target distance, and the second safety factor. Finally, the vehicle's wheels can be controlled to move at the first wheel-end deceleration to control vehicle braking. Optionally, the second safety factor corresponding to road characteristics that conform to preset features is greater than the second safety factor corresponding to road characteristics that do not conform to preset features. This allows for increased first-wheel-end braking force when the road characteristics of the road segment where the vehicle is located conform to preset features, ensuring the vehicle's obstacle avoidance effect on typical road segments with preset features. Optionally, preset features include at least one of pedestrian crossings, traffic lights, school zones, and intersections.

[0114] Thus, when there is a low risk of collision between the vehicle and the target obstacle, the vehicle's speed, the target obstacle's speed, the target distance, and the second safety factor can be used to accurately determine the first wheel-end deceleration required for the vehicle to avoid the target obstacle. This allows the use of the first wheel-end deceleration to control the vehicle's braking, effectively improving the vehicle's obstacle avoidance performance when there is a low risk of collision between it and the target obstacle.

[0115] Optionally, if the target risk collision level is the second risk collision level, a moderate collision risk can be determined between the vehicle and the target obstacle. In this case, the target risk collision strategy corresponding to the second risk collision level can be to control the vehicle braking using a first braking force; optionally, the first braking force is the braking force required to trigger the anti-lock braking system (ABS). Optionally, the second risk collision level is greater than the first risk collision level.

[0116] Optionally, the braking force required for the vehicle to trigger the anti-lock braking system is related to the road surface friction coefficient of the road segment where the vehicle is located. In actual implementation, the first braking force required for the vehicle to trigger the anti-lock braking system can be determined first based on the road surface friction coefficient of the road segment where the vehicle is located. Then, the first braking force can be applied to the wheels of the vehicle to control the vehicle to brake.

[0117] Thus, when there is a moderate collision risk between the vehicle and the target obstacle, controlling the vehicle's braking by using the first braking force required to trigger the anti-lock braking system can effectively improve the vehicle's obstacle avoidance performance when there is a moderate collision risk between the vehicle and the target obstacle.

[0118] Optionally, when the target risk collision level is the third risk collision level, a high collision risk can be determined between the vehicle and the target obstacle. In this case, the target risk collision strategy corresponding to the third risk collision level can be to use a second braking force to control the vehicle's braking; optionally, the second braking force can also be referred to as the braking force corresponding to full braking of the vehicle, and the second braking force can be determined based on the maximum braking force that the vehicle's braking system can provide and the maximum auxiliary braking force that the vehicle's energy recovery system can provide. Optionally, the third risk collision level is greater than the second risk collision level.

[0119] In practical implementation, when there is a high risk of collision between the vehicle and the target obstacle, a second braking force can be determined first based on the maximum braking force provided by the vehicle's braking system and the maximum auxiliary braking force provided by the vehicle's energy recovery system. Then, the second braking force can be applied to the vehicle's wheels to control the vehicle's braking. Optionally, the second braking force can be determined as the sum of the maximum braking force provided by the vehicle's braking system and the maximum auxiliary braking force provided by the vehicle's energy recovery system; alternatively, a second proportional coefficient can be added to the sum of the maximum braking force provided by the vehicle's braking system and the maximum auxiliary braking force provided by the vehicle's energy recovery system to obtain the second braking force. Optionally, the second proportional coefficient can be determined according to the vehicle's safe driving requirements.

[0120] Thus, when there is a high risk of collision between the vehicle and the target obstacle, the second braking force required for the vehicle to avoid the target obstacle can be accurately determined based on the maximum braking force provided by the vehicle's braking system and the maximum auxiliary braking force provided by the vehicle's energy recovery system. This allows the use of the first braking force to control the vehicle's braking, effectively improving the vehicle's obstacle avoidance performance when there is a high risk of collision between it and the target obstacle.

[0121] In one embodiment, controlling the vehicle to perform obstacle avoidance operation in step S104 above includes:

[0122] Control the vehicle to apply the brakes;

[0123] During vehicle braking, if the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to a preset distance, the vehicle will be steered to another lane away from the target obstacle.

[0124] In practice, if the target collision risk assessment indicates a collision risk between the vehicle and the target obstacle, full braking can be applied to the vehicle; alternatively, based on the target risk collision level indicated by the aforementioned collision risk assessment, a target risk collision strategy corresponding to the target risk collision level can be adopted to control the vehicle's braking. The specific implementation process can be found in the above description and will not be repeated here.

[0125] Furthermore, during vehicle braking, the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle can be obtained, and it can be determined whether the distance between the two is greater than a preset distance. If the distance between the two is less than or equal to the preset distance, the vehicle can be controlled to turn to another lane away from the target obstacle. If the distance between the two is greater than the preset distance, the vehicle can be controlled to keep the current lane unchanged.

[0126] It is worth mentioning that, while controlling the vehicle to brake using a target risk collision strategy corresponding to any target risk collision level, the vehicle's steering can be controlled to ensure the vehicle's obstacle avoidance performance at each target risk level; alternatively, the vehicle's steering can be controlled only while controlling the vehicle to brake using a target risk collision strategy corresponding to the first risk collision level and / or the second risk collision level, in order to avoid the risk of the vehicle overturning due to steering during full braking using a target risk collision strategy corresponding to the third risk collision level.

[0127] It is worth mentioning that the lanes mentioned in this application can be lanes defined by real lane lines on the road surface, or virtual lanes defined by the vehicle based on the road environment of the first driving area. In actual implementation, when the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to a preset distance, a target lane far away from the target obstacle can be determined first. Then, a turning path can be planned to allow the vehicle to change lanes from the current lane to the target lane. Based on the planned turning path and the vehicle's steering response characteristics, the steering angle, steering speed, and steering force required for a smooth lane change can be determined. Finally, the determined steering angle, steering speed, and steering force can be used to control the vehicle's steering. In this way, not only can the obstacle avoidance effect of the vehicle be improved, but also the driving stability of the vehicle during the obstacle avoidance process can be improved.

[0128] In practice, during vehicle steering, real-time monitoring of vehicle status data, such as steering angle, speed, acceleration, and wheel speed, ensures a smooth and effective steering process. Furthermore, after steering is complete, vehicle stability can be continuously monitored to ensure the vehicle returns to normal driving conditions. If the vehicle exhibits unstable driving after steering, such as excessive lane departure or oscillation, timely adjustments to the steering angle and vehicle speed can restore driving stability.

[0129] In this embodiment of the application, when the target collision risk assessment result indicates that there is a risk of collision between the vehicle and the target obstacle, the vehicle is controlled to brake. During the braking process, if the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to a preset distance, the vehicle is controlled to turn to another lane away from the target obstacle. This allows for further control of the vehicle's steering to avoid obstacles on the basis of braking, which not only ensures the driving stability of the vehicle during obstacle avoidance but also improves the obstacle avoidance effect.

[0130] In one embodiment, after performing a collision risk assessment based on the first braking deceleration and the second braking deceleration in step S103 above to obtain the target collision risk assessment result between the vehicle and the target obstacle, the vehicle control method provided in this application embodiment further includes:

[0131] If the risk assessment results indicate that there is no risk of collision between the vehicle and the target obstacle, obtain the road characteristics corresponding to the road segment where the vehicle is located;

[0132] When the road characteristics meet the preset characteristics, the vehicle is controlled to pass through the road segment at a target speed; wherein the target speed is less than or equal to the preset speed limit value corresponding to the road segment.

[0133] Optionally, the preset features may include at least one of pedestrian crossings, traffic lights, intersections, and school zones. In practice, if the risk assessment results indicate that there is no risk of collision between the vehicle and the obstacle, the road features corresponding to the vehicle's location can be obtained by extracting at least one of the road sign information and intersection features from the image of the first driving area captured by the vehicle-mounted camera; alternatively, the road features corresponding to the vehicle's location can be obtained based on the matching results between the vehicle's positioning information and map data.

[0134] Furthermore, if the road sign information includes information indicating that the road segment has a pedestrian crossing and / or traffic lights, and / or indicates that the road segment is a school section, it can be determined that the road features corresponding to the vehicle's location segment match the preset features; or if the intersection features indicate that the road segment the vehicle is located at is a crossroads, it can be determined that the road features corresponding to the vehicle's location segment match the preset features; or if the matching result between the vehicle's location information and map data indicates that the road segment the vehicle is located at has a pedestrian crossing and / or traffic lights, and / or indicates that the road segment is a school section, it can be determined that the road features corresponding to the vehicle's location segment match the preset features.

[0135] Next, if the road characteristics corresponding to the road segment where the vehicle is located meet the preset characteristics, the vehicle can be controlled to pass through the road segment at a speed less than or equal to the preset speed limit value corresponding to that road segment. Optionally, the preset speed limit value can be the prescribed speed limit value for that road segment, or it can be a value smaller than the prescribed speed limit value for that road segment. In actual implementation, the preset speed limit value can be determined by multiplying the prescribed speed limit value by a preset ratio; optionally, the preset ratio is determined according to the actual situation, and the preset ratio is less than 1.

[0136] This application embodiment, by obtaining the road characteristics corresponding to the road segment where the vehicle is located when the risk assessment result indicates that there is no collision risk between the vehicle and the obstacle, and controlling the vehicle to pass through the road segment at a target speed when the road characteristics meet the preset characteristics, takes into account the situation where there is a sudden collision risk in typical road segments with preset characteristics, and can improve the obstacle avoidance effect of the vehicle in typical road segments.

[0137] In one embodiment, the vehicle control method provided in this application further includes:

[0138] If a living obstacle is present in the vehicle's second driving area while the vehicle is powered on and its speed is 0, the vehicle is prohibited from starting and moving.

[0139] In actual implementation, when the vehicle is powered on and its speed is 0, a visible light camera can capture a visible light image of the second driving area, and an infrared camera can capture an infrared image of the second driving area. Based on the visible light and infrared images, the vehicle can detect living obstacles in the second driving area. If a living obstacle is detected in the second driving area, the vehicle can be prevented from starting.

[0140] Optionally, the second driving area is a preset area located in the vehicle's driving direction; the area corresponding to the second driving area can be determined according to actual conditions, and is used to limit the distribution range of obstacles that pose a collision risk to the vehicle during the vehicle's starting phase. The area corresponding to the second driving area can be the same as or different from the area corresponding to the first driving area.

[0141] This application embodiment, by prohibiting the vehicle from starting if there is a living obstacle in the second driving area of ​​the vehicle when the vehicle is powered on and the vehicle speed is 0, can effectively reduce the risk of collision between the vehicle and the living obstacle during the starting process, thereby achieving effective protection of the living obstacle.

[0142] In one embodiment, the vehicle includes a smart driving domain controller and a non-smart driving domain controller, wherein:

[0143] When the vehicle's intelligent driver assistance functions are activated, the determination of the target collision risk assessment results and obstacle avoidance operations are executed by the intelligent driving domain controller; and / or

[0144] When the vehicle's intelligent driver assistance functions are turned off, the determination of the target collision risk assessment results and obstacle avoidance operations are performed by the non-intelligent driving domain controller.

[0145] In actual implementation, before determining the vehicle's desired first braking deceleration based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle in step S101, the state of the vehicle's intelligent assisted driving function can be obtained. When the vehicle's intelligent assisted driving function is activated, the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle can be sent to the intelligent driving domain controller. Then, the intelligent driving domain controller can execute steps S101 to S103 to determine the target collision risk assessment result between the vehicle and the obstacle. Then, if the target collision risk assessment result indicates that there is a collision risk between the vehicle and the target obstacle, the intelligent driving domain controller can control the vehicle to perform obstacle avoidance operations.

[0146] When the vehicle's intelligent driver assistance function is turned off, the target distance between the target obstacle and the vehicle, as well as the relative speed between the vehicle and the target obstacle, can be sent to the non-intelligent driving domain controller. Then, the non-intelligent driving domain controller can execute steps S101 to S103 to determine the target collision risk assessment result between the vehicle and the obstacle. If the target collision risk assessment result indicates a collision risk between the vehicle and the target obstacle, the non-intelligent driving domain controller can control the vehicle to perform obstacle avoidance maneuvers. Optionally, the non-intelligent driving domain controller includes at least one of a chassis domain controller and a brake controller.

[0147] This application embodiment, when the vehicle's intelligent assisted driving function is enabled, has the intelligent driving domain controller determine the target collision risk assessment result and perform the obstacle avoidance operation; when the vehicle's intelligent assisted driving function is disabled, the non-intelligent driving domain controller determines the target collision risk assessment result and performs the obstacle avoidance operation. This allows the vehicle to continuously possess automatic obstacle avoidance capability regardless of whether the intelligent driving assistance function is enabled or disabled. This avoids the problem of the driver not having enough time to properly take over the vehicle and causing the vehicle to fail to avoid obstacles when the intelligent driving function fails due to vehicle speed and / or bad weather, thereby further improving the vehicle's obstacle avoidance performance.

[0148] The vehicle control method provided in this application embodiment can also be applied to a vehicle control system, which may include intelligent driving perception equipment, intelligent driving domain controller, chassis domain controller (and / or brake controller), steering actuator, and brake actuator. Optionally, the intelligent driving perception equipment may include a visible light camera (also known as a regular camera), an infrared camera (also known as an infrared thermal imaging camera), a radar detector, and a positioning module.

[0149] Please see Figure 2 In one specific embodiment, the vehicle control method provided in this application may further include, but is not limited to, the following steps:

[0150] Step 1: Use a visible light camera and an infrared camera to capture real-time visible light and infrared images of the vehicle's first driving area, respectively;

[0151] Step 2: Align and overlay the visible light image and the infrared light image to obtain the target image of the first driving area of ​​the vehicle (also known as a dual-light fusion thermal imaging image);

[0152] Step 3: Acquire information on living obstacles, non-living obstacles, preset features of typical road sections, and road features of the road section where the vehicle is located. Living obstacle information is obtained by detecting living organisms in the target image and by extracting image information corresponding to living obstacles from the target image. Non-living obstacle information refers to obstacles without life, such as buildings and traffic cones, which can be determined based on real-time scanning information obtained from radar detectors of the vehicle's first driving area. Road features of the road section where the vehicle is located can be processed in real-time by cloud AI, matching the vehicle's GPS positioning information obtained by the positioning module with map data.

[0153] Step 4: Determine if the intelligent driver assistance function is enabled;

[0154] If the intelligent assisted driving function is activated, step 5 is executed: information on living obstacles, information on non-living obstacles, preset features of typical road sections, and road features of the road section where the vehicle is located are sent to the intelligent driving domain controller. The intelligent driving domain controller determines whether the vehicle needs to avoid obstacles based on the vehicle's speed, the second braking deceleration that the vehicle can provide, and the information on living obstacles, information on non-living obstacles, preset features of typical road sections, and road features of the road section where the vehicle is located. If the vehicle needs to avoid obstacles, the controller will steer and brake to avoid them. If the vehicle does not need to avoid obstacles, the vehicle's driving state will remain unchanged.

[0155] If the intelligent assisted driving function is turned off, then step 6 is executed: the information on living obstacles, non-living obstacles, preset features of typical road sections, and road features of the road section where the vehicle is located are sent to the chassis domain controller and / or brake controller. The chassis domain controller and / or brake controller determine whether the vehicle needs to avoid obstacles based on the vehicle speed and the second braking deceleration that the vehicle can provide, as well as the information on living obstacles, non-living obstacles, preset features of typical road sections, and road features of the road section where the vehicle is located. If the vehicle needs to avoid obstacles, the vehicle is controlled to steer and brake to avoid obstacles. If the vehicle does not need to avoid obstacles, the vehicle's driving state remains unchanged.

[0156] The specific implementation process of steps 5 and 6 can be referred to the description in the above embodiments, and will not be repeated here.

[0157] Please see Figure 3 In another specific embodiment, the vehicle control method provided in this application may further include, but is not limited to, the following steps:

[0158] Step a: In response to the vehicle being powered on but its speed being 0, determine whether there are any living obstacles in the vehicle's second driving area;

[0159] If there are living obstacles in the second driving area, proceed to step b, prohibit the vehicle from starting and driving, and return to step a.

[0160] If there are no living obstacles in the second driving area, proceed to step c: allow the vehicle to start moving.

[0161] Step d: During vehicle operation, acquire target information; target information may include information on living obstacles and non-living obstacles located in the first driving area of ​​the vehicle, vehicle speed, the second braking deceleration that the vehicle can provide, preset features of typical road sections, and road features of the road section where the vehicle is located.

[0162] Step e: Determine whether the intelligent driver assistance function is enabled;

[0163] When the intelligent assisted driving function is enabled, step f is executed: the target information is sent to the intelligent driving domain controller, which then determines whether the vehicle needs to avoid obstacles based on the target information.

[0164] When the vehicle needs to avoid obstacles, step g is executed: the intelligent driving domain controller determines the target braking parameters based on the target information; wherein, the braking parameters may include at least one of braking force, wheel-end braking deceleration, and target speed;

[0165] Step h: Determine the target steering parameters based on the target information using the intelligent driving domain controller; the steering parameters include steering force, steering angle, and steering speed.

[0166] Step i: The target braking parameters and target steering parameters are sent to the brake actuator and steering actuator respectively through the intelligent driving domain controller. The brake actuator and steering actuator control the vehicle to perform obstacle avoidance operation in a coordinated manner, and then return to step d.

[0167] When the intelligent assisted driving function is turned off, step j is executed: the target information is sent to the vehicle domain controller, and the vehicle domain controller determines whether the vehicle needs to control obstacle avoidance based on the target information; optionally, the vehicle domain controller includes at least one of the chassis domain controller and the brake controller.

[0168] When the vehicle needs to avoid obstacles, step k is executed: the vehicle domain controller determines the target braking parameters based on the target information; the braking parameters include at least one of braking force, wheel-end braking deceleration, and target speed.

[0169] Step m: Determine the target steering parameters based on the target information using the vehicle domain controller; the steering parameters include steering force, steering angle, and steering speed.

[0170] Step n: The target braking parameters and target steering parameters are sent to the brake actuator and steering actuator respectively through the vehicle domain controller. The brake actuator and steering actuator control the vehicle to perform obstacle avoidance actions in a coordinated manner, and then return to step d.

[0171] If the intelligent driving domain controller or the vehicle domain controller determines, based on the target information, that the vehicle does not need to avoid obstacles, the current process ends and returns to step d.

[0172] The specific implementation process of this embodiment can be referred to the description in the above embodiments, and will not be repeated here.

[0173] This application embodiment generates a dual-light fusion thermal imaging image by aligning and overlaying the visible light image and infrared light image corresponding to the vehicle's first driving area, and then performs living object detection on the dual-light fusion thermal imaging image. This improves the accuracy of identifying living obstacles in the vehicle's first driving area, thus enabling the vehicle to perform obstacle avoidance maneuvers to effectively protect the safety of living obstacles when there is a risk of collision between the vehicle and a living obstacle. Furthermore, by matching the vehicle's positioning information with map data, it can accurately identify whether the road segment where the vehicle is located is a typical road segment. If the road segment is typical, controlling the vehicle to slow down and pass through it can effectively avoid sudden collisions when the vehicle passes through typical road segments. In addition, the vehicle control method provided in this application embodiment does not rely entirely on intelligent driving assistance functions. It can maintain the vehicle's automatic obstacle avoidance capability even when intelligent driving assistance functions are enabled or disabled. This avoids the problem of the driver not having enough time to properly take over the vehicle when intelligent driving functions fail due to vehicle speed and / or bad weather, thus further improving the vehicle's obstacle avoidance performance.

[0174] Please see Figure 4 This application also provides a vehicle control device 400 that can implement the above-described vehicle control method. The device 400 includes a first determination module 401, a second determination module 402, a risk assessment module 403, and a vehicle control module 404.

[0175] The first determining module 401 is used to determine the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein the target obstacle is an obstacle located in the first driving area of ​​the vehicle.

[0176] The second determining module 402 is used to determine the second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle.

[0177] The risk assessment module 403 is used to perform a collision risk assessment based on the first braking deceleration and the second braking deceleration, and obtain the target collision risk assessment result between the vehicle and the target obstacle.

[0178] The vehicle control module 404 is used to control the vehicle to perform obstacle avoidance operations when the target collision risk assessment results indicate that there is a risk of collision between the vehicle and the target obstacle.

[0179] The vehicle control device provided in this application embodiment can implement all the steps of the above-described vehicle control method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0180] This application also provides a vehicle control device, including a processor and a memory. The memory stores a program or instructions that can run on the processor. When the program or instructions are executed by the processor, they implement the various steps of the above-described vehicle control method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0181] Figure 5 To illustrate the hardware structure of the vehicle control device according to an embodiment of this application, the vehicle control device includes:

[0182] The processor 501 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0183] The memory 502 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 502 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 502 and is called and executed by the processor 501 using the vehicle control method of the embodiments of this application.

[0184] The input / output interface 503 is used to implement information input and output;

[0185] The communication interface 504 is used to enable communication and interaction between this vehicle and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0186] Bus 505 transmits information between various components of the vehicle (e.g., processor 501, memory 502, input / output interface 503, and communication interface 504);

[0187] The processor 501, memory 502, input / output interface 503 and communication interface 504 are connected to each other within the vehicle via bus 505.

[0188] The vehicle control device provided in this application embodiment can implement all the steps of the above vehicle control method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0189] This application also provides a computer-readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various steps of the above-described vehicle control method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0190] The processor is the processor in the vehicle described in the above embodiments. The computer-readable storage medium includes computer-readable storage media such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0191] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various steps of the above-described vehicle control method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0192] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0193] This application provides a computer program product, which is stored in a storage medium and executed by at least one processor to implement the various steps of the vehicle control method embodiment described above, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0194] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not delete other identical elements present in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0195] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0196] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: The desired first braking deceleration of the vehicle is determined based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein the target obstacle is an obstacle located in the first driving area of ​​the vehicle; The second braking deceleration that the vehicle can provide is determined based on the friction characteristic parameters of the road surface on which the vehicle travels and the tire slip ratio of the vehicle. Based on the first braking deceleration and the second braking deceleration, a collision risk assessment is performed to obtain the target collision risk assessment result between the vehicle and the target obstacle. If the target collision risk assessment result indicates that there is a risk of collision between the vehicle and the target obstacle, the vehicle is controlled to perform an obstacle avoidance operation.

2. The vehicle control method as described in claim 1, characterized in that, Determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, includes: Using kinematic principles, the third braking deceleration of the vehicle is determined based on the target distance and the relative velocity; A first correction value is determined based on the ratio of the relative speed to the braking reaction time of the vehicle; The first braking deceleration is determined based on the sum of the first correction value and the third braking deceleration.

3. The vehicle control method as described in claim 1, characterized in that, The step of determining the second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle is traveling and the tire slip ratio of the vehicle includes: Using a tire model, the fourth braking deceleration of the vehicle is determined based on the friction characteristic parameters and the tire slip ratio; The second braking deceleration is determined by multiplying the pre-calibrated second correction value by the fourth braking deceleration; the second correction value is a positive integer less than or equal to 1.

4. The vehicle control method as described in claim 1, characterized in that, The target obstacles include living obstacles; Before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, the vehicle control method further includes: Acquire the visible light image and infrared light image corresponding to the first driving area; The visible light image and the infrared light image are processed to obtain a target image corresponding to the first driving area; wherein, the processing includes overlay processing; The target image is subjected to life form detection to identify the life form obstacle.

5. The vehicle control method as described in claim 1, characterized in that, Before determining the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle, the vehicle control method further includes: The movement status of each obstacle among a plurality of obstacles located in the first driving area, and the distance between each obstacle and the vehicle are obtained; Based on the movement status of each obstacle and the distance between each obstacle and the vehicle, the target obstacle with the highest risk of collision with the vehicle is determined among the plurality of obstacles.

6. The vehicle control method as described in claim 1, characterized in that, The step of conducting a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle includes: Based on the first braking deceleration and the second braking deceleration, a first safety factor corresponding to the vehicle and the target obstacle is determined; Based on the correspondence between the safety factor and the collision risk assessment results, the target collision risk assessment results that correspond to the first safety factor are determined.

7. The vehicle control method as described in claim 1, characterized in that, The control of the vehicle to perform obstacle avoidance operations includes: Control the vehicle to brake; During the vehicle braking process, if the distance between the lane corresponding to the target obstacle and the lane corresponding to the vehicle is less than or equal to a preset distance, the vehicle is controlled to turn to another lane away from the target obstacle.

8. The vehicle control method as described in claim 1, characterized in that, After performing a collision risk assessment based on the first braking deceleration and the second braking deceleration to obtain a target collision risk assessment result between the vehicle and the target obstacle, the vehicle control method further includes: If the risk assessment result indicates that there is no risk of collision between the vehicle and the target obstacle, the road features corresponding to the road segment where the vehicle is located are obtained. When the road features meet the preset features, the vehicle is controlled to pass through the road segment at a target speed; wherein the target speed is less than or equal to the preset speed limit value corresponding to the road segment.

9. The vehicle control method as described in claim 1, characterized in that, The vehicle control method further includes: If a living obstacle is present in the second driving area of ​​the vehicle when the vehicle is powered on and the vehicle speed is 0, the vehicle is prohibited from starting and driving.

10. The vehicle control method as described in claim 1, characterized in that, The vehicle includes a smart driving domain controller and a non-smart driving domain controller, wherein: When the vehicle's intelligent driver assistance function is activated, the determination of the target collision risk assessment result and the obstacle avoidance operation are executed by the intelligent driving domain controller; and / or When the vehicle's intelligent driver assistance function is turned off, the determination of the target collision risk assessment result and the obstacle avoidance operation are performed by the non-intelligent driving domain controller.

11. A vehicle control device, characterized in that, It includes a first determination module, a second determination module, a risk assessment module, and a vehicle control module; The first determining module is used to determine the desired first braking deceleration of the vehicle based on the target distance between the target obstacle and the vehicle, and the relative speed between the vehicle and the target obstacle; wherein the target obstacle is an obstacle located in the first driving area of ​​the vehicle; The second determining module is used to determine the second braking deceleration that the vehicle can provide based on the friction characteristic parameters of the road surface on which the vehicle travels and the tire slip ratio of the vehicle. The risk assessment module is used to perform a collision risk assessment based on the first braking deceleration and the second braking deceleration, and obtain the target collision risk assessment result between the vehicle and the target obstacle. The vehicle control module is used to control the vehicle to perform obstacle avoidance operations when the target collision risk assessment result indicates that there is a risk of collision between the vehicle and the target obstacle.

12. A vehicle control device, characterized in that, The vehicle control device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the vehicle control method as described in any one of claims 1 to 10.

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