Control method of vehicle, vehicle, and storage medium

Abstract

The embodiment of the application provides a vehicle control method, a vehicle and a storage medium. The method comprises the following steps: collecting driving data of the vehicle in a driving process, wherein the driving data is used to represent a driving state of the vehicle; determining a steering state of the vehicle based on the driving data; in response to the steering state being a steering state, determining relative movement data of at least one target object in a region where the vehicle is located relative to the vehicle in a steering process, wherein the target object is an object in the region that affects the driving state of the vehicle; determining control data of the vehicle based on the relative movement data, wherein the control data is used to control a steering angle amplitude of the vehicle; and controlling the vehicle to drive according to the control data. The application solves the technical problem of low safety of vehicle control.

Description

Technical Field

[0001] This application relates to the field of electronic communication technology, and more specifically, to a vehicle control method, a vehicle, and a storage medium. Background Technology

[0002] Currently, with the rapid development of vehicle research and development technology, the requirements for intelligent vehicle control are becoming increasingly stringent, and people's demands for vehicle driving safety are also growing daily. Basic driving functions are no longer sufficient to meet people's requirements for vehicle driving safety. Against this backdrop, vehicle research and development faces significant challenges in terms of driving safety technology. Simultaneously, with the continuous increase in vehicle ownership, the frequency of people's travel is also increasing, greatly raising the probability of traffic accidents.

[0003] In related technologies, the steering system lacks an active emergency steering function. In emergency situations, it usually relies on the driver's subjective judgment and emergency manual operation to avoid risks. However, everyone's reaction time is different and there is an upper limit to their ability. At the same time, it is affected or interfered with by various external factors, which may lead to an inability to react quickly. Therefore, it is impossible to effectively control the vehicle to avoid collisions in emergency situations. Consequently, this method has the technical problem of low vehicle control safety.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a storage medium to at least address the technical problem of low security in vehicle control.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided. The method may include: collecting driving data of the vehicle during driving, wherein the driving data is used to characterize the driving state of the vehicle; determining the steering state of the vehicle based on the driving data; in response to the steering state being a steering state, determining the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, wherein the target object is an object in the area that affects the driving state of the vehicle; determining control data of the vehicle based on the relative movement data, wherein the control data is used to control the steering angle amplitude of the vehicle; and controlling the vehicle to drive according to the control data.

[0007] Furthermore, in response to the steering state being in a steering state, determining the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process includes: in response to the steering state being in a steering state, acquiring multimodal data of the target object using at least one sensor in the vehicle; and determining the relative movement data using the multimodal data and driving data.

[0008] Furthermore, based on relative movement data, vehicle control data is determined, including: determining the vehicle's steering rate in response to the steering state being in a steering state; determining the on / off state of the emergency avoidance function in the vehicle based on the steering rate; determining the relative speed and relative distance between the vehicle and the target object from the relative movement data; and determining control data based on the relative speed and relative distance in response to the on / off state being in an on state.

[0009] Furthermore, based on the steering rate, the on / off state of the emergency avoidance function in the vehicle is determined, including: in response to the steering rate being greater than a speed threshold, determining the on / off state as an open state; in response to the steering rate being less than or equal to the speed threshold, determining the on / off state as a closed state.

[0010] Furthermore, the control data includes at least the target steering rate and the steering angle amplitude. In response to the open state being the open state, the control data is determined based on relative speed and relative distance, including: in response to the open state being the open state, adjusting the steering rate to the target steering rate using relative speed and relative distance, and determining the steering angle amplitude using relative speed and relative distance.

[0011] Furthermore, the method may also include: determining the vehicle's speed from driving data; determining a maximum steering rate matching the driving speed and a maximum steering angle amplitude; determining the maximum steering rate as a target steering rate in response to a target steering rate being greater than the maximum steering rate; and / or determining the maximum steering angle amplitude as the steering angle amplitude in response to a steering angle amplitude being greater than the maximum steering angle amplitude.

[0012] Furthermore, the method may also include: in response to the open state being an open state, outputting a prompt message, wherein the prompt message is used to indicate the driving status of the vehicle.

[0013] Furthermore, the method may also include: in response to the steering state being an end-steering state, determining the driving state of the vehicle after the steering ends; in response to the driving state after the steering ends satisfying the target driving state, controlling the opening / closing state to be a closed state.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided, which may include: a data acquisition unit for acquiring driving data of the vehicle during driving, wherein the driving data is used to characterize the driving state of the vehicle; a first determination unit for determining the steering state of the vehicle based on the driving data; a second determination unit for determining, in response to the steering state being in a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, wherein the target object is an object in the area that affects the driving state of the vehicle; a third determination unit for determining control data of the vehicle based on the relative movement data, wherein the control data is used to control the steering angle amplitude of the vehicle; and a control unit for controlling the vehicle to drive according to the control data.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] In this embodiment, driving data of the vehicle during its operation is collected, wherein the driving data is used to characterize the driving state of the vehicle; based on the driving data, the steering state of the vehicle is determined; in response to the steering state being in a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle is determined, wherein the target object is an object in the area that affects the driving state of the vehicle; based on the relative movement data, control data of the vehicle is determined, wherein the control data is used to control the steering angle amplitude of the vehicle; and the vehicle is controlled to drive according to the control data. That is, in this embodiment, driving data of the vehicle is collected, and based on the driving data, it is determined whether the vehicle needs to turn. If the vehicle needs to turn, the relative displacement data between the vehicle and other objects (i.e., target objects) can be determined. Based on the displacement data, the control data of the vehicle can be determined, and the vehicle can be controlled to drive according to the control data to achieve the purpose of controlling the vehicle to drive safely, thereby solving the technical problem of low vehicle control safety and achieving the technical effect of improving the safety of vehicle control. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of an emergency steering control system according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] Currently, with the rapid development of vehicle research and development technology, the requirements for intelligent vehicle control are becoming increasingly stringent, and people's demands for vehicle driving safety are also growing daily. Basic driving functions are no longer sufficient to meet people's requirements for vehicle driving safety. Against this backdrop, vehicle research and development faces significant challenges in terms of driving safety technology. Simultaneously, with the continuous increase in vehicle ownership, the frequency of people's travel is also increasing, greatly raising the probability of traffic accidents.

[0028] In related technologies, the steering system lacks an active emergency steering function, leaving the risk avoidance entirely to the driver's subjective judgment and emergency manual operation in emergency situations. Everyone's reaction time is different and has an upper limit, and is also affected or interfered with by various external factors, resulting in an inability to react quickly. Furthermore, in emergency situations, people's reactions are prone to panic or improper operation, making it impossible to effectively control the vehicle to avoid collisions. Therefore, this method has the technical problem of low vehicle control safety.

[0029] To address the aforementioned issues, this embodiment proposes a vehicle control method. This method collects vehicle driving data, determines whether the vehicle needs to turn based on the driving data, and if the vehicle needs to turn, determines the relative displacement data between the vehicle and other objects (i.e., the target object). Based on this displacement data, it determines vehicle control data that can control the vehicle's driving to achieve the goal of controlling the vehicle's safe driving. This solves the technical problem of low vehicle control safety and achieves the technical effect of improving the safety of vehicle control.

[0030] Optionally, when the method detects that the driver has made a steering operation and meets the need for emergency steering, it reacts quickly and increases the steering rate control system. At the same time, it judges the surrounding environment and controls the vehicle's steering angle amplitude when it senses obstacles in the steering direction or traffic participants such as vehicles approaching rapidly from the side and rear, which greatly increases the probability of avoiding collisions.

[0031] The method will be further described below. According to an embodiment of this application, a method embodiment for controlling a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This embodiment provides a method for controlling a vehicle. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application. Figure 1 As shown, the method may include the following steps:

[0033] Step S102: Collect driving data of the vehicle during driving, wherein the driving data is used to characterize the driving status of the vehicle.

[0034] In the technical solution provided in step S102 of this application, the driving data can be used to determine the driving status of the vehicle. It can be data collected by the electronic power steering (EPS) system and the steering angle sensor in the vehicle, including but not limited to: vehicle speed, vehicle position, steering angle, acceleration, surrounding environment information, etc. There is no specific limitation on the type of driving data here.

[0035] Optionally, the aforementioned driving data can be used to update the vehicle's map location in real time, adjust the driving route, and identify potential driving risks. For example, when vehicle driving data indicates that the vehicle is traveling too fast and a pedestrian is ahead, the autonomous driving system will automatically decelerate or prepare to brake to avoid a collision.

[0036] Optionally, during vehicle operation, the vehicle can continuously collect various driving data, such as vehicle speed, vehicle position, steering angle, and acceleration. This driving data is acquired through the vehicle's sensors (such as millimeter-wave radar, ultrasonic radar, lidar, and cameras), which are distributed around the vehicle to comprehensively monitor its driving status and surrounding environment.

[0037] Step S104: Determine the vehicle's steering status based on driving data.

[0038] In the technical solution provided by step S104 of this application, the steering state may include a steering state, a steering end state, or a no-steering state.

[0039] For example, the steering rate in the driving data can be used to determine whether the vehicle is turning. If the vehicle is turning, the steering state can be determined to be turning. If the driving data indicates that the vehicle is traveling in a straight line, the steering state can be determined to be not turning.

[0040] Optionally, the vehicle's specific electronic steering EPS and steering angle sensor can collect driving data, and by judging the driving data, the driver's driving intention can be determined, that is, whether the driver has made a steering operation.

[0041] Alternatively, the determination of whether the vehicle is performing a steering operation can be made by monitoring changes in the steering wheel angle (provided by a steering angle sensor) or by receiving commands from the electronic power steering (EPS) controller. For example, when the driver operates the steering wheel to turn, the steering angle sensor will detect a sharp increase in the steering angle, thus confirming that the vehicle is turning.

[0042] Step S106: In response to the steering state being in a steering state, determine the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, wherein the target object is an object in the area that affects the driving state of the vehicle.

[0043] In the technical solution provided in step S106 of this application, the target object can be an entity in the environment (or area) that may directly affect the safe driving state of the vehicle. It can include static and dynamic objects, such as pedestrians, cyclists, other vehicles, road obstacles, dynamic obstacles, fixed facilities (e.g., streetlights, guardrails, trees, buildings), traffic signs (e.g., stationary turning signs), and poor road surfaces (e.g., snow accumulation, potholes). No specific restrictions are placed on the category of the target object here. The relative movement data can include, but is not limited to, relative displacement, relative position, relative velocity, and relative acceleration, and can be used to characterize the relative movement relationship between the vehicle and the target object.

[0044] Optionally, once the vehicle is detected to be turning, its current turning state can be determined, and the surrounding environment can be analyzed immediately, focusing particularly on areas related to the turning direction. Sensors from the advanced driver assistance system (ADAS) (such as a forward-facing camera, front radar, left and right surround view cameras, and front and rear side view cameras) can be used to identify the relative speed and distance of obstacles or approaching vehicles along the turning path to obtain relative movement data. For example, when the vehicle attempts to turn left, the focus can be on obstacles and road users on the left.

[0045] Step S108: Based on the relative movement data, determine the vehicle's control data, wherein the control data is used to control the vehicle's steering angle amplitude.

[0046] In the technical solution provided by step S108 of this application, the control data can be, in an autonomous driving system or assisted driving system, based on driving data and a predetermined control strategy, or can be instruction data sent to the vehicle's actuators (such as steering system, braking system, power system), which can be used to guide the vehicle on how to respond to current driving conditions in order to achieve safe and efficient driving. It can include, but is not limited to, data such as turning angle request, braking request, acceleration request, and steering rate, which can be used to control the vehicle to complete the avoidance of target objects.

[0047] For example, in emergency steering control, suppose a vehicle is traveling at 50 km / h and suddenly detects a stationary obstacle ahead, while a vehicle rapidly approaching from the left lane is also detected. Driving data includes vehicle speed, obstacle distance, and the speed of the vehicle to the left. Based on this data, an optimal obstacle avoidance strategy can be calculated. This strategy may include, but is not limited to, increasing the steering rate and limiting the steering angle to avoid a collision with the vehicle on the left. Control data translates these decisions into specific instructions to the steering gear to execute a quick and safe steering maneuver.

[0048] Optionally, relative movement data is evaluated to calculate the optimal steering control strategy. If there are rapidly approaching obstacles in front or to the side, the vehicle's steering rate and angle can be adjusted to avoid collisions with these obstacles. This step involves complex decision-making logic and control algorithms to ensure that steering is both swift and safe, preventing loss of control or collisions with other vehicles.

[0049] Step S110: Control the vehicle to drive according to the control data.

[0050] In the technical solution provided by step S110 of this application, the vehicle can be controlled according to the control data to achieve the purpose of controlling the vehicle to reasonably avoid the target object during the turning process.

[0051] Optionally, based on the calculated control data, control commands can be issued through the electronic steering system controller. These commands, constructed from the control data, can be used to adjust the vehicle's steering angle and steering speed. Simultaneously, it may interact with the body domain controller, instrument cluster, etc., to provide human-machine interface prompts, ensuring that the driver and other road users are aware of the vehicle's steering intentions. Through these methods, the emergency steering control system can dynamically adjust during vehicle steering to respond to unexpected situations and improve driving safety.

[0052] Compared to traditional steering systems, this embodiment provides a perception and control capability based on autonomous driving. When the system detects that the driver has made a steering operation and meets the need for emergency steering, it reacts quickly and increases the steering rate. At the same time, it judges the surrounding environment and controls the vehicle's steering angle amplitude when it detects obstacles or traffic participants such as vehicles approaching rapidly from the side or rear in the steering direction, which greatly improves the probability of avoiding collisions.

[0053] Through steps S102 to S110, driving data of the vehicle during its operation is collected, wherein the driving data is used to characterize the driving state of the vehicle; based on the driving data, the steering state of the vehicle is determined; in response to the steering state being in a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle is determined, wherein the target object is an object in the area that affects the driving state of the vehicle; based on the relative movement data, control data of the vehicle is determined, wherein the control data is used to control the steering angle amplitude of the vehicle; and the vehicle is controlled to drive according to the control data. That is, in this embodiment of the application, driving data of the vehicle is collected, and based on the driving data, it is determined whether the vehicle needs to turn. If the vehicle needs to turn, the relative displacement data between the vehicle and other objects (i.e., target objects) can be determined. Based on the displacement data, the control data of the vehicle can be determined, and the vehicle can be controlled to drive according to the control data to achieve the purpose of controlling the vehicle to drive safely, thereby solving the technical problem of low vehicle control safety and achieving the technical effect of improving the safety of vehicle control.

[0054] The above-mentioned method of this application will be further described below.

[0055] As an optional implementation, step S106, in response to the steering state being in a steering state, determines the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, including: in response to the steering state being in a steering state, using at least one sensor in the vehicle to collect multimodal data of the target object; using the multimodal data and driving data to determine the relative movement data.

[0056] In this embodiment, if the vehicle is in a turning state, at least one sensor in the vehicle can be used to collect multimodal data of the target object. The multimodal data may include image data, radar data, etc., and can be used to determine the position, direction of movement, speed, etc. of the target object. It should be noted that this is only an example and there are no specific limitations on the type of multimodal data or the content it represents.

[0057] Optionally, after acquiring the multimodal data, the target object's direction of movement and speed relative to the vehicle can be determined using the multimodal data. Based on this direction of movement and speed data, combined with the vehicle's driving data, the relative movement data between the vehicle and the target object can be determined.

[0058] Optionally, the vehicle can use the sensors of the intelligent driving system to perceive surrounding traffic participants (i.e., target objects) and determine the relative speed and relative distance between the vehicle and surrounding traffic participants in real time.

[0059] Optionally, the vehicle can be equipped with various sensors, including but not limited to: lidar, millimeter-wave radar, ultrasonic radar, forward-facing cameras, rear-facing cameras, and surround-view cameras. When the vehicle's steering state is detected as being in a turning state, these sensors can be activated to collect multimodal data of the target object. For example, lidar and millimeter-wave radar data can be used to measure the distance and angle of the target object, while cameras can be used to obtain the category information of the target object (vehicle, pedestrian, bicycle, etc.). This data will be fused and processed to calculate the relative speed, relative distance, and relative position change trends between the target object and the vehicle based on the vehicle's current driving data (such as vehicle speed, steering angle, acceleration, etc.) and the multimodal data of the target object, forming "relative movement data".

[0060] As an optional implementation, step S108, based on relative movement data, determines vehicle control data, including: in response to the steering state being in a steering state, determining the vehicle's steering rate; based on the steering rate, determining the on / off state of the emergency avoidance function in the vehicle; determining the relative speed and relative distance between the vehicle and the target object from the relative movement data; and in response to the on / off state being in an on state, determining control data based on the relative speed and relative distance.

[0061] In this embodiment, if the steering state is in the steering state, the vehicle's steering rate can be determined. Based on the steering rate, the on / off state of the vehicle's emergency avoidance function can be further determined. If the on / off state is in the on state, the relative speed and relative distance can be determined from the relative movement data. Using the relative speed and relative distance, the corresponding control data can be determined.

[0062] Optionally, when the driver operates the steering wheel to turn the vehicle and reaches a certain steering rate (the specific value can be based on actual vehicle calibration), it can be determined that the driver intends to make emergency avoidance. At this time, the emergency avoidance function can be activated, that is, the emergency avoidance function is in the active state. Furthermore, rapid steering control assistance can be performed based on the relative speed and relative distance between obstacles in front of the vehicle and in the target direction to determine control data. For example, the control data can be to increase the steering rate (angular velocity) while controlling the steering angle amplitude (angle). Through the above methods, collisions with obstacles in front (including trucks, passenger cars, pedestrians, two-wheeled vehicles, etc.) can be avoided on the one hand, and collisions with obstacles in the target direction can be avoided on the other.

[0063] Optionally, when the vehicle is turning, the vehicle's turning status and the surrounding environment can be assessed in real time to determine whether to activate the emergency avoidance function and adjust the vehicle's steering strategy based on the dynamic information of the target object.

[0064] Optionally, the vehicle is being steered by a torque sensor or angle sensor in the steering system, and the steering rate of the vehicle during the steering process is obtained. The steering rate is a key indicator for measuring the urgency of the steering operation and is crucial for whether the emergency avoidance function is triggered.

[0065] Optionally, when the steering rate exceeds a certain threshold, it indicates that the vehicle is performing an emergency avoidance maneuver. At this point, it can be determined whether the conditions for the emergency avoidance function are met. These conditions may include, but are not limited to: vehicle speed (ensuring it is within a safe speed range), a safety assessment of the surrounding environment (ensuring there are no unavoidable obstacles in the steering direction), and the vehicle's dynamic state (e.g., stability). If the activation conditions are met, the emergency avoidance function can be activated; that is, the emergency avoidance function is in the "on" state at this time, so as to further adjust the steering strategy, increase the steering rate, and optimize the steering angle amplitude to ensure that the vehicle can safely avoid obstacles.

[0066] Optionally, by utilizing various sensors equipped on the vehicle (such as lidar, millimeter-wave radar, and surround-view cameras), the relative speed and distance of the target object relative to the vehicle can be acquired and analyzed in real time. This data can be used to determine whether the target object poses an immediate threat to the vehicle. Relative speed can be used to determine whether the target object is moving away from or approaching the vehicle, while relative distance can be used to assess the urgency of avoidance. Based on relative movement data, the future position of the target object can be predicted, thereby determining the optimal avoidance path.

[0067] Optionally, when the emergency avoidance function is activated, the steering angle and steering rate that the vehicle needs to adjust can be determined based on the relative speed and relative distance of the target object. This process may involve the coordination of multiple subsystems, such as the electronic steering system and the braking system.

[0068] Optionally, determining the control data is a dynamic process that involves continuously monitoring changes in relative movement data and adjusting the control strategy based on the latest relative movement data to ensure the safety and controllability of the vehicle during steering.

[0069] As an optional implementation, determining the on / off state of the emergency avoidance function in the vehicle based on the steering rate includes: determining the on / off state as an open state in response to the steering rate being greater than a speed threshold; and determining the on / off state as a closed state in response to the steering rate being less than or equal to the speed threshold.

[0070] In this embodiment, a speed threshold can be preset, which can be associated with the vehicle type. Using the speed threshold, the on / off state of the emergency avoidance function can be determined.

[0071] Optionally, if the steering rate is greater than the speed threshold, the opening / closing state can be determined to be the open state; if the steering rate is less than or equal to the speed threshold, the opening / closing state can be determined to be the closed state.

[0072] As an optional implementation, the control data includes at least a target steering rate and a steering angle amplitude. In response to the open / closed state being in the open state, the control data is determined based on relative speed and relative distance, including: in response to the open / closed state being in the open state, adjusting the steering rate to the target steering rate using relative speed and relative distance, and determining the steering angle amplitude using relative speed and relative distance.

[0073] In this embodiment, the control data may include the target steering rate and the steering angle magnitude. If the emergency avoidance function is activated by turning the turntable, the steering rate can be adjusted to the target steering rate using relative speed and relative distance, and the steering angle magnitude can be determined using relative speed and relative distance.

[0074] Optionally, rapid steering control assistance is performed based on the relative speed and relative distance of obstacles in front of the vehicle and in the target direction to determine control data.

[0075] Optionally, when the emergency steering system detects that the vehicle is in an emergency avoidance state and the emergency avoidance function is activated, it can dynamically calculate and adjust the vehicle's steering control parameters based on the relative speed and relative distance between the vehicle and target objects (such as obstacles or other vehicles) in the surrounding environment. These steering control parameters may include the target steering rate and steering angle amplitude, and these parameters (i.e., control data) can be used to influence how the vehicle safely and effectively performs avoidance maneuvers.

[0076] Optionally, steering rate, also known as steering speed, refers to the angle the steering wheel turns or the angle the front wheels deflect per unit time. In emergency avoidance situations, vehicles may need a faster steering speed to quickly evade danger zones. An appropriate target steering rate can be calculated using algorithms based on the relative speed and distance between the target object and the vehicle to ensure the vehicle can complete the avoidance maneuver within a safe timeframe. For example, when a vehicle is traveling at 60 km / h and suddenly detects an obstacle ahead and a rapidly approaching car from the side and rear (high relative speed, small relative distance), the steering rate might be increased from 300 degrees per second (deg / s) to 400 deg / s to complete the turn more quickly and avoid a collision.

[0077] Optionally, the aforementioned turning angle amplitude can refer to the maximum deflection angle of the front wheels during a turn. The turning angle amplitude needs to be determined by considering the distance and speed between the target object and the vehicle, as well as the vehicle's own dynamic characteristics. If the target object is close or moving at a high speed, a larger turning angle amplitude may be required to ensure the vehicle can deviate sufficiently and in a timely manner from the potential collision path. For example, suppose a vehicle is attempting to turn left to avoid a truck ahead, but a bicycle is approaching at a relatively high speed from the left. Based on the relative speed and distance to the bicycle, a smaller but sufficient turning angle amplitude can be calculated to ensure safe avoidance and prevent a collision with the bicycle.

[0078] Through the steps described above, the emergency steering system can dynamically adjust the vehicle's steering strategy in real time according to changes in the surrounding environment. This ensures that in emergency situations, it can effectively avoid obstacles while maintaining vehicle stability and safety, thereby minimizing the risk of traffic accidents. This intelligent and dynamic emergency steering control strategy is an important component of modern autonomous driving technology and active safety systems, contributing to improved overall road safety.

[0079] As an optional implementation, the method may further include: determining the vehicle's speed from driving data; determining a maximum steering rate and a maximum steering angle amplitude that match the driving speed; determining the maximum steering rate as a target steering rate in response to a target steering rate being greater than the maximum steering rate; and / or determining the maximum steering angle amplitude as the steering angle amplitude in response to a steering angle amplitude being greater than the maximum steering angle amplitude.

[0080] In this embodiment, to ensure vehicle driving safety, the steering angle amplitude and target steering rate cannot be allowed to be infinitely large. Therefore, the maximum steering rate and maximum steering angle amplitude can be preset to match different vehicle speeds. When the vehicle's target steering rate is greater than the maximum steering rate, the maximum steering rate can be determined as the target steering rate, and / or if the steering angle amplitude is greater than the maximum steering angle amplitude, the maximum steering angle amplitude can be determined as the steering angle amplitude, in order to avoid the vehicle from overturning during driving, thereby improving vehicle driving safety.

[0081] Optionally, the control range can include the maximum steering angle (i.e., maximum steering angle amplitude) and steering rate (i.e., maximum steering speed) capability of the electronic steering. These parameters can be calibrated based on different vehicle speeds. Table 1 shows the maximum steering rate (i.e., angular velocity) and maximum steering angle amplitude (i.e., angle) corresponding to different vehicle speeds. As shown in Table 1, different driving speeds are matched with different maximum steering rates and maximum steering angle amplitudes. It should be noted that the numbers in the table are for illustrative purposes only and can be selected and set according to actual conditions.

[0082] Table 1. Maximum steering rate and maximum steering angle at different vehicle speeds.

[0083] angle 450 450 400 190 111 75 55 35 26 19 angular velocity 450 450 248 145 87 58 44 37 29 22

[0084] This embodiment relates to an emergency steering control system. Figure 2 This is a schematic diagram of an emergency steering control system according to an embodiment of this application, as shown below. Figure 2 As shown, the core controller of this system is the emergency steering system (also known as the emergency steering system controller). This controller receives signals from sensors installed around the vehicle to perceive obstacles in the surrounding environment, and simultaneously monitors the steering system status, including steering angle and torque sensors, to determine the driver's intention. When it detects that the driver has an emergency steering intention, but it is insufficient to avoid the obstacle, it activates emergency steering control. The steering control process involves the controller sending a steering angle rate request to the chassis domain controller to increase the steering angle rate. The chassis domain execution parameters are fed back to the emergency steering controller in real time for closed-loop control. Simultaneously, it interacts with the cabin domain and body domain to provide alarm prompts.

[0085] Optionally, the emergency steering control system can acquire data collected by sensors, which may include: lidar, millimeter-wave radar, ultrasonic radar, forward-facing perception camera, rear-facing perception camera, surround-view perception camera, EPS electronic steering system, and steering angle sensor. Optionally, the emergency steering system can acquire the data collected by the aforementioned sensors, process the data to obtain control data, and send the control data to the corresponding controller to complete the control of the vehicle's driving process. The aforementioned controllers may include, but are not limited to: body domain controller, chassis domain controller, and cockpit domain controller. The body domain controller can be used to control the turn signals. The chassis domain controller can be used to control the braking system and steering system. The cockpit domain controller can be used for human-machine interface (HMI) interaction.

[0086] As an optional implementation, the method may further include: in response to the open state being an open state, outputting a prompt message, wherein the prompt message is used to indicate the driving status of the vehicle.

[0087] In this embodiment, if the emergency avoidance function is enabled, a prompt message can be output to the human-machine interaction system, and this prompt message can be displayed on the display interface of the human-machine interaction system. The prompt message can be text, image, etc., and can be used to indicate the vehicle's driving status. For example, it can indicate data such as the relative speed and relative distance between the vehicle and the target object, the vehicle's speed, turning angle, and target turning rate. It should be noted that this is only an example, and the content of the prompt message is not specifically limited.

[0088] Optionally, when the emergency steering system is activated, the turn signals can be illuminated via the vehicle's domain controller to alert vehicles behind. When the emergency steering system is activated, voice prompts and function icons can be displayed on the instrument cluster or central control screen to inform the driver of the vehicle's status.

[0089] Optionally, the emergency steering function is mutually exclusive with other functions of the intelligent driving system, and it has the conditions to be activated when the intelligent driving system functions are not activated. When the intelligent driving functions are activated, the vehicle performs the functions of the intelligent driving system. This function is not mutually exclusive with the Intelligent Integrated Brake (IPB) system. When the IPB function is activated, or when the IPB function is activated due to emergency avoidance, the two systems will work simultaneously to control the vehicle for safety.

[0090] In this embodiment, a perception and control capability based on autonomous driving is provided. When the system detects that the driver has made a steering operation and meets the need for emergency steering, it reacts quickly and increases the steering rate. At the same time, it judges the surrounding environment and controls the vehicle's steering angle amplitude when it detects obstacles or traffic participants such as vehicles approaching rapidly from the side or rear in the steering direction. This system includes an autonomous driving assistance controller, an electric steering system controller and steering gear, a steering angle sensor, a cabin controller, an instrument cluster controller, and sensors such as a forward-looking camera, a front radar, left and right surround view sensors, and front and rear side view sensors of the autonomous driving assistance system.

[0091] Optionally, the aforementioned steering angle sensor can be used to identify the driver's intention. When a sharp increase in steering angle occurs while the vehicle speed reaches a certain threshold, the electronic steering system activates the emergency steering function. The activation signal is immediately transmitted to the driver assistance system controller, which then assesses the surrounding environment, identifies surrounding obstacles based on multi-sensor fusion technology, and feeds back the assessment results to the electronic steering system controller for optimal steering control.

[0092] Optionally, when the emergency avoidance function is activated, the electronic steering system controller sends a valid activation signal to the cockpit domain controller, which then provides human-machine interaction prompts and alarms through the instrument panel.

[0093] As an optional implementation, the method may further include: determining the driving state of the vehicle after the steering ends in response to the steering state being an end-steering state; and controlling the opening / closing state to be a closed state in response to the driving state after the steering ends satisfying the target driving state.

[0094] In this embodiment, if the steering state is the end-of-steering state, the control opening / closing state is closed in response to the driving state after the steering ends satisfying the target driving state. The target driving state can be a safety condition such as whether the vehicle is parallel to the lane lines or whether it accelerates and brakes to a stop. This can be used to determine whether the vehicle is in a safe driving state. It should be noted that this is only an example and the content of the target driving state is not specifically limited.

[0095] Optionally, after the steering action is completed, the emergency steering system is disengaged when the vehicle is identified as being parallel to the lane line or accelerating to a stop. At this time, the emergency avoidance state is closed, and vehicle control is completely handed over to the driver.

[0096] Optionally, this embodiment uses the perception capabilities of the autonomous driving system to identify the vehicle's driving environment, lane information, other traffic participants, and other information. When it detects that the driver has an emergency steering need and at the same time judges that there is a risk of collision ahead, it actively increases the steering rate by controlling the steering system controller. At the same time, it identifies traffic participants such as obstacles in the steering direction or vehicles approaching rapidly from the side and rear, and controls the vehicle's steering angle to avoid a collision.

[0097] In this embodiment, driving data of the vehicle during its operation is collected, wherein the driving data is used to characterize the driving state of the vehicle; based on the driving data, the steering state of the vehicle is determined; in response to the steering state being in a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle is determined, wherein the target object is an object in the area that affects the driving state of the vehicle; based on the relative movement data, control data of the vehicle is determined, wherein the control data is used to control the steering angle amplitude of the vehicle; and the vehicle is controlled to drive according to the control data. That is, in this embodiment, driving data of the vehicle is collected, and based on the driving data, it is determined whether the vehicle needs to turn. If the vehicle needs to turn, the relative displacement data between the vehicle and other objects (i.e., target objects) can be determined. Based on the displacement data, the control data of the vehicle can be determined, and the vehicle can be controlled to drive according to the control data to achieve the purpose of controlling the vehicle to drive safely, thereby solving the technical problem of low vehicle control safety and achieving the technical effect of improving the safety of vehicle control.

[0098] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0099] According to an embodiment of this application, a vehicle control device is provided. It should be noted that the device can be used to execute the above-described vehicle control method.

[0100] Figure 3 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Figure 3 As shown, the vehicle's control device may include: a data acquisition unit 302, a first determination unit 304, a second determination unit 306, a third determination unit 308, and a control unit 310.

[0101] The acquisition unit 302 is used to acquire driving data of the vehicle during driving, wherein the driving data is used to characterize the driving status of the vehicle.

[0102] The first determining unit 304 is used to determine the steering state of the vehicle based on driving data.

[0103] The second determining unit 306 is used to determine, in response to the steering state being a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, wherein the target object is an object in the area that affects the driving state of the vehicle.

[0104] The third determining unit 308 is used to determine the vehicle's control data based on the relative movement data, wherein the control data is used to control the vehicle's steering angle amplitude.

[0105] The control unit 310 is used to control the vehicle's movement according to control data.

[0106] Furthermore, the second determining unit may include: an acquisition module, used to acquire multimodal data of the target object using at least one sensor in the vehicle in response to the steering state being a steering state; and a first determining module, used to determine relative movement data using the multimodal data and driving data.

[0107] Furthermore, the third determining unit may include: a second determining module, used to determine the vehicle's steering rate in response to the steering state being a steering state; a third determining module, used to determine the on / off state of the emergency avoidance function in the vehicle based on the steering rate; a fourth determining module, used to determine the relative speed and relative distance between the vehicle and the target object from the relative movement data; and a fifth determining module, used to determine control data based on the relative speed and relative distance in response to the on / off state being an on state.

[0108] Furthermore, the third determining module may include: a first determining submodule, used to determine the opening / closing state as an open state in response to a steering rate greater than a speed threshold; and a second determining submodule, used to determine the opening / closing state as a closed state in response to a steering rate less than or equal to a speed threshold.

[0109] Furthermore, the fifth determining module may include: a processing submodule, used to adjust the steering rate to a target steering rate in response to the open state being the open state, using relative speed and relative distance, and to determine the steering angle magnitude using relative speed and relative distance.

[0110] Furthermore, the device may also include: a fourth determining unit, configured to determine the vehicle's speed from driving data; determine a maximum steering rate matching the driving speed, and a maximum steering angle amplitude; a fifth determining unit, configured to determine the maximum steering rate as a target steering rate in response to a target steering rate being greater than the maximum steering rate; and / or to determine the maximum steering angle amplitude as a steering angle amplitude in response to a steering angle amplitude being greater than the maximum steering angle amplitude.

[0111] Furthermore, the device may also include an output unit for outputting a prompt message in response to the open state, wherein the prompt message is used to indicate the driving status of the vehicle.

[0112] Furthermore, the device may also include: a fifth determining unit, used to determine the driving state of the vehicle after the steering ends in response to the steering state being the end-steering state; and a control unit, used to control the opening / closing state to be the closed state in response to the driving state after the steering ends satisfying the target driving state.

[0113] In the vehicle control device of this embodiment, a data acquisition unit acquires driving data during the vehicle's operation, wherein the driving data is used to characterize the vehicle's driving state; a first determining unit determines the vehicle's steering state based on the driving data; a second determining unit, in response to the steering state being in a steering state, determines the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process, wherein the target object is an object in the area that affects the vehicle's driving state; a third determining unit determines vehicle control data based on the relative movement data, wherein the control data is used to control the vehicle's steering angle amplitude; and a control unit controls the vehicle's driving according to the control data to achieve the purpose of controlling the vehicle's safe driving, thereby solving the technical problem of low vehicle control safety and achieving the technical effect of improving vehicle control safety.

[0114] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0115] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0116] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0117] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0118] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0119] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0120] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection of units or modules may be electrical or other forms.

[0121] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0122] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0123] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0124] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: The vehicle collects driving data during its operation, wherein the driving data is used to characterize the vehicle's driving status. Based on the driving data, the steering state of the vehicle is determined; In response to the steering state being a steering state, the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle is determined during the steering process, wherein the target object is an object in the area that affects the driving state of the vehicle; Based on the relative movement data, control data for the vehicle is determined, wherein the control data is used to control the steering angle of the vehicle; The vehicle is controlled to move according to the control data.

2. The method according to claim 1, characterized in that, In response to the steering state being in a steering state, determining the relative movement data of at least one target object in the area where the vehicle is located relative to the vehicle during the steering process includes: In response to the steering state being a steering state, multimodal data of the target object are acquired using at least one sensor in the vehicle; The relative movement data is determined using the multimodal data and the driving data.

3. The method according to claim 1, characterized in that, The determination of the vehicle's control data based on the relative movement data includes: In response to the steering state being a steering state, the steering rate of the vehicle is determined; Based on the steering rate, determine the on / off state of the emergency avoidance function in the vehicle; The relative speed and relative distance between the vehicle and the target object are determined from the relative movement data; In response to the opening / closing state being open, the control data is determined based on the relative speed and the relative distance.

4. The method according to claim 3, characterized in that, The step of determining the on / off state of the emergency avoidance function in the vehicle based on the steering rate includes: In response to the steering rate being greater than a speed threshold, the opening / closing state is determined to be the open state; In response to the steering rate being less than or equal to the rotational speed threshold, the opening / closing state is determined to be a closed state.

5. The method according to claim 3, characterized in that, The control data includes at least the target steering rate and steering angle magnitude. The response to the open / closed state being in the open state, based on the relative speed and the relative distance, determines the control data, including: In response to the opening state being the open state, the steering rate is adjusted to the target steering rate using the relative speed and the relative distance, and the steering angle magnitude is determined using the relative speed and the relative distance.

6. The method according to claim 5, characterized in that, The method further includes: The vehicle's speed is determined from the driving data; Determine the maximum steering rate and the maximum steering angle amplitude that match the driving speed; In response to the target steering rate being greater than the maximum steering rate, the maximum steering rate is determined as the target steering rate; and / or In response to the fact that the turning angle amplitude is greater than the maximum turning angle amplitude, the maximum turning angle amplitude is determined as the turning angle amplitude.

7. The method according to claim 3, characterized in that, The method further includes: In response to the open / closed state being the open state, a prompt message is output, wherein the prompt message is used to indicate the driving status of the vehicle.

8. The method according to claim 3, characterized in that, The method further includes: In response to the steering state being an end-steering state, the driving state of the vehicle after the steering is ended is determined; In response to the vehicle's driving state satisfying the target driving state after the steering is terminated, the opening / closing state is controlled to be closed.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 8.

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