Vehicle overtaking control method, electronic device, vehicle, medium and product

Abstract

Embodiments of the present application provide a vehicle meeting control method, electronic device, vehicle, medium and product. The method comprises: when it is determined that the current vehicle needs to meet with a target vehicle during driving along a first reference line, obtaining vehicle parameters and road parameters; determining a first offset and a second offset according to the vehicle parameters, the road parameters and a preset safety distance parameter; if it is determined that the second offset is greater than or equal to the first offset, generating a second reference line according to the second offset, controlling the current vehicle to drive from the first reference line to the second reference line, and controlling the current vehicle to drive along the second reference line to complete the meeting with the target vehicle. The method does not need to rely on the prediction of the avoidance intention and avoidance trajectory of the oncoming vehicle, improves the trajectory accuracy of the current vehicle meeting, and thus improves the safety of vehicle driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles and the field of automatic driving, and in particular to a vehicle overtaking control method, an electronic device, a vehicle, a medium and a product. BACKGROUND

[0002] With the rapid development of automatic driving technology, the automatic driving technology of a vehicle can evolve from low-level auxiliary driving to high-level automatic driving. For high-level automatic driving, the vehicle can realize automatic driving in a complex scene. For example, in a single-lane overtaking scenario with an oncoming vehicle, the vehicle is controlled to automatically perform overtaking.

[0003] In some technologies, a prediction trajectory result of an oncoming vehicle is determined according to an overtaking avoidance intention of the oncoming vehicle, and a safety space of a current vehicle is constructed based on the prediction trajectory result of the oncoming vehicle, and an overtaking avoidance trajectory of the current vehicle is generated in the safety space. In the above technology, the overtaking avoidance trajectory of the current vehicle needs to rely on the prediction of the overtaking avoidance intention of the oncoming vehicle and the prediction trajectory result. However, if the prediction result of the oncoming vehicle is incorrect, the overtaking avoidance trajectory of the current vehicle will be inaccurate, which will pose a safety risk. SUMMARY

[0004] The vehicle overtaking control method, the electronic device, the vehicle, the medium and the product provided by the embodiments of the present application do not need to rely on the prediction result of the avoidance intention and the avoidance trajectory of the oncoming vehicle, improve the accuracy of the overtaking trajectory of the current vehicle, and thus improve the safety of vehicle driving.

[0005] In a first aspect, the embodiments of the present application provide a vehicle overtaking control method, comprising:

[0006] When it is determined that the current vehicle needs to perform overtaking with a target vehicle during driving along a first reference line, vehicle parameters and road parameters are obtained;

[0007] The first offset and the second offset are determined according to the vehicle parameters, the road parameters and a preset safety distance parameter, wherein the first offset represents the minimum offset that the current vehicle can complete overtaking, and the second offset represents the maximum offset that the current vehicle completes overtaking;

[0008] If it is determined that the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset, the current vehicle is controlled to drive from the first reference line to the second reference line, and the current vehicle is controlled to drive along the second reference line to complete overtaking with the target vehicle, wherein the distance between the second reference line and the first reference line is the second offset.

[0009] In a possible implementation, the vehicle parameters include a width of the current vehicle and a width of the target vehicle; the safety distance parameters include a first safety distance, a second safety distance, and a third safety distance, where the first safety distance represents a safety distance between the target vehicle and a road edge, the second safety distance represents a safety distance between the target vehicle and the current vehicle, and the third safety distance represents a safety distance between the current vehicle and the road edge; and the road parameter is half of a road width.

[0010] In a possible implementation, the first offset is determined according to the vehicle parameters, the road parameter, and the preset safety distance parameters, including:

[0011] a sum of half of the width of the current vehicle, the width of the target vehicle, the first safety distance, and the second safety distance is determined as the first distance;

[0012] half of the road width is determined as the second distance;

[0013] if the first distance is determined to be less than or equal to the second distance, the first offset is determined to be 0; otherwise, a difference between the first distance and the second distance is determined as the first offset.

[0014] In a possible implementation, the second offset is determined according to the vehicle parameters, the road parameter, and the preset safety distance parameters, including:

[0015] a sum of half of the width of the current vehicle and the third safety distance is determined as the third distance;

[0016] a sum of half of the width of the current vehicle, half of the width of the target vehicle, and the second safety distance is determined as the fourth distance;

[0017] if a difference between the second distance and the third distance is determined to be greater than or equal to the fourth distance, the fourth distance is determined as the second offset; otherwise, the difference between the second distance and the third distance is determined as the second offset; where the second distance is half of the road width.

[0018] In a possible implementation, the current vehicle is controlled to travel from the first reference line to the second reference line, including:

[0019] at least one first end point is set on the second reference line; where a position of each first end point is between the current vehicle and the target vehicle;

[0020] a current position of the current vehicle is taken as a first start point, and at least one first trajectory is generated based on each first end point, respectively; where each first trajectory connects the first start point and each first end point, respectively, and each first trajectory has a cost function value representing a comprehensive cost index of the current vehicle traveling along the first trajectory.

[0021] The first trajectory with the minimum cost function value in each first trajectory is taken as a first preset trajectory, and the current vehicle is controlled to travel along the first preset trajectory from the first reference line to the second reference line.

[0022] In a possible implementation, in the at least one first terminal point, a distance between two adjacent first terminal points is a preset distance.

[0023] In a possible implementation, the method further includes:

[0024] If it is determined that the second offset is less than the first offset, the current vehicle is controlled to stop traveling, and / or the current vehicle is controlled to back up.

[0025] In a possible implementation, after the current vehicle is controlled to travel along the second reference line, the method further includes:

[0026] When it is determined that the current vehicle and the target vehicle complete the meeting, at least one second terminal point is set on the first reference line, and a position of each second terminal point is located in front of a current position of the current vehicle.

[0027] The current position of the current vehicle is taken as a second starting point, and at least one second trajectory is generated based on each second terminal point respectively, wherein each second trajectory connects the second starting point and each second terminal point respectively, and each second trajectory has a cost function value, and the cost function value represents a comprehensive cost index of the current vehicle traveling along the second trajectory.

[0028] The second trajectory with the minimum cost function value in each second trajectory is taken as a second preset trajectory, and the current vehicle is controlled to travel along the second preset trajectory from the second reference line to the first reference line.

[0029] In a possible implementation, the method further includes:

[0030] If it is determined that the tail of the target vehicle is behind the tail of the current vehicle, it is determined that the current vehicle and the target vehicle complete the meeting.

[0031] In a possible implementation, in the at least one second terminal point, a distance between two adjacent second terminal points is a preset distance.

[0032] In a second aspect, an embodiment of the present application provides a control device for vehicle meeting, including:

[0033] The acquisition module is configured to acquire vehicle parameters and road parameters when it is determined that the current vehicle needs to meet the target vehicle during traveling along the first reference line.

[0034] The processing module is configured to determine a first offset and a second offset according to the vehicle parameter, the road parameter, and a preset safety distance parameter; the first offset represents a minimum offset for the current vehicle to complete the passing; and the second offset represents a maximum offset for the current vehicle to complete the passing.

[0035] The control module is configured to, if the second offset is greater than or equal to the first offset, generate a second reference line according to the second offset, control the current vehicle to travel from the first reference line to the second reference line, and control the current vehicle to travel along the second reference line to complete the passing with the target vehicle; and a distance between the second reference line and the first reference line is the second offset.

[0036] In a possible implementation, the vehicle parameter includes a width of the current vehicle and a width of the target vehicle; the safety distance parameter includes a first safety distance, a second safety distance, and a third safety distance, wherein the first safety distance represents a safety distance between the target vehicle and a road edge, the second safety distance represents a safety distance between the target vehicle and the current vehicle, and the third safety distance represents a safety distance between the current vehicle and the road edge; and the road parameter is half of a road width.

[0037] In a possible implementation, the processing module is configured to, according to the vehicle parameter, the road parameter, and the preset safety distance parameter, determine the first offset by:

[0038] determining a first distance as a sum of half of the width of the current vehicle, the width of the target vehicle, the first safety distance, and the second safety distance;

[0039] determining a second distance as half of the road width;

[0040] if the first distance is less than or equal to the second distance, determining the first offset as 0; otherwise, determining a difference between the first distance and the second distance as the first offset.

[0041] In a possible implementation, the processing module is configured to, according to the vehicle parameter, the road parameter, and the preset safety distance parameter, determine the second offset by:

[0042] determining a third distance as a sum of half of the width of the current vehicle and the third safety distance;

[0043] determining a fourth distance as a sum of half of the width of the current vehicle, half of the width of the target vehicle, and the second safety distance;

[0044] If it is determined that the difference between the second distance and the third distance is greater than or equal to the fourth distance, the fourth distance is determined as the second offset; otherwise, the difference between the second distance and the third distance is determined as the second offset; wherein the second distance is half of the road width.

[0045] In a possible implementation, the control module is configured to control the current vehicle to travel from the first reference line to the second reference line, and the control module is configured to:

[0046] At least one first end point is arranged on the second reference line; wherein each first end point is located between the current vehicle and the target vehicle;

[0047] At least one first trajectory is generated based on each first end point, with the current position of the current vehicle as a first start point; wherein each first trajectory connects the first start point and each first end point, and each first trajectory has a cost function value, which represents a comprehensive cost index of the current vehicle traveling along the first trajectory;

[0048] The first trajectory with the minimum cost function value among the first trajectories is taken as a first preset trajectory, and the current vehicle is controlled to travel from the first reference line to the second reference line along the first preset trajectory.

[0049] In a possible implementation, among the at least one first end point, the interval between two adjacent first end points is a preset distance.

[0050] In a possible implementation, the control module is further configured to:

[0051] If it is determined that the second offset is less than the first offset, the current vehicle is controlled to stop traveling, and / or the current vehicle is controlled to reverse.

[0052] In a possible implementation, after the current vehicle is controlled to travel along the second reference line, the control module is further configured to:

[0053] At least one second end point is arranged on the first reference line when it is determined that the current vehicle and the target vehicle complete the meeting; wherein each second end point is located in front of the current position of the current vehicle;

[0054] At least one second trajectory is generated based on each second end point, with the current position of the current vehicle as a second start point; wherein each second trajectory connects the second start point and each second end point, and each second trajectory has a cost function value, which represents a comprehensive cost index of the current vehicle traveling along the second trajectory;

[0055] The second trajectory with the minimum cost function value among the second trajectories is taken as a second preset trajectory, and the current vehicle is controlled to travel from the second reference line to the first reference line along the second preset trajectory.

[0056] In a possible implementation, the processing module is further configured to:

[0057] If it is determined that the tail of the target vehicle is behind the tail of the current vehicle, it is determined that the current vehicle and the target vehicle complete the passing.

[0058] In a possible implementation, among the at least one second end point, a distance between two adjacent second end points is a preset distance.

[0059] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0060] The memory stores computer execution instructions.

[0061] The processor executes the computer execution instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect.

[0062] In a fourth aspect, an embodiment of the present application provides a vehicle, including the electronic device provided in the third aspect.

[0063] In a fifth aspect, an embodiment of the present application provides a computer readable storage medium, and the computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect.

[0064] In a sixth aspect, an embodiment of the present application provides a computer program product, including a computer program, and the computer program is executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect.

[0065] The vehicle passing control method, the electronic device, the vehicle, the medium and the product provided in the embodiments of the present application, when the current vehicle needs to pass the target vehicle, the vehicle width and the road width are acquired, and then the first offset and the second offset for passing are determined by combining the preset safety distance. If the second offset is greater than or equal to the first offset, the reference line for passing is generated according to the second offset, the current vehicle is controlled to drive from the current reference line to the reference line for passing, and the current vehicle continues to drive along the reference line for passing. Without the prediction of the passing intention and the passing trajectory of the opposite vehicle, the problem that the passing trajectory of the current vehicle is inaccurate due to the inaccurate prediction result of the opposite vehicle is fundamentally avoided. The trajectory accuracy of the current vehicle in passing is improved, so that the effect of improving the driving safety of the vehicle is achieved. BRIEF DESCRIPTION OF DRAWINGS

[0066] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate embodiments consistent with the application and, together with the description, further serve to explain the principles of the application.

[0067] Figure 1 A schematic diagram of a vehicle passing scenario

[0068] Figure 2 A schematic diagram of a control method for vehicle passing provided by the present application Figure 1 ;

[0069] Figure 3 A schematic diagram of a control method for vehicle passing provided by the present application Figure 2 ;

[0070] Figure 4 A schematic diagram of an exemplary first offset

[0071] Figure 5 A schematic diagram of a control method for vehicle passing provided by the present application Figure 3 ;

[0072] Figure 6 A schematic diagram of an exemplary second offset

[0073] Figure 7 A schematic diagram of a control method for vehicle passing provided by the present application Figure 4 ;

[0074] Figure 8 A schematic diagram of an exemplary generating at least one first trajectory

[0075] Figure 9 A schematic diagram of a current vehicle passing and avoiding along a first preset trajectory

[0076] Figure 10 A schematic diagram of a control method for vehicle passing provided by the present application Figure 5 ;

[0077] Figure 11 A schematic diagram of an exemplary generating at least one second trajectory

[0078] Figure 12 A schematic diagram of a control device for vehicle passing provided by the present application

[0079] Figure 13 A schematic diagram of an electronic device provided by the present application

[0080] The above-described drawings have shown specific embodiments of the present application, which will be described in more detail hereinafter. These drawings and written description are not intended to restrict the scope of the present application concept in any way, but to illustrate the present application concept to those skilled in the art by reference to a particular embodiment. Detailed Implementation

[0081] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0082] First, let me explain the terms used in this application:

[0083] Vehicle meeting: refers to the process in which two vehicles traveling in opposite directions meet on a road and pass each other safely.

[0084] Reference lines refer to the desired driving path of a vehicle during autonomous driving. For example, a reference line can be the lane center line or a virtual path generated by the vehicle based on the external environment. Specifically, the vehicle uses sensors to detect the deviation between itself and the reference line, calculates the steering wheel angle command based on this deviation, and corrects the course to ensure the vehicle travels along the reference line.

[0085] In recent years, autonomous driving technology has received widespread attention in theoretical research and has made breakthroughs in engineering implementation and mass production applications. With the rapid development of autonomous driving technology, vehicle autonomous driving technology is evolving from low-level assisted driving to mid-to-high-level autonomous driving. Mid-to-high-level autonomous driving, in particular, allows vehicles to achieve autonomous driving in complex scenarios.

[0086] Complex scenarios may include, but are not limited to, memory parking scenarios and vehicle passing scenarios. Among these, vehicle passing scenarios are most common in single-lane environments such as parks, parking lots, and unstructured roads in rural towns. Figure 1 A schematic diagram of a scenario where vehicles meet, such as... Figure 1 As shown, the current vehicle and the target vehicle are traveling towards each other and need to pass each other in a single lane. In such a single-lane passing scenario, on the one hand, it is necessary to ensure that the vehicles have a natural and smooth driving trajectory and gentle steering movements during the passing process; on the other hand, it is necessary to ensure the safety, comfort, and traffic efficiency of the vehicles during the passing process. Therefore, in the scenario of passing oncoming vehicles in a single lane, the system should control the vehicles to automatically pass each other safely, comfortably, and efficiently.

[0087] In some embodiments, the predicted trajectory of the oncoming vehicle is determined based on the oncoming vehicle's intention to avoid oncoming traffic; based on the predicted trajectory of the oncoming vehicle, a safe space for the current vehicle is constructed, and the oncoming traffic avoidance trajectory of the current vehicle is generated within the safe space.

[0088] In some other embodiments, a trajectory decision tree of the current vehicle is constructed according to sampling and deduction of driving behaviors of the oncoming vehicle; and the meeting-avoiding trajectory of the current vehicle is obtained based on the cost function and the trajectory decision tree.

[0089] In the above embodiments, the meeting-avoiding trajectory of the current vehicle is determined based on the prediction or deduction of the oncoming vehicle, relying on the related prediction results or related driving behaviors of the oncoming vehicle. If the prediction or deduction of the oncoming vehicle is inaccurate or contains errors, the meeting-avoiding trajectory of the current vehicle will be inaccurate. This may lead to potential collision risks and poor driving safety.

[0090] The control method for vehicle meeting provided by the present application includes the following steps: when the current vehicle is driving along a first reference line and needs to meet a target vehicle, the vehicle width and the road width are obtained, and then the first offset and the second offset of the current vehicle for meeting-avoiding are determined by combining the preset safety distance. If the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset, the current vehicle is controlled to drive from the first reference line to the second reference line, and the current vehicle continues to drive along the second reference line, thereby completing the meeting of the current vehicle and the target vehicle. Without relying on the prediction of the meeting-avoiding intention and meeting-avoiding trajectory of the oncoming vehicle, the problem of inaccurate meeting-avoiding trajectory of the current vehicle caused by inaccurate prediction results of the oncoming vehicle is fundamentally avoided. The trajectory accuracy of the current vehicle for meeting is improved, thereby improving the driving safety of the vehicle.

[0091] The technical solutions of the present application and how the technical solutions solve the above technical problems will be described in detail in the following specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0092] Figure 2 Flowchart of the control method for vehicle meeting provided by the present application Figure 1 As shown in the flowchart, the method includes the following steps: Figure 2

[0093] Step 101. When it is determined that the current vehicle needs to meet a target vehicle during driving along a first reference line, vehicle parameters and road parameters are obtained.

[0094] For example, a plurality of sensors can be configured outside the current vehicle. The types of the plurality of sensors can include a laser radar, a camera, a millimeter wave radar, etc.

[0095] ​During the current vehicle driving along the road, the current vehicle can drive along a first reference line. The first reference line can be a center line of the road. During the current vehicle driving along the first reference line, information in front of the current vehicle can be collected by a plurality of sensors.

[0096] The information in front of the current vehicle can include road information of the road on which the current vehicle drives and whether there is a target vehicle on the road. It can be understood that the road information of the road on which the current vehicle drives is the road parameter; and the target vehicle is an oncoming vehicle driving in the opposite direction to the current vehicle.

[0097] If it is determined that the information in front of the current vehicle indicates that there is a target vehicle on the road, it is determined that the current vehicle needs to meet the target vehicle during driving along the first reference line.

[0098] Specifically, if it is determined according to the information in front of the current vehicle that there is a vehicle in front of the current vehicle, and the vehicle has a lateral overlap with the current vehicle, it is determined that the information in front of the current vehicle indicates that there is a target vehicle on the road.

[0099] The lateral direction of the lateral overlap refers to the vertical direction of the driving direction of the current vehicle. The lateral overlap refers to a situation that if the current vehicle and the target vehicle do not deviate or turn, and drive in a straight line, a collision will occur.

[0100] Through the above process, only when it is perceived that there is a target vehicle, and the target vehicle has a lateral overlap with the current vehicle, it is determined that meeting and avoiding is needed. Thus, meaningless decision intervention is avoided.

[0101] When it is determined that the current vehicle needs to meet the target vehicle, vehicle parameters and road parameters are obtained.

[0102] For example, the vehicle parameters can include the speed of the target vehicle, the width of the vehicle; and the road parameters can include the flatness of the road, the width of the road, etc. The above vehicle parameters and road parameters can be obtained based on a plurality of sensors configured outside the current vehicle.

[0103] Step 102. Determine a first offset and a second offset according to the vehicle parameters, the road parameters, and a preset safety distance parameter.

[0104] The first offset represents the minimum offset of the current vehicle to complete the meeting; and the second offset represents the maximum offset of the current vehicle to complete the meeting.

[0105] For example, the first offset is determined according to the vehicle parameters, the road parameters, and the preset safety distance parameter. The first offset represents the minimum offset of the current vehicle to complete the meeting.

[0106] For example, in a process that the current vehicle travels along a center line of a road as a first reference line, it is determined that the current vehicle needs to meet the target vehicle.

[0107] In a case that the target vehicle deviates to the right of the target vehicle and the current vehicle can continue to travel along the first reference line without collision, the current vehicle does not need to deviate, and the first deviation is 0.

[0108] In a case that the target vehicle deviates to the right of the target vehicle and the current vehicle will collide if it continues to travel along the first reference line, the first deviation is determined according to the width of the target vehicle and the width of the current vehicle in the vehicle parameters, the road parameter and the preset safety distance parameter.

[0109] Specifically, the preset safety distance parameter can be a safety distance between the current vehicle and the target vehicle in the process of meeting. The road parameter can be the width of the road. The first deviation is obtained by adding the safety distance, the width of the target vehicle and half of the width of the current vehicle, and then subtracting half of the width of the road.

[0110] For example, the second deviation is determined according to the vehicle parameters, the road parameter and the preset safety distance parameter. The second deviation represents the maximum deviation allowed for the current vehicle to complete the meeting.

[0111] In the process of meeting and avoiding between the current vehicle and the target vehicle, the calculation process of the second deviation can be divided into two cases.

[0112] In a case that the road is relatively narrow, the current vehicle must avoid the road edge as much as possible to complete the meeting with the target vehicle.

[0113] Specifically, the second deviation is obtained by subtracting half of the width of the current vehicle and the safety distance between the current vehicle and the road edge from half of the width of the road.

[0114] In a case that the road is relatively wide, the current vehicle only needs to deviate by the second deviation to complete the meeting with the target vehicle, and the target vehicle does not need to deviate to continue to travel along the center line of the road.

[0115] Specifically, in this case, the first deviation is obtained by adding half of the width of the target vehicle, half of the width of the current vehicle and the preset safety distance parameter. The preset safety distance can be a safety distance between the current vehicle and the target vehicle in the process of meeting.

[0116] Step 103. If it is determined that the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset, the current vehicle is controlled to travel from the first reference line to the second reference line, and the current vehicle is controlled to travel along the second reference line to complete the meeting with the target vehicle.

[0117] The distance between the second reference line and the first reference line is the second offset.

[0118] For example, first, during the meeting process of the current vehicle and the target vehicle, if it is determined that the second offset is greater than or equal to the first offset, it indicates that there is a feasible offset space on the current road.

[0119] Correspondingly, if the second offset is less than the first offset, it indicates that the current vehicle cannot meet the target vehicle safely even if it offsets by the second offset.

[0120] Further, if it is determined that the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset. The distance between the second reference line and the first reference line is the distance represented by the first offset.

[0121] Further, the current vehicle is controlled to travel from the first reference line to the second reference line, and the current vehicle is controlled to continue to travel along the second reference line to complete the meeting with the target vehicle.

[0122] It should be noted that, with the driving direction of the current vehicle as the reference, the second reference line can be obtained by offsetting the second offset to the right, or the second reference line can be obtained by offsetting the second offset to the left.

[0123] Further, in general, the second reference line is obtained by offsetting to the right.

[0124] Optionally, if it is determined that the position of the target vehicle is in a preset area in front of the right of the current vehicle, the second reference line is obtained by offsetting to the left.

[0125] The vehicle meeting control method provided in the application, when the current vehicle travels along a first reference line and needs to meet with a target vehicle, the vehicle width and the road width are obtained, and then the first offset and the second offset of the current vehicle for meeting and avoiding are determined by combining the preset safety distance. If the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset, and the current vehicle is controlled to travel from the first reference line to the second reference line and continue to travel along the second reference line, thereby completing the meeting of the current vehicle and the target vehicle. Without the prediction of the avoiding intention and avoiding track of the oncoming vehicle, the problem of inaccurate meeting and avoiding track of the current vehicle caused by inaccurate prediction of the oncoming vehicle is fundamentally avoided. The track accuracy of the current vehicle for meeting is improved, thereby improving the driving safety of the vehicle.

[0126] In addition, the mature automatic driving control logic for the vehicle traveling along the reference line can be reused, thereby reducing the development difficulty and cost.

[0127] Based on the foregoing embodiments, exemplary vehicle parameters include the width of the current vehicle and the width of the target vehicle. The road parameter is half of the road width.

[0128] The vehicle parameter can be the width of the vehicle. Specifically, the width of the vehicle can include the width of the current vehicle and the width of the target vehicle.

[0129] Further, the width of the current vehicle can be pre-stored based on the vehicle configuration and model. The width of the target vehicle can be extracted from the front information collected by the plurality of external sensors of the current vehicle.

[0130] Specifically, the distance, relative speed and azimuth angle of the target vehicle can be calculated based on the millimeter wave radar in the plurality of sensors by emitting radio waves and receiving the echoes reflected from the target vehicle; and the point cloud data of the target vehicle is constructed. Based on the distribution range of the point cloud data in the angle dimension, combined with the distance of the target vehicle, the physical size of the target vehicle in the lateral direction, i.e. the width of the target vehicle, is calculated.

[0131] The road parameter can be half of the road width.

[0132] Specifically, the camera in the plurality of sensors configured externally to the current vehicle can be used to collect the road image of the road in front of the current vehicle in real time, and based on the road image, the left edge and the right edge of the road are recognized. Based on the preset calibration parameters, the width of the road is determined according to the left edge and the right edge of the road. Further, half of the width of the road is determined as the road parameter.

[0133] Exemplarily, the safety distance parameters include a first safety distance, a second safety distance, and a third safety distance, wherein the first safety distance represents a safety distance between the target vehicle and the road edge, the second safety distance represents a safety distance between the target vehicle and the current vehicle, and the third safety distance represents a safety distance between the current vehicle and the road edge.

[0134] In combination with actual application considerations, in the process of meeting, first, a certain gap between the current vehicle and the target vehicle needs to be ensured. It is also necessary to ensure a certain gap between the current vehicle and the road edge, and a certain gap between the target vehicle and the road edge.

[0135] Therefore, the safety distance parameters can include three types of safety distances. The safety distance parameters include a first safety distance for representing a safety distance between the target vehicle and the road edge, a second safety distance for representing a safety distance between the target vehicle and the current vehicle, and a third safety distance for representing a safety distance between the current vehicle and the road edge.

[0136] In the above example, based on the multi-source sensors outside the vehicle, the width of the target vehicle in the vehicle parameters and the road width in the road parameters can be measured. The width of the current vehicle and the plurality of safety distances are preset in the vehicle. Based on these basic parameters, linear calculation of the first offset and the second offset can be achieved, which lays a foundation for subsequent generation of the second reference line based on the maximum offset to control the current vehicle to meet along the second reference line.

[0137] On this basis, Figure 3 The flowchart of the vehicle meeting control method provided in the present application is shown in Figure 2 As shown in Figure 4 the embodiment, on the basis of the embodiment, Figure 4 the embodiment, the process of determining the first offset is described in detail. The method comprises the following steps:

[0138] Step 201. The sum of half of the width of the current vehicle, the width of the target vehicle, the first safety distance, and the second safety distance is determined as the first distance.

[0139] Exemplarily, the first distance is denoted as L1, and the first distance L1 can be calculated by the following formula:

[0140] L1=0.5×CarWidth+OpCarWidth+Safe1+Safe2;

[0141] In the formula, L1 represents the first distance; CarWidth represents the width of the current vehicle, and 0.5*CarWidth represents half of the width of the current vehicle; OpCarWidth represents the width of the target vehicle; Safe1 represents the first safety distance; and Safe2 represents the second safety distance.

[0142] Step 202. Half of the road width is determined as the second distance.

[0143] Exemplarily, the second distance is denoted as L2, and the first distance L2 can be calculated by the following formula:

[0144] L2 = 0.5*RoadWidth;

[0145] In the formula, L2 represents the second distance; and RoadWidth represents the road width, and 0.5*RoadWidth represents half of the road width.

[0146] Step 203. If it is determined that the first distance is less than or equal to the second distance, the first offset is determined as 0; otherwise, the difference between the first distance and the second distance is determined as the first offset.

[0147] Exemplarily, Figure 4 is a schematic diagram of the first offset. As shown in Figure 4 , Figure 4 L1 is the first distance, and L2 is the second distance. The first distance L1 represents the sum of the lateral distances from the road left edge of the current vehicle to the geometric center of the current vehicle under the condition that the target vehicle is offset to the right side of the target vehicle, the second safety distance is ensured between the current vehicle and the target vehicle, and the first safety distance is ensured between the target vehicle and the road left edge of the current vehicle.

[0148] As shown in [a] of Figure 4 , in this case, L1 is less than L2. It indicates that the current vehicle does not need to be offset to the right side of the current vehicle, and only the target vehicle needs to be offset to the right side of the target vehicle, that is, the overtaking can be completed. Although the current vehicle can be offset to the left, it does not conform to the driving habit. Therefore, in this case, the first offset of the current vehicle is 0.

[0149] It can be understood that the current vehicle does not need to be offset to the right, and the overtaking of the target vehicle can be completed by side driving.

[0150] It should be noted that Figure 4 the case shown in [a] is a general case. In the actual overtaking process, the current vehicle and the target vehicle will both be offset to the right side according to the driving habit. If it is determined that the target vehicle does not perform the offset, even if it is determined that L1 is less than or equal to L2, the current vehicle needs to be controlled to perform the overtaking.

[0151] like Figure 5 As shown in [b], in this case, L1 is greater than L2. This indicates that if the current vehicle does not deflect to the right, a collision may occur; therefore, the current vehicle must deflect to the right. Thus, in this case, the first deflection of the current vehicle is L1 - L2, which is the difference between the first distance and the second distance.

[0152] It should be noted that, in Figure 3 In this context, the distance between the target vehicle and the edge of the road is the first safe distance; the distance between the current vehicle and the target vehicle is the second safe distance.

[0153] In the above embodiments, based on the width information of the current vehicle and the target vehicle, the road width information, and the preset safety distance information, the minimum offset (i.e., the first offset) can be determined. This allows for the determination of the minimum offset within the safety boundary during the process of the current vehicle and the target vehicle avoiding each other.

[0154] Based on this, Figure 5 Flowchart of the vehicle passing control method provided in this application Figure 2 ,like Figure 6 As shown, in this embodiment... Figure 6 Based on the embodiments, the process of determining the second offset is described in detail, and the method includes:

[0155] Step 301. The third distance is determined by the sum of half the width of the current vehicle and the third safety distance.

[0156] For example, if the third distance is denoted as L3, then the third distance can be calculated using the following formula:

[0157] L3 = 0.5 × CarWidth + Safe3;

[0158] In the formula, L3 represents the third distance; CarWidth represents the width of the current vehicle, and 0.5×CarWidth represents half the width of the current vehicle; Safe3 represents the third safe distance.

[0159] Step 302. The sum of half the width of the current vehicle, half the width of the target vehicle, and the second safety distance is determined as the fourth distance.

[0160] For example, if the fourth distance is denoted as L4, then the fourth distance L4 can be calculated using the following formula:

[0161] L4=0.5×CarWidth+0.5×OpCarWidth+Safe2;

[0162] In the formula, L4 represents a fourth distance; CarWidth represents the width of the current vehicle, and 0.5*CarWidth represents half of the width of the current vehicle; OpCarWidth represents the width of the target vehicle, and 0.5*OpCarWidth represents half of the width of the target vehicle; and Safe2 represents a second safety distance.

[0163] Step 303. If it is determined that the difference between the second distance and the third distance is greater than or equal to the fourth distance, the fourth distance is determined as the second offset; otherwise, the difference between the second distance and the third distance is determined as the second offset.

[0164] In the formula, the second distance is half of the width of the road.

[0165] Exemplary, Figure 6 is a schematic diagram of an exemplary second offset. As Figure 6 indicated, Figure 6 L2 is the second distance, L3 is the third distance, and L4 is the fourth distance. The third distance L3 represents the sum of the lateral distances from the road right edge of the current vehicle to the geometric center of the current vehicle, in the case where the current vehicle is offset to the right of the current vehicle, and the third safety distance is guaranteed between the current vehicle and the road right edge of the current vehicle. The fourth distance L4 represents the sum of the lateral distances from the first reference line (the center line of the lane) to the collective center of the current vehicle, in the case where the target vehicle is not offset, the current vehicle is offset to the right of the current vehicle, and the second safety distance is guaranteed between the current vehicle and the target vehicle.

[0166] As Figure 7 indicated in [a], in this case, L2-L3 is greater than or equal to L4. In this case, the width of the road is wide enough, and the current vehicle can be offset to the right of the current vehicle by L4 to meet the target vehicle to continue to travel along the center line of the lane straight, and complete the meeting. Therefore, in this case, the second offset of the current vehicle is L4, i.e., the fourth distance.

[0167] As Figure 4 indicated in [b], in this case, L2-L3 is less than L4. In this case, the current vehicle can only try to avoid to the right of the current vehicle to complete the meeting with the target vehicle. Therefore, in this case, the second offset of the current vehicle is L2-L3, i.e., the difference between the second distance and the third distance.

[0168] In the above embodiments, based on the width information of the current vehicle and the target vehicle, the road width information, and the preset safety distance information, the maximum offset (i.e., the second offset) can be determined. This allows for the determination of the maximum offset within the safety boundary during the process of the current vehicle and the target vehicle passing each other. Furthermore, based on the above example, the second offset can be adaptively determined according to different road width conditions, thereby intelligently formulating the passing trajectory. This achieves a passing logic that prioritizes safety on narrow roads and efficiency and comfort on wide roads.

[0169] In addition, in the two embodiments described above, both the first offset and the second offset are based on linear operations, which significantly reduces computational complexity, lowers the demand for computing resources, and improves the real-time performance of passing maneuvers.

[0170] Based on the aforementioned embodiments, there are multiple ways to control the current vehicle's movement from the first reference line to the second reference line. For example, a straight line with a preset deflection angle to the first reference line can be set between the first and second reference lines, and the current vehicle can be controlled to move along this straight line from the first reference line to the second reference line. Another example is to set multiple curves between the first and second reference lines, select an optimal curve, and control the current vehicle to move along this optimal curve from the first reference line to the second reference line.

[0171] Figure 7 Flowchart of the vehicle passing control method provided in this application Figure 2 ,like Figure 8 As shown, in this embodiment... Figure 8 Based on the embodiments, the process of controlling the current vehicle to travel from the first reference line to the second reference line is described in detail. The method includes:

[0172] Step 401. Set at least one first endpoint on the second reference line.

[0173] The location of each first endpoint is between the current vehicle and the target vehicle.

[0174] For example, after generating the second reference line, the current vehicle needs to move from the first reference line to the second reference line to avoid oncoming traffic. Specifically, multiple trajectories can be planned between the first and second reference lines, and an optimal trajectory can be selected; then, the current vehicle can be controlled to cut into the second reference line along the optimal trajectory.

[0175] Specifically, at least one first endpoint is set on the second reference line. Each first endpoint is located in front of the current vehicle, and its position does not exceed the position of the target vehicle. That is, each first endpoint is located between the current vehicle and the target vehicle.

[0176] It should be noted that the position of each first endpoint is between the current vehicle and the target vehicle, and is in the longitudinal direction of the current vehicle. The longitudinal direction refers to the same direction as the driving direction of the current vehicle.

[0177] Step 402. Taking the current position of the current vehicle as a first starting point, at least one first trajectory is generated based on each first endpoint.

[0178] Each first trajectory connects the first starting point and each first endpoint, respectively, and each first trajectory has a cost function value representing a comprehensive cost index of the current vehicle driving along the first trajectory.

[0179] For example, the current position of the current vehicle on the first reference line is taken as the first starting point, and at least one first trajectory is generated by connecting the first starting point and each first endpoint. It can be understood that each first trajectory connects the first starting point and one first endpoint, respectively.

[0180] Optionally, in the process of generating the first trajectory between the first starting point and the first endpoint, a third-order Bezier curve can be used to generate the first trajectory. The third-order Bezier curve is a smooth parameter curve defined by two end points and two control points. The two end points of the third-order Bezier curve are the first starting point and the first endpoint in this example. The two control points of the third-order Bezier curve are not on the curve, but control the degree of curvature of the third-order Bezier curve. For example, the two control points include a first control point and a second control point. The line between the first control point and the first starting point is used to control the tangent direction and the degree of curvature of the third-order Bezier curve at the first starting point. The line between the second control point and the first endpoint is used to control the tangent direction and the degree of curvature of the third-order Bezier curve at the first endpoint.

[0181] It should be noted that the generation of the first trajectory can also be based on other forms of curves, such as generating the first trajectory based on a spline curve.

[0182] Figure 9 For example, at least one first trajectory is generated. As shown in FIG. 4A, three first endpoints are set on the second reference line. The current position of the current vehicle is taken as the first starting point. Three first trajectories are generated between the first starting point and the three first endpoints, respectively. Figure 9

[0183] It should be noted that for convenience of calculation, the current position of the current vehicle can take the current position of the geometric center of the current vehicle on the first reference line as the first starting point.

[0184] ​Further, for each first trajectory, a cost function value of each first trajectory can be calculated by a preset cost function. The cost function value represents a comprehensive cost index of the current vehicle driving along the corresponding first trajectory.

[0185] For example, the cost function can be represented by the following formula:

[0186] Cost = w1 x SafetyCost + w2 x EfficiencyCost + w3 x ComfortCost;

[0187] In the formula, Cost represents the cost function value; SafetyCost represents the safety cost value; EfficiencyCost represents the efficiency cost value; ComfortCost represents the comfort cost value; w1, w2 and w3 are weight coefficients corresponding to the safety cost value, the efficiency cost value and the comfort cost value, respectively.

[0188] Optionally, w1, w2 and w3 are positive numbers, and the sum of the three is 1.

[0189] Further, the safety cost value, the efficiency cost value and the comfort cost value corresponding to the first trajectory can be determined according to the related parameters of the first trajectory.

[0190] For example, the first trajectory is divided into a sequence of trajectory points according to time periods or length periods; for each trajectory point, the shortest spatial distance between the trajectory point and the static obstacle and the dynamic obstacle is calculated. The spatial distance is converted into a risk value based on an exponential decay function, and the closer the spatial distance, the greater the risk value. The average of the risk values of all trajectory points on the first trajectory is taken as the safety cost value of the first trajectory.

[0191] For example, the total length of the curve of the first trajectory is taken as the efficiency cost value. It can be understood that, under the same speed, a longer path length means lower efficiency, and the greater the efficiency cost value.

[0192] For example, the comfort cost value is used to evaluate the smoothness of the first trajectory. Specifically, the curvature and the curvature change rate of the first trajectory can be taken as the comfort cost value. It can be understood that the greater the curvature means the sharper the turning of the first trajectory, and the worse the comfort; the greater the curvature change rate means the need to quickly turn the steering wheel, and the worse the comfort.

[0193] Optionally, in at least one first terminal point, the interval between two adjacent first terminal points is a preset distance.

[0194] For example, in at least one first terminal point, the interval between two adjacent first terminal points can be provided. The preset distance between the two adjacent first terminal points can be in the range of 3m to 8m.

[0195] Optionally, the first first end point closest to the current vehicle among the at least one first end point can also have a certain interval with the current vehicle. The interval can be 3m to 5m.

[0196] For example, the first first end point is set on the second reference line 3m in front of the current vehicle, the second first end point is set on the second reference line 5m away from the first first end point, and the third first end point is set on the second reference line 5m away from the second first end point. Moreover, the position of the third first end point does not exceed the position of the target vehicle.

[0197] The first end points with a preset distance interval can generate multiple different first trajectories. From the multiple first trajectories, the trajectory with the minimum comprehensive cost of the current vehicle is selected. The safety, efficiency and comfort of the vehicle during the driving from the first reference line to the second reference line can be ensured.

[0198] Step 403. The first trajectory with the minimum cost function value among the first trajectories is taken as the first preset trajectory; and the current vehicle is controlled to drive from the first reference line to the second reference line along the first preset trajectory.

[0199] For example, in the foregoing steps, each first trajectory has a corresponding cost function value, and the first trajectory with the minimum cost function value is taken as the first preset trajectory.

[0200] Figure 8 The schematic diagram of the current vehicle along the first preset trajectory is shown in FIG. 4. Figure 9 As shown in [a] of FIG. 4, among the three first trajectories shown in [b] of FIG. 4, the cost function value of the first trajectory corresponding to the solid line is the minimum, so the first trajectory corresponding to the solid line is taken as the first preset trajectory. The current vehicle is controlled to drive from the first reference line to the second reference line along the first preset trajectory. Figure 10 As shown in [b] of FIG. 4, after the current vehicle drives to the second reference line along the first preset trajectory, the current vehicle can continue to drive along the second reference line in a straight line.

[0201] Figure 5

[0202] In the above embodiment, multiple first trajectories are planned between the current position of the current vehicle and the second reference line, and the optimal trajectory is selected as the first preset trajectory by the cost function value of the multi-objective optimization. Smooth transition from the first reference line to the second reference line is achieved, and the comfort and safety of the overtaking process are ensured.

[0203] ​​It can be known from the foregoing embodiments that the passing-avoidance is triggered only when the second offset is greater than or equal to the first offset. This is because the second offset refers to the maximum offset that the current vehicle can offset to perform the passing-avoidance based on the road width of the road currently traveled by the current vehicle, and the first offset refers to the minimum offset that the current vehicle and the target vehicle can complete the passing-avoidance.

[0204] When the second offset is greater than or equal to the first offset, it indicates that the road width of the current road is wide enough to allow the current vehicle to offset to perform the passing-avoidance. However, when the second offset is less than the first offset, it indicates that the road width of the current road cannot meet the condition of the current vehicle offset to perform the passing-avoidance. Even if the safety distance of the current vehicle to the road edge is offset to the limit, the condition of the target vehicle safe passing cannot be met.

[0205] In this case, in an example, the method further comprises:

[0206] If it is determined that the second offset is less than the first offset, the current vehicle is controlled to stop traveling, and / or the current vehicle is controlled to perform reversing.

[0207] For example, it can be known from the foregoing example that the first offset refers to the minimum offset of the current vehicle to perform the passing-avoidance, and the second offset refers to the maximum offset of the current vehicle allowed by the road to perform the passing-avoidance. Based on the first offset and the second offset, the safety boundary of the current vehicle to perform the passing-avoidance is formed.

[0208] When the second offset is greater than or equal to the first offset, it indicates that the width of the current road is wide enough to allow the current vehicle to offset to perform the passing-avoidance with the target vehicle.

[0209] However, when the second offset is less than the first offset, it indicates that the width of the current road cannot allow the current vehicle to complete the passing-avoidance with the target vehicle. Specifically, even if the current vehicle offsets to the road edge according to the second offset, the minimum offset (the first offset) to complete the passing-avoidance cannot be met.

[0210] Therefore, if it is determined that the second offset is less than the first offset, a degradation strategy is triggered, and the vehicle is controlled to perform the passing-avoidance according to the degradation strategy. Specifically, the degradation strategy can include stopping and / or reversing. In combination with actual applications, comfortable stopping or emergency stopping can be triggered, and the current vehicle can travel after the target vehicle passes. Reversing can also be triggered. It should be noted that the above two degradation strategies can be implemented alone or in combination. In the process of combined implementation, the vehicle can be controlled to perform comfortable stopping first, and then controlled to perform reversing.

[0211] In the above examples, when the limit of the safety distance to the road edge is offset, and the safe realization of the passing avoidance cannot be guaranteed, the degradation strategy is triggered. The blind execution of the passing avoidance operation is avoided, the collision risk is avoided, and the driving safety is improved.

[0212] On the basis of any of the preceding examples, after the current vehicle travels along the first preset trajectory from the first reference line to the second reference line, the current vehicle continues to travel along the second reference line. After the interlacing with the target vehicle is completed, the current vehicle can be controlled to resume traveling along the first reference line.

[0213] Figure 10 Flowchart of the vehicle passing control method provided in the present application Figure 11 As shown in the above examples, after the current vehicle travels along the second reference line, the method further comprises: Figure 11

[0214] Step 501. When it is determined that the current vehicle and the target vehicle complete the passing, at least one second endpoint is set on the first reference line.

[0215] Wherein, the position of each second endpoint is in front of the current position of the current vehicle.

[0216] For example, as known from the above examples, after the current vehicle travels along the first preset trajectory from the first reference line to the second reference line, the current vehicle will continue to travel in a straight line along the second reference line.

[0217] During the straight-line travel of the current vehicle along the second reference line, at least one second endpoint is set on the first reference line when it is determined that the current vehicle and the target vehicle complete the passing. Wherein, the position of each second endpoint is in front of the current position of the current vehicle.

[0218] Optionally, before step 501, the completion of the passing of the current vehicle and the target vehicle can be determined by the following method:

[0219] If it is determined that the tail of the target vehicle is behind the tail of the current vehicle, it is determined that the current vehicle and the target vehicle complete the passing.

[0220] For example, among the plurality of sensors configured outside the current vehicle, a tail camera can be configured at the tail of the current vehicle. The tail camera can be used to capture images of the rear of the current vehicle, and can be used to assist parking and other functions.

[0221] ​Specifically, if the target vehicle exists in the image collected by the rear camera, and the rear of the target vehicle in the image is complete, it is determined that the rear of the target vehicle is behind the rear of the current vehicle. More specifically, if the target vehicle in the collected image can simultaneously identify the license plate and at least one tail light of the target vehicle, it is determined that the rear of the target vehicle in the image is complete.

[0222] After determining that the rear of the target vehicle is behind the rear of the current vehicle, it can be determined that the current vehicle and the target vehicle complete the meeting.

[0223] By judging the relative position between the rear of the target vehicle and the rear of the current vehicle, it is ensured that the current vehicle returns to the first reference line for driving after completely avoiding the target vehicle. When the current vehicle returns to the original reference line for driving, it will not conflict with the oncoming vehicle again, providing a safe premise for subsequent return actions.

[0224] Step 502. Taking the current position of the current vehicle as a second starting point, at least one second trajectory is generated based on each second endpoint.

[0225] Each second trajectory connects the second starting point and each second endpoint, and each second trajectory has a cost function value representing a comprehensive cost index of the current vehicle driving along the second trajectory.

[0226] For example, taking the current position of the current vehicle on the second reference line as the second starting point, at least one second trajectory is generated by connecting the second starting point and each second endpoint. It can be understood that each second trajectory connects the second starting point and one second endpoint.

[0227] Optionally, during the generation of the second trajectory between the second starting point and the second endpoint, a third-order Bezier curve can be used to generate the second trajectory. For specific embodiments, please refer to the description of step 402 in the foregoing examples.

[0228] Figure 11 For example, a schematic diagram of generating at least one second trajectory is shown. As shown in [a], the current vehicle drives straight along the second reference line, and when it is determined that the rear of the target vehicle is behind the rear of the current vehicle, it is determined that the current vehicle completes the meeting with the target vehicle. Figure 11

[0229] At this time, the current vehicle has completed the meeting with the target vehicle driving in the opposite direction, and it can be understood that the position of the target vehicle is behind the current vehicle.

[0230] As shown in [a], the current vehicle drives straight along the second reference line, and when it is determined that the rear of the target vehicle is behind the rear of the current vehicle, it is determined that the current vehicle completes the meeting with the target vehicle. Figure 11 ​As shown in [a], on the first reference line, three second endpoints are arranged. The current position of the current vehicle is taken as the second starting point. Three second trajectories are generated between the second starting point and the three second endpoints respectively.

[0231] It should be noted that, for the convenience of calculation, the current position of the current vehicle can be taken as the second starting point with the geometric center of the current vehicle on the second reference line.

[0232] Further, for each second trajectory, the cost function value of each second trajectory can be calculated by a preset cost function. The cost function value represents the comprehensive cost index of the current vehicle driving along the corresponding second trajectory.

[0233] The calculation of the cost function value of each second trajectory can refer to the calculation process of the cost function value of each first trajectory in the foregoing examples. The cost function used in the calculation of the cost function value of the second trajectory can be the same as the cost function used in the calculation of the cost function value of the first trajectory.

[0234] Optionally, in the at least one second endpoint, the interval between two adjacent second endpoints is a preset distance.

[0235] Illustratively, in the at least two first endpoints, the interval between two adjacent second endpoints can have an interval. The preset distance between the two adjacent second endpoints can be in the range of 3m to 8m.

[0236] Optionally, in the at least one second endpoint, the first second endpoint closest to the current vehicle can also have an interval with the current vehicle. The interval can be in the range of 3m to 5m.

[0237] For example, on the first reference line 3m in front of the current vehicle, the first second endpoint is arranged, on the first reference line 5m away from the first second endpoint, the second second endpoint is arranged, and on the first reference line 5m away from the second second endpoint, the third second endpoint is arranged.

[0238] Through the second endpoints with a preset distance interval, multiple different second trajectories can be generated. From the multiple second trajectories, the trajectory with the minimum comprehensive cost of the current vehicle driving is selected. The safety, efficiency and comfort of the vehicle during the driving process from the second reference line back to the first reference line can be ensured.

[0239] Step 503. The second trajectory with the minimum cost function value in the second trajectory is taken as the second preset trajectory; and the current vehicle is controlled to drive from the second reference line along the second preset trajectory to the first reference line.

[0240] Exemplarily, in the foregoing steps, each second trajectory has a corresponding cost function value, and the second trajectory with the minimum cost function value is taken as the second preset trajectory.

[0241] Continuing to combine Figure 11 As illustrated in [b] of FIG. 6, among the three second trajectories illustrated in [a] of FIG. 6, the second trajectory corresponding to the solid line has the minimum cost function value, and thus the second trajectory corresponding to the solid line is taken as the second preset trajectory. The vehicle is controlled to travel along the second preset trajectory from the second reference line to the first reference line. Figure 12 Figure 12 Optionally, after the current vehicle returns to the first reference line, the current vehicle can continue to travel along the first reference line in a straight line.

[0242] In the foregoing example, after the meeting is completed, a plurality of second trajectories are planned between the current position of the current vehicle and the first reference line, and the optimal trajectory is selected as the second preset trajectory by means of the cost function value of the multi-objective optimization. The smooth transition from the completion of the meeting avoidance to the first reference line is achieved, and the comfort and safety of the overall driving process of the vehicle are ensured.

[0243] The vehicle meeting control method provided in the present application, when the current vehicle travels along the first reference line and needs to meet the target vehicle, the vehicle width and the road width are obtained, and the first offset and the second offset of the current vehicle for meeting avoidance are determined in combination with the preset safety distance. If the second offset is greater than or equal to the first offset, a second reference line is generated according to the second offset, and the current vehicle is controlled to travel from the first reference line to the second reference line and continue to travel along the second reference line, thereby completing the meeting of the current vehicle and the target vehicle. Without the aid of the prediction of the avoidance intention and the avoidance trajectory of the oncoming vehicle, the problem of inaccurate meeting avoidance trajectory of the current vehicle caused by inaccurate prediction result of the oncoming vehicle is fundamentally avoided. The trajectory accuracy of the current vehicle for meeting is improved, thereby achieving the effect of improving the driving safety of the vehicle. In addition, the mature automatic driving control logic of the vehicle traveling along the reference line can be reused, thereby reducing the development difficulty and cost.

[0244] By means of the vehicle parameters, the road parameters and the preset safety distance parameters, the first offset and the second offset of the current vehicle for meeting avoidance can be determined, and the safety boundary for meeting avoidance is constructed. When the reference line for meeting avoidance is generated according to the second offset, the first offset is adaptively determined in consideration of different road widths, thereby intelligently formulating the trajectory for meeting avoidance. The meeting avoidance logic of narrow road safety priority and wide road efficiency and comfort priority is achieved.

[0245] By means of the vehicle parameters, the road parameters and the preset safety distance parameters, the first offset and the second offset of the current vehicle for meeting avoidance can be determined, and the safety boundary for meeting avoidance is constructed. When the reference line for meeting avoidance is generated according to the second offset, the first offset is adaptively determined in consideration of different road widths, thereby intelligently formulating the trajectory for meeting avoidance. The meeting avoidance logic of narrow road safety priority and wide road efficiency and comfort priority is achieved.

[0246] ​Further, the first offset and the second offset are based on linear operations, which significantly reduces the calculation complexity, reduces the demand for computing resources, and improves the real-time performance of the passing avoidance.

[0247] In the two processes of the current vehicle driving from the first reference line to the second reference line for the avoidance and the current vehicle driving from the second reference line back to the first reference line for completing the passing, the optimal trajectory is determined based on the preset cost function by generating a plurality of candidate trajectories, so as to ensure the comfort and safety in the passing avoidance process and the process of driving back to the original route after the passing is completed.

[0248] Figure 13 A structural schematic diagram of a vehicle passing control device provided in the present application is shown in FIG. 1. Figure 13 As shown in FIG. 1, the vehicle passing control device 60 provided in the present embodiment comprises:

[0249] The acquisition module 601 is configured to acquire vehicle parameters and road parameters when it is determined that the current vehicle needs to pass the target vehicle during the driving of the current vehicle along the first reference line.

[0250] The processing module 602 is configured to determine a first offset and a second offset according to the vehicle parameters, the road parameters, and a preset safety distance parameter, wherein the first offset represents the minimum offset with which the current vehicle can complete the passing, and the second offset represents the maximum offset with which the current vehicle can complete the passing.

[0251] The control module 603 is configured to generate a second reference line according to the second offset if it is determined that the second offset is greater than or equal to the first offset, control the current vehicle to drive from the first reference line to the second reference line, and control the current vehicle to drive along the second reference line to complete the passing with the target vehicle, wherein the distance between the second reference line and the first reference line is the second offset.

[0252] In a possible implementation, the vehicle parameters include the width of the current vehicle and the width of the target vehicle, and the safety distance parameter includes a first safety distance, a second safety distance, and a third safety distance, wherein the first safety distance represents the safety distance between the target vehicle and the road edge, the second safety distance represents the safety distance between the target vehicle and the current vehicle, and the third safety distance represents the safety distance between the current vehicle and the road edge; and the road parameter is half of the road width.

[0253] In a possible implementation, the first offset is determined according to the vehicle parameters, the road parameters, and the preset safety distance parameter, and the processing module 602 is configured to:

[0254] The sum of half of the width of the current vehicle, the width of the target vehicle, the first safety distance, and the second safety distance is determined as the first distance.

[0255] determine a second distance as half of the road width;

[0256] determine the first offset as 0 if the first distance is less than or equal to the second distance; otherwise, determine the first offset as a difference between the first distance and the second distance.

[0257] In a possible implementation, the second offset is determined according to the vehicle parameter, the road parameter, and a preset safety distance parameter, and the processing module 602 is configured to:

[0258] determine a third distance as a sum of half of the width of the current vehicle and the third safety distance;

[0259] determine a fourth distance as a sum of half of the width of the current vehicle, half of the width of the target vehicle, and the second safety distance;

[0260] determine the fourth distance as the second offset if a difference between the second distance and the third distance is greater than or equal to the fourth distance; otherwise, determine the second offset as the difference between the second distance and the third distance; wherein the second distance is half of the road width.

[0261] In a possible implementation, the control module 603 is configured to:

[0262] set at least one first end point on the second reference line; wherein each first end point is located between the current vehicle and the target vehicle;

[0263] generate at least one first trajectory based on each first end point, with a current position of the current vehicle as a first start point; wherein each first trajectory connects the first start point and each first end point, and each first trajectory has a cost function value representing a comprehensive cost index of the current vehicle driving along the first trajectory;

[0264] determine a first preset trajectory as a first trajectory with the minimum cost function value among the first trajectories; and control the current vehicle to drive from the first reference line to the second reference line along the first preset trajectory.

[0265] In a possible implementation, among the at least one first end point, a distance between two adjacent first end points is a preset distance.

[0266] In a possible implementation, the control module 603 is further configured to:

[0267] control the current vehicle to stop driving and / or control the current vehicle to reverse if the second offset is less than the first offset.

[0268] In a possible implementation, after controlling the current vehicle to travel along the second reference line, the control module 603 is further configured to:

[0269] When it is determined that the current vehicle and the target vehicle complete the meeting, at least one second endpoint is set on the first reference line, and positions of the second endpoints are located in front of the current position of the current vehicle;

[0270] Taking the current position of the current vehicle as a second starting point, at least one second trajectory is generated based on each second endpoint respectively, wherein each second trajectory connects the second starting point and each second endpoint respectively, and each second trajectory has a cost function value representing a comprehensive cost index of the current vehicle traveling along the second trajectory;

[0271] The second trajectory with the minimum cost function value in the second trajectories is taken as a second preset trajectory, and the current vehicle is controlled to travel from the second reference line to the first reference line along the second preset trajectory.

[0272] In a possible implementation, the processing module 602 is further configured to:

[0273] If it is determined that the tail of the target vehicle is behind the tail of the current vehicle, it is determined that the current vehicle and the target vehicle complete the meeting.

[0274] In a possible implementation, among the at least one second endpoint, a distance between two adjacent second endpoints is a preset distance.

[0275] The vehicle meeting control apparatus provided in this embodiment can perform the method provided in the method embodiments, and has similar implementation principles and technical effects, which will not be described here in detail.

[0276] ​ The structure of the electronic device provided in this application is shown in FIG. 7. ​ As shown in FIG. 7, the electronic device 70 provided in this embodiment includes at least one processor 701 and a memory 702. Optionally, the electronic device 70 further includes a communication component 703. The processor 701, the memory 702 and the communication component 703 are connected through a bus 704.

[0277] In the specific implementation process, the at least one processor 701 executes the computer execution instructions stored in the memory 702, so that the at least one processor 701 performs the method described above.

[0278] The specific implementation process of the processor 701 can refer to the method embodiments described above, and has similar implementation principles and technical effects, which will not be described here in detail.

[0279] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or can also be any conventional processor. The steps of the method disclosed in combination with the application can be directly embodied as hardware processor execution, or executed by a combination of hardware and software modules in the processor.

[0280] The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), such as at least one disk memory.

[0281] The bus can be an industry standard architecture (ISA) bus, a peripheral component (PCI) bus, an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0282] The present application also provides a vehicle comprising the electronic device provided in the above embodiments. The electronic device is used to execute the method provided in the above method embodiments, so as to improve the trajectory accuracy of the vehicle when meeting, thereby improving the safety of vehicle driving.

[0283] The present application also provides a computer program product comprising a computer program, which is executed by a processor to implement the above method.

[0284] The present application also provides a computer readable storage medium, which stores computer execution instructions, and when a processor executes the computer execution instructions, the above method is implemented.

[0285] The above-mentioned readable storage medium can be realized by any type of volatile or nonvolatile storage devices or their combinations, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special purpose computer.

[0286] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0287] The division of units is only a logical function division, and in actual implementation, there can be another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0288] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on multiple network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0289] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0290] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts of the technical solutions that essentially contribute to the prior art can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the embodiments of the method of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0291] It can be understood by those skilled in the art that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The aforementioned program can be stored in a computer readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk, and various media that can store program codes.

[0292] Finally, it should be noted that: those skilled in the art will easily think of other embodiments of the present application after considering the specification and practicing the application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application that follow the general principles of the present application and include common knowledge or conventional technical means in the art that are not disclosed in the present application, and is not limited to the precise structure described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present application is only limited by the appended claims.

Claims

1. A control method of a vehicle passing, characterized by, The method comprises: obtaining vehicle parameters and road parameters when it is determined that the current vehicle needs to pass the target vehicle along a first reference line; determining a first offset and a second offset according to the vehicle parameters, the road parameters and preset safety distance parameters; the first offset represents the minimum offset for the current vehicle to complete the passing; the second offset represents the maximum offset for the current vehicle to complete the passing; if it is determined that the second offset is greater than or equal to the first offset, generating a second reference line according to the second offset, controlling the current vehicle to drive from the first reference line to the second reference line, and controlling the current vehicle to drive along the second reference line to complete the passing with the target vehicle; the distance between the second reference line and the first reference line is the second offset; wherein the determination of the second offset according to the vehicle parameters, the road parameters and the preset safety distance parameters comprises: determining a third distance as the sum of half the width of the current vehicle and a third safety distance, the third safety distance representing a safety distance between the current vehicle and the edge of the road; determining a fourth distance as the sum of half the width of the current vehicle, half the width of the target vehicle and a second safety distance, the second safety distance representing a safety distance between the target vehicle and the current vehicle; if it is determined that the difference between the second distance and the third distance is greater than or equal to the fourth distance, determining the fourth distance as the second offset; otherwise, determining the difference between the second distance and the third distance as the second offset; the second distance is half the road width.

2. The method of claim 1, wherein, The vehicle parameters include the width of the current vehicle and the width of the target vehicle; the safety distance parameters include a first safety distance, a second safety distance and a third safety distance, wherein the first safety distance represents a safety distance between the target vehicle and the edge of the road, and the road parameter is half the road width.

3. The method of claim 2, wherein, The determination of the first offset according to the vehicle parameters, the road parameters and the preset safety distance parameters comprises: determining a first distance as the sum of half the width of the current vehicle, the width of the target vehicle, the first safety distance and the second safety distance; determining a second distance as half the road width; if it is determined that the first distance is less than or equal to the second distance, determining the first offset as 0; otherwise, determining the difference between the first distance and the second distance as the first offset.

4. The method of claim 1, wherein, The control of the current vehicle to drive from the first reference line to the second reference line comprises: setting at least one first end point on the second reference line; each first end point is located between the current vehicle and the target vehicle. The current position of the current vehicle is taken as a first starting point, and at least one first trajectory is generated based on each of the first ending points; each of the first trajectories connects the first starting point and each of the first ending points, and each of the first trajectories has a cost function value representing a comprehensive cost index of the current vehicle traveling along the first trajectory; The first trajectory with the minimum cost function value among the first trajectories is taken as a first preset trajectory, and the current vehicle is controlled to travel along the first preset trajectory from the first reference line to the second reference line.

5. The method of claim 4, wherein, The interval between two adjacent first ending points in the at least one first ending point is a preset distance.

6. The method of claim 1, wherein, The method further comprises: If it is determined that the second offset is smaller than the first offset, the current vehicle is controlled to stop traveling, and / or the current vehicle is controlled to reverse.

7. The method according to any one of claims 1 to 6, characterized in that, After the current vehicle is controlled to travel along the second reference line, the method further comprises: At least one second ending point is set on the first reference line when it is determined that the current vehicle and the target vehicle complete the meeting; each of the second ending points is located in front of the current position of the current vehicle; The current position of the current vehicle is taken as a second starting point, and at least one second trajectory is generated based on each of the second ending points; each of the second trajectories connects the second starting point and each of the second ending points, and each of the second trajectories has a cost function value representing a comprehensive cost index of the current vehicle traveling along the second trajectory; The second trajectory with the minimum cost function value among the second trajectories is taken as a second preset trajectory, and the current vehicle is controlled to travel along the second preset trajectory from the second reference line to the first reference line.

8. The method of claim 7, wherein, The method further comprises: If it is determined that the tail of the target vehicle is behind the tail of the current vehicle, it is determined that the current vehicle and the target vehicle complete the meeting.

9. The method of claim 7, wherein, The interval between two adjacent second ending points in the at least one second ending point is a preset distance.

10. A control device for vehicle overtaking, characterized by comprising: Comprise: An acquisition module is configured to acquire vehicle parameters and road parameters when it is determined that a current vehicle needs to meet a target vehicle during traveling along a first reference line; A processing module is configured to determine a first offset and a second offset according to the vehicle parameters, the road parameters, and a preset safety distance parameter; the first offset represents a minimum offset at which the current vehicle can complete the meeting; and the second offset represents a maximum offset at which the current vehicle completes the meeting; A control module is configured to, if it is determined that the second offset is greater than or equal to the first offset, generate a second reference line according to the second offset, control the current vehicle to travel from the first reference line to the second reference line, and control the current vehicle to travel along the second reference line to complete the meeting with the target vehicle; a distance between the second reference line and the first reference line is the first offset; The processing module is specifically configured to: determining a third distance as a sum of a half of a width of the current vehicle and a third safety distance, the third safety distance representing a safety distance between the current vehicle and a road edge; determining a fourth distance as a sum of a half of a width of the current vehicle, a half of a width of the target vehicle and a second safety distance, the second safety distance representing a safety distance between the target vehicle and the current vehicle; determining the fourth distance as the second offset if a difference between the second distance and the third distance is greater than or equal to the fourth distance, otherwise determining the difference between the second distance and the third distance as the second offset, wherein the second distance is a half of a road width.

11. An electronic device, comprising: comprising: a memory, a processor; the memory storing computer-executable instructions; the processor executing the computer-executable instructions stored in the memory, causing the processor to perform the method of any one of claims 1-9.

12. A vehicle characterized by comprising: an electronic device comprising the electronic device of claim 11.

13. A computer-readable storage medium, characterized in that, the computer-readable storage medium storing computer-executable instructions that, when executed by a processor, perform the method of any one of claims 1-9.

14. A computer program product, characterised in that, a computer program that, when executed by a processor, performs the method of any one of claims 1-9.

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