Vehicle control method and device, vehicle, storage medium and program product

Abstract

The invention discloses a vehicle control method and device, a vehicle, a storage medium and a program product. The method comprises the steps that under the condition that it is monitored that the state of a driver meets a minimum risk maneuver (MRM) triggering condition, a driving path of a vehicle is obtained; under the condition that the driving path represents that the vehicle is in the lane changing process from the original lane to the target lane, the lane changing completion degree of the vehicle is obtained; under the condition that the lane changing completion degree represents that lane changing is completed, generating a first path running in the middle of the target lane; under the condition that the lane changing completion degree represents that lane changing is not completed, a second path is generated based on the relative position relation between the vehicle and the lane changing boundary; and controlling the vehicle to decelerate on the basis of the first deceleration along any one of the first path and the second path. According to the vehicle control method provided by the embodiment of the invention, the parking strategy can be dynamically adjusted in a complex road scene, and the vehicle safety is improved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of intelligent driving, and particularly relates to a vehicle control method and device, a vehicle, a storage medium and a program product. BACKGROUND

[0002] With the development of intelligent driving technology, functions such as lane centering control (LCC) and navigate on autopilot (NOA) have been widely applied. In addition, when a driver exhibits dangerous driving behavior, a minimum risk maneuver (MRM) function is triggered to achieve safe parking of the vehicle.

[0003] However, the current MRM function only stops at a fixed deceleration, without considering the actual working conditions, which can easily cause secondary risks in complex road scenarios.

[0004] Therefore, there is an urgent need for a more intelligent vehicle control method to improve vehicle safety in complex road scenarios. SUMMARY

[0005] The embodiments of the present application provide a vehicle control method, device, vehicle, computer-readable storage medium and computer program product, which can dynamically adjust the parking strategy in complex road scenarios and improve vehicle safety.

[0006] In a first aspect, the embodiments of the present application provide a vehicle control method, which comprises: In a case where it is monitored that a driver state meets a minimum risk maneuver (MRM) triggering condition, a driving path of a vehicle is acquired; In a case where the driving path represents that the vehicle is in a lane changing process from an original lane to a target lane, a lane changing completion degree of the vehicle is acquired; In a case where the lane changing completion degree represents that lane changing is completed, a first path for driving along the target lane is generated; In a case where the lane changing completion degree represents that lane changing is not completed, a second path is generated based on a relative positional relationship between the vehicle and a lane changing demarcation line; The vehicle is controlled to decelerate along any one of the first path and the second path based on a first deceleration.

[0007] In a possible implementation, the second path is generated based on the relative positional relationship between the vehicle and the lane changing demarcation line, which comprises: A lateral offset of a front-end angle point of the vehicle projected on the lane changing demarcation line is acquired; determine a target lateral offset with a positive value based on the lane-changing direction of the vehicle; determine the second path as the driving path in a case where the target lateral offset is greater than a lateral offset threshold; generate a second path returning to the original lane based on a current position of the vehicle in a case where the target lateral offset is less than or equal to the lateral offset threshold.

[0008] In a possible implementation, the obtaining the lane-changing completion degree of the vehicle includes: determine the lane-changing completion degree as lane-changing completion in a case where a target lane-changing condition is met, the target lane-changing condition including at least one of: a maximum longitudinal mileage of the vehicle along the target lane exceeds a planned longitudinal mileage corresponding to the driving path; a lateral distance between the vehicle and a center line of the target lane is less than a distance threshold.

[0009] In a possible implementation, the controlling the vehicle to decelerate along any one of the first path and the second path based on a first deceleration includes: determining a second deceleration based on a driving state of a front vehicle or a side vehicle of the vehicle; determining a target deceleration with a greater absolute value from the first deceleration and the second deceleration; controlling the vehicle to decelerate along any one of the first path and the second path based on the target deceleration.

[0010] In a possible implementation, after the obtaining the driving path of the vehicle, the method further includes: controlling the vehicle to decelerate along the driving path based on the first deceleration in a case where the driving path represents that the vehicle drives in the center of the original lane.

[0011] In a possible implementation, before the obtaining the driving path of the vehicle in a case where the driver state meets a minimum risk maneuver (MRM) triggering condition is met, the method further includes: determining that the driver state meets the MRM triggering condition in a case where at least one of the following is detected: a three-level hands-off alarm of the driver is continuously kept for more than a time threshold; the driver triggers a two-level distraction alarm, the two-level distraction alarm including at least one of: a cumulative dangerous driving coefficient score of the driver in a first time length is greater than a score threshold; The number of times that the driver triggers a first-level distraction alarm in the second time duration is greater than a number threshold.

[0012] In a possible implementation, the obtaining, in the case that the driver state meets the minimum risk maneuver (MRM) triggering condition, of a driving path of the vehicle comprises: obtaining, in the case that the driver state meets the minimum risk maneuver (MRM) triggering condition, a driving path of the vehicle; The method further comprises: in the case that the driver takes over the vehicle by pressing the brake, exiting the MRM safe deceleration control; in the case that the driver takes over the vehicle by pressing the accelerator, exiting the MRM safe deceleration control, and in the case that the driver releases the accelerator, resuming the longitudinal control of the assisted driving function; in the case that the driver takes over the vehicle by touching the steering wheel, exiting the MRM safe deceleration control, and resuming the lateral control and the longitudinal control of the assisted driving function; in the case that the driver takes over the vehicle by swinging the steering wheel, exiting the MRM safe deceleration control, and resuming the longitudinal control of the assisted driving function.

[0013] In a second aspect, an embodiment of the present application provides a vehicle control device, which comprises: an obtaining module configured to obtain, in the case that a driver state meets a minimum risk maneuver (MRM) triggering condition, a driving path of the vehicle; The obtaining module is further configured to obtain, in the case that the driving path indicates that the vehicle is in a lane-changing process from an original lane to a target lane, a lane-changing completion degree of the vehicle. a generating module configured to generate, in the case that the lane-changing completion degree indicates that lane changing is completed, a first path along which the vehicle travels in the center of the target lane; The generating module is further configured to generate, in the case that the lane-changing completion degree indicates that lane changing is not completed, a second path based on a relative positional relationship between the vehicle and a lane-changing boundary line. a control module configured to control the vehicle to travel at a first deceleration along any one of the first path and the second path.

[0014] In a third aspect, an embodiment of the present application provides a vehicle, which comprises a processor and a memory storing computer program instructions. The processor implements the method in any possible implementation method of the first aspect when executing the computer program instructions.

[0015] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, and the computer readable storage medium stores computer program instructions. The computer program instructions are executed by a processor to implement the method in any possible implementation method of the first aspect.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product. Instructions in the computer program product are executed by a processor of an electronic device to cause the electronic device to perform the method in any possible implementation method of the first aspect.

[0017] The embodiments of the present application solve the safety hazard when the driver is distracted or disabled by monitoring the state of the driver in real time and activating the MRM function in time. On this basis, by obtaining the driving path of the vehicle, intelligently identifying whether the vehicle is in the process of changing lanes based on the driving path, and dynamically selecting the optimal driving path based on the degree of completion of the lane change when the vehicle is in the process of changing lanes, such as generating a first path for driving along the target lane in the center in the case of completed lane change, and generating a second path based on the relative positional relationship between the vehicle and the lane change demarcation line in the case of incomplete lane change, and finally driving the vehicle at a first deceleration along any one of the first path and the second path, the vehicle can adapt to complex road scenes such as lane changing when performing safe parking, avoid secondary risks caused by improper path selection, and improve vehicle safety. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments of the present application. For those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0019] Figure 1 is a flowchart of a vehicle control method provided by an embodiment of the present application; Figure 2 is a structural schematic diagram of a vehicle control device provided by an embodiment of the present application; Figure 3 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0020] The features and exemplary embodiments of the various aspects of the present application will be described in detail below with reference to the drawings. For the purpose of clarity, the description is divided into the following sections: technical scheme, advantages, and specific embodiments. The specific embodiments are provided only for illustrating the present application, and are not intended to limit the present application. The present application can be implemented without some of the specific details. The following description of the embodiments is merely provided to give a better understanding of the present application by showing examples of the present application.

[0021] It should be noted that the relative terms, such as first and second, etc., are used only to differentiate one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a list of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent in such a process, method, article or device. Without more limitations, the elements defined by the statement "comprise" do not exclude the presence of additional identical elements in the process, method, article or device that includes the elements.

[0022] It should be noted that in the embodiments of the present application, some software, components, models, etc. may be mentioned, which should be considered as exemplary, and the purpose is only to illustrate the feasibility of the technical scheme of the present application, but it does not mean that the applicant has or must use the scheme.

[0023] To solve the related technical problems, the embodiments of the present application provide a vehicle control method, device, vehicle, computer readable storage medium and computer program product.

[0024] The vehicle control method provided by the embodiments of the present application is introduced below.

[0025] Figure 1 The flowchart of the vehicle control method provided by an embodiment of the present application is shown. The vehicle control method can be executed by a vehicle control system. As shown in Figure 1 The vehicle control method provided by the embodiments of the present application includes the following steps: S110, in the case that the driver state meets the minimum risk maneuver (MRM) triggering condition, acquiring a driving path of the vehicle; S120, in the case that the driving path represents that the vehicle is in a lane changing process from an original lane to a target lane, acquiring a lane changing completion degree of the vehicle; S130, in the case that the lane-changing completion degree represents that the lane changing is completed, generating a first path for the vehicle to travel along the target lane in the center; S140, in the case that the lane-changing completion degree represents that the lane changing is not completed, generating a second path based on the relative position relationship between the vehicle and the lane-changing boundary line; S150, along any one of the first path and the second path, controlling the vehicle to travel at a first deceleration.

[0026] The embodiments of the present application solve the safety hazards when the driver is distracted or disabled by monitoring the driver's state in real time and activating the MRM function in a timely manner. On this basis, by obtaining the driving path of the vehicle, intelligently identifying whether the vehicle is in the lane changing process based on the driving path, and in the case that the vehicle is in the lane changing process, dynamically selecting the optimal driving path based on the lane-changing completion degree, such as generating a first path for the vehicle to travel along the target lane in the center in the case that the lane changing is completed, generating a second path based on the relative position relationship between the vehicle and the lane-changing boundary line in the case that the lane changing is not completed, and finally along any one of the first path and the second path, controlling the vehicle to travel at a first deceleration, the vehicle can be ensured to adapt to complex road scenes such as lane changing when performing safe parking, avoid secondary risks caused by improper path selection, and thus improve vehicle safety.

[0027] The specific implementation of each step is introduced below.

[0028] In some embodiments, in the case that the auxiliary driving function of the vehicle is in an activated state and the driver's state is monitored to meet the MRM triggering condition in S110, the MRM function can be activated to ensure vehicle safety. The auxiliary driving function can include functions such as Lane Centering Control (LCC) and Navigate on Autopilot (NOA). After activating the MRM function, the driving path of the vehicle can be obtained first, which can be obtained by the auxiliary driving function and is the path on which the vehicle is currently traveling. The driving path can include traveling along the current lane (i.e., the original lane) in the center and changing lanes from the original lane to the target lane.

[0029] Based on this, in order to activate the MRM function in a timely manner and solve the safety hazards when the driver is distracted or disabled, in some embodiments, before S110, the method can further include: In the case that the driver's state is monitored to meet at least one of the following conditions, it is determined that the driver's state meets the MRM triggering condition: The three-level hands-off alarm of the driver is continuously maintained for more than a time threshold; The driver triggers a secondary distraction alarm, and the secondary distraction alarm includes at least one of: The driver's cumulative dangerous driving score within the first time period exceeds the score threshold; The driver triggered the Level 1 distraction alarm more times than the threshold number within the second time period.

[0030] Here, the vehicle can monitor the driver's status in real time, specifically the driver's control of the steering wheel and the driver's level of concentration.

[0031] Additionally, the Level 3 hands-off warning can be a safety strategy for driver assistance functions, used to monitor whether the driver's hands are off the steering wheel for an extended period. The time threshold can be a pre-set threshold used to determine whether to activate the Driver Assistance Management (MRM) function based on the duration of the Level 3 hands-off warning. For example, the time threshold could be 5 seconds. If the Level 3 hands-off warning is detected to be maintained for 5 seconds or more, it can be determined that the driver's state meets the MRM triggering conditions, thus activating the MRM function.

[0032] Furthermore, the driver's level of distraction can be determined based on their level of focus. If the driver triggers a Level 2 distraction alarm or higher, it can be determined that the driver's state meets the MRM triggering conditions, thereby activating the MRM function. The Level 2 distraction alarm can be determined based on at least one of the accumulated dangerous driving coefficient score and the number of Level 1 distraction alarms.

[0033] Specifically, the dangerous driving coefficient score can be a risk value quantified based on the driver's level of distraction. The dangerous driving coefficient score can gradually increase as the driver's distraction progresses from mild to moderate to severe. The cumulative dangerous driving coefficient score can be obtained by summing multiple dangerous driving coefficient scores within a first duration, such as 1 minute. Furthermore, the score threshold can be a pre-set threshold used to determine whether to trigger a level 2 distraction alarm based on the cumulative dangerous driving coefficient score within the first duration. If the driver's cumulative dangerous driving coefficient score within the first duration exceeds the score threshold, it can be determined that the driver has triggered a level 2 distraction alarm.

[0034] Additionally, a Level 1 distraction alarm can be triggered when driver distraction is detected. If the number of times the driver triggers the Level 1 distraction alarm within a second duration exceeds a threshold, a Level 2 distraction alarm can be triggered. The second duration can be, for example, 3 minutes. The threshold can be a pre-set number of times a Level 1 distraction alarm is triggered within the second duration to determine whether a Level 2 distraction alarm should be triggered. The threshold can be, for example, two times.

[0035] Of course, if the driver's Level 3 hands-off alarm continues for more than the time threshold, and the driver triggers the Level 2 distraction alarm at the same time, it can be determined that the driver's state meets the MRM triggering conditions, thereby activating the MRM function.

[0036] This application embodiment clearly transforms the driver's continuous and quantifiable distraction or incapacity behavior into the triggering conditions of the MRM function, which can activate the MRM function in a timely manner and solve the safety hazards when the driver is distracted or incapacitated.

[0037] Based on this, after activating the MRM function and obtaining the vehicle's driving path, if the driving path indicates that the vehicle is driving in the center of the original lane, the vehicle can be controlled to decelerate along the driving path based on the first deceleration.

[0038] Here, the first deceleration can be the preset deceleration corresponding to the MRM function.

[0039] As an example, if the driving path is determined to be centered along the original lane, the vehicle's speed and position at the current moment, as well as the planned sampling time step and the aforementioned first deceleration, can be obtained. Then, using the constant deceleration model shown in formulas (1)-(3), the speed planning result along the driving path can be determined, and the safe stopping trajectory can be obtained: (1) (2) (3) in, Indicates a future moment. Indicates the planned sampling time step. This indicates the vehicle speed at the current moment. Indicates the vehicle speed at a future time. Indicates the first deceleration. Indicates the current time The longitudinal s-value of the vehicle (i.e., longitudinal displacement). Indicates future time The longitudinal s-value of the vehicle, This indicates the time preceding the future time. The longitudinal s-value of the vehicle. That is, when the vehicle speed drops to 0, the vehicle position remains unchanged.

[0040] The final speed planning result can be expressed as ( , , , Thus, if the driving path indicates that the vehicle is traveling in the center of the original lane, then the vehicle can be controlled to decelerate according to the speed planning result along the above driving path.

[0041] In some embodiments, in S120, if the driving path represents the vehicle changing lanes from the original lane to the target lane, the vehicle's lane change completion degree can be obtained first, and then the optimal driving path can be dynamically selected based on the lane change completion degree.

[0042] To improve the accuracy of determining lane change completion, in some embodiments, obtaining the lane change completion rate of the vehicle may specifically include: If the target lane change conditions are met, the lane change completion rate is determined to be lane change complete. The target lane change conditions include at least one of the following: The maximum longitudinal distance traveled by the vehicle along the target lane exceeds the planned longitudinal distance corresponding to the travel path. The lateral distance between the vehicle and the centerline of the target lane is less than the distance threshold.

[0043] Here, the maximum longitudinal mileage can be the cumulative distance actually traveled along the centerline of the target lane from the starting point of the lane change. The planned longitudinal mileage can be the expected final position of the vehicle corresponding to the lane change path, i.e., the end position of the lane change. If the maximum longitudinal mileage traveled by the vehicle along the target lane exceeds the planned longitudinal mileage corresponding to the path, it can be determined that the vehicle has completed the lane change longitudinally, and thus it can be determined that the vehicle has completed the lane change.

[0044] Additionally, the distance threshold can be a pre-set critical value used to determine whether a vehicle has completed a lane change laterally based on the lateral distance between the vehicle and the centerline of the target lane. If the lateral distance between the vehicle and the centerline of the target lane is less than the distance threshold, it can be determined that the vehicle has completed a lane change laterally, and thus, it can be determined that the vehicle has completed the lane change.

[0045] Of course, if a vehicle completes a lane change both laterally and longitudinally, it can be determined that the vehicle has completed the lane change. Conversely, if a vehicle does not complete a lane change in either direction, it can be determined that the vehicle has not completed the lane change.

[0046] The embodiments of this application determine the lane change completion rate of a vehicle based on at least one of the lateral lane change completion rate and the longitudinal lane change completion rate, thereby improving the accuracy of determining the lane change completion rate.

[0047] In some embodiments, in S130, if the vehicle has completed the lane change, a first path can be planned to travel along the center of the target lane so as to decelerate and stop along the first path in the future.

[0048] In some embodiments, in S140, the lane change boundary line can be the centerline or boundary of the lane change corridor. Additionally, the second path can include the original lane change path (i.e., the aforementioned driving path) and a new path returning from the vehicle's current position to the original lane.

[0049] As an example, if a vehicle has not completed a lane change, the relative positional relationship between the vehicle and the lane change boundary line can be determined first. Then, based on this relative positional relationship, it can be determined whether to continue along the original lane change path (i.e., the driving path mentioned above) to the target lane, or to plan a new path to return to the original lane.

[0050] Therefore, to improve vehicle safety, in some embodiments, the generation of a second path based on the relative positional relationship between the vehicle and the lane change boundary line may specifically include: Obtain the lateral offset of the projection of the far corner of the vehicle's front end onto the lane change boundary line; Based on the vehicle's lane-changing direction, the target lateral offset with a positive value is determined; If the target's lateral offset is greater than the lateral offset threshold, the second path is determined as the driving path; If the target lateral offset is less than or equal to the lateral offset threshold, a second path back to the original lane is generated based on the vehicle's current position.

[0051] Here, the far corner of the vehicle's front can be the corner closest to the target lane. If the vehicle changes lanes to the left, the far corner of the vehicle's front can be the left front corner. If the vehicle changes lanes to the right, the far corner of the vehicle's front can be the right front corner.

[0052] As an example, to determine lateral displacement, a coordinate system can be established, with its origin set on the lane change boundary line. The left side of the origin pointing in the vehicle's direction of travel is defined as the positive direction, and the right side as the negative direction. Thus, if the lane change completion is determined to be incomplete, the lateral offset of the vehicle's current far corner projection onto the lane change boundary line can be obtained. Then, if the vehicle changes lanes to the left, this lateral displacement is determined as the target lateral displacement; if the vehicle changes lanes to the right, the opposite of this lateral displacement is determined as the target lateral displacement.

[0053] Additionally, the lateral offset threshold can be a pre-set critical value for determining the generation method of the second path based on the lateral offset of the projection of the far corner of the vehicle's front end onto the lane change boundary line. If the target lateral offset is greater than the lateral offset threshold, it can be determined that the far corner of the vehicle's front end has crossed the lane change boundary line by a certain distance, indicating that the main body of the vehicle has clearly entered one side of the target lane. Therefore, the aforementioned driving path can be determined as the second path, and the vehicle can continue to travel along that path. Specifically, the second path can be to first complete the lane change according to the aforementioned driving path, and then drive in the center of the target lane.

[0054] If the target's lateral offset is less than or equal to the lateral offset threshold, it can be determined that the vehicle is relatively close to the original lane. Therefore, based on the vehicle's current position, a second path can be generated to return to the original lane. Specifically, the second path could be to first return to the original lane and then drive in the center of the original lane.

[0055] This application embodiment improves vehicle safety by dynamically planning the optimal second path based on the relative positional relationship between the vehicle and the lane change boundary line.

[0056] In some embodiments, in S150, if the vehicle has completed a lane change, it can be controlled to decelerate along the first path based on a first deceleration. If the vehicle has not completed a lane change, it can be controlled to decelerate along the second path based on the first deceleration. The first deceleration can be a preset deceleration corresponding to the MRM function.

[0057] As an example, after determining the first or second path, the vehicle's current speed and position, as well as the planned sampling time step and the aforementioned first deceleration, can be obtained. Then, using the constant deceleration model shown in formulas (1)-(3) above, the speed planning result along the driving path can be determined, and the safe stopping trajectory can be obtained: The final speed planning result can be expressed as ( , , , In this way, the vehicle can be controlled to decelerate along either the first or the second path, according to the speed planning result.

[0058] Based on this, in order to further improve vehicle safety, in some embodiments, the above-mentioned S150 may specifically include: The second deceleration is determined based on the driving status of the vehicles in front of or to the side of the vehicle. Determine the target deceleration with the larger absolute value between the first and second decelerations; The vehicle is controlled to decelerate along either the first path or the second path, based on the target deceleration.

[0059] Here, the second deceleration can be the deceleration determined by the driver assistance function. In addition, the driving status of the vehicle in front or to the side can include special conditions such as the vehicle in front braking suddenly or vehicles from the left or right lanes suddenly cutting into this lane.

[0060] As an example, even after activating the MRM function, the driving status of vehicles ahead or to the side can still be detected through the driver assistance functions. In cases of sudden braking by the vehicle ahead or vehicles from the left or right lanes suddenly cutting into the lane, the system can immediately react to these situations. Specifically, using model predictive control optimization methods or path-speed decoupling optimization methods, the second deceleration can be determined based on an assessment of the surrounding vehicles' situation, while satisfying vehicle dynamics constraints.

[0061] This application embodiment controls the vehicle to decelerate by following either the first path or the second path, based on a target deceleration with the larger absolute value of the first deceleration and the second deceleration. That is, through the dual deceleration constraint mechanism, it can ensure that the vehicle can still stop safely in special circumstances such as detecting a vehicle braking suddenly in front or a vehicle from the left or right lane suddenly cutting into the lane, thus avoiding collision accidents during the safe stopping process and further improving vehicle safety.

[0062] Furthermore, as described above, S110 may specifically include: obtaining the vehicle's driving path when the vehicle's driver assistance function is activated and the driver's state is detected to meet the minimum risk maneuver (MRM) triggering conditions.

[0063] If the driver takes over the vehicle while the MRM function is activated, it is considered that the driver has recovered from a dangerous driving state such as distraction or hands-off driving to a normal driving state. Therefore, the MRM safety deceleration mechanism can be deactivated, and some or all of the control can be returned to the driver.

[0064] Based on this, in order to achieve a smooth, multi-level, and progressive transition of control from automated emergency takeover to manual driving by the driver, and to further improve vehicle safety, in some embodiments, after obtaining the vehicle's driving path when the aforementioned driver assistance functions of the vehicle are activated and the driver's state is detected to meet the minimum risk maneuver (MRM) triggering conditions, the method may further include: Disengage MRM safety deceleration control when the driver takes over the vehicle by applying the brakes; When the driver takes over the vehicle by pressing the accelerator, the MRM safety deceleration control is disengaged, and when the driver releases the accelerator, longitudinal control of the driver assistance function is restored. If the driver takes over the vehicle by touching the steering wheel, the MRM safety deceleration control is disengaged, and the lateral and longitudinal control functions of the driver assistance features are restored. If the driver takes control of the vehicle by turning the steering wheel, disengage the MRM safety deceleration control and restore longitudinal control of the driver assistance function.

[0065] Here, exiting MRM safety deceleration control can be done at any of the steps between S120 and S150 (inclusive).

[0066] If the driver takes over the vehicle by applying the brakes, they can disengage the MRM (Mandatory Movement Control) safety deceleration mechanism, and both lateral and longitudinal control of the vehicle will be disengaged, returning full control of the vehicle to the driver. Lateral control can be achieved by controlling the steering wheel, while longitudinal control can be achieved by controlling the vehicle's acceleration and deceleration.

[0067] If the driver takes over the vehicle by pressing the accelerator, the MRM safety deceleration control and lateral control can be disengaged, and longitudinal control can be temporarily disengaged. When the driver releases the accelerator, the original driver assistance function's longitudinal control can be maintained, and acceleration can resume.

[0068] If the driver takes over the vehicle by touching the steering wheel, the MRM safety deceleration control can be disengaged, while the original driver assistance functions' lateral and longitudinal control are maintained, allowing the vehicle to continue driving along the pre-planned path.

[0069] If the driver takes over the vehicle by turning the steering wheel, the MRM safety deceleration control and lateral control can be disengaged, while the original driver assistance functions' longitudinal control can be maintained.

[0070] This application's embodiments refine the vehicle control methods based on different situations where the driver takes over the vehicle, achieving a smooth transition of multi-level, progressive control rights from automated emergency takeover to manual driving by the driver, thereby further improving vehicle safety.

[0071] In addition, once the vehicle speed has converged to zero and stabilized, the parking brake can be applied by engaging the electronic parking brake to bring the vehicle to a "safe standstill" state. During MRM function activation, the vehicle's hazard lights can remain on for a period of time (e.g., 5 minutes) after the MRM function ends to warn vehicles approaching from behind.

[0072] Thus, by stopping safely Once the function is complete, it will perform a series of safety and warning actions to ensure that the vehicle stops smoothly and to alert vehicles behind, thus avoiding collisions and further improving vehicle safety.

[0073] In addition, after the driver takes over the vehicle or the risk is resolved (exiting the MRM function), the triggering reason, execution trajectory, takeover time, health snapshot, etc. of the MRM function can be recorded and written to the cloud for review and quality control.

[0074] Thus, by having the system exit in an orderly manner and record and report information after the driver takes over the vehicle or the risk is eliminated, vehicle safety can be further improved.

[0075] Based on the vehicle control method provided in the above embodiments, this application also provides specific implementations of the vehicle control device. Please refer to the following embodiments.

[0076] like Figure 2 As shown, a vehicle control device 200 provided in one embodiment of this application includes the following modules: The acquisition module 210 is used to acquire the vehicle's driving path when the driver's status is detected to meet the minimum risk maneuver (MRM) triggering conditions. The acquisition module 210 is also used to acquire the lane change completion rate of the vehicle when the driving path characterizes the vehicle in the process of changing lanes from the original lane to the target lane. The generation module 220 is used to generate a first path that is centered along the target lane when the lane change completion degree characterizes the completion of the lane change. The generation module 220 is also used to generate a second path based on the relative positional relationship between the vehicle and the lane change boundary line when the lane change completion characterization indicates that the lane change is not completed. The control module 230 is used to control the vehicle to decelerate along either the first path or the second path, based on the first deceleration.

[0077] The vehicle control device 200 described above will be explained in detail below: In some embodiments, the generation module 220 may specifically include: The acquisition submodule is used to acquire the lateral offset of the projection of the far corner of the vehicle's front end onto the lane change boundary line; The determination submodule is used to determine the target lateral offset with a positive value based on the vehicle's lane change direction; The determination submodule is also used to determine the second path as the driving path when the target lateral offset is greater than the lateral offset threshold; The generation submodule is used to generate a second path back to the original lane based on the vehicle's current position, provided that the target lateral offset is less than or equal to the lateral offset threshold.

[0078] In some embodiments, the acquisition module 210 may specifically include: The determination submodule is also used to determine the lane change completion rate as lane change complete if the target lane change conditions are met. The target lane change conditions include at least one of the following: The maximum longitudinal distance traveled by the vehicle along the target lane exceeds the planned longitudinal distance corresponding to the travel path. The lateral distance between the vehicle and the centerline of the target lane is less than the distance threshold.

[0079] In some embodiments, the control module 230 may specifically include: The determination submodule is also used to determine the second deceleration based on the driving status of vehicles in front of or to the side of the vehicle. The determination submodule is also used to determine the target deceleration with the larger absolute value between the first deceleration and the second deceleration; The control submodule is used to control the vehicle to decelerate based on the target deceleration along either the first path or the second path.

[0080] In some embodiments, the control module 230 is further configured to, after acquiring the vehicle's driving path, control the vehicle to decelerate along the driving path based on a first deceleration, provided that the driving path indicates that the vehicle is driving in the center of the original lane.

[0081] In some embodiments, the vehicle control device 200 may further include: The determination module is used to determine whether the driver's state meets the minimum risk maneuver (MRM) trigger condition before acquiring the vehicle's driving path, provided that the driver's state meets at least one of the following conditions: The driver's Level 3 hands-off alarm remained continuously for more than the time threshold; The driver triggers a Level 2 distraction alert, which includes at least one of the following: The driver's cumulative dangerous driving score within the first time period exceeds the score threshold; The driver triggered the Level 1 distraction alarm more times than the threshold number within the second time period.

[0082] In some embodiments, the acquisition module 210 may specifically include: The acquisition submodule is also used to acquire the vehicle's driving path when the vehicle's driver assistance functions are active and the driver's status is detected to meet the minimum risk maneuver (MRM) triggering conditions.

[0083] Based on this, the control module 230 is also used for: Disengage MRM safety deceleration control when the driver takes over the vehicle by applying the brakes; When the driver takes over the vehicle by pressing the accelerator, the MRM safety deceleration control is disengaged, and when the driver releases the accelerator, longitudinal control of the driver assistance function is restored. If the driver takes over the vehicle by touching the steering wheel, the MRM safety deceleration control is disengaged, and the lateral and longitudinal control functions of the driver assistance features are restored. If the driver takes control of the vehicle by turning the steering wheel, disengage the MRM safety deceleration control and restore longitudinal control of the driver assistance function.

[0084] This application's embodiments address safety hazards related to driver distraction or incapacitation by real-time monitoring of the driver's status and timely activation of the MRM (Driver Management Response) function. Based on this, the system acquires the vehicle's driving path and intelligently identifies whether the vehicle is in the process of changing lanes. If the vehicle is in the process of changing lanes, the system dynamically selects the optimal driving path based on the completion rate of the lane change. For example, if the lane change is complete, a first path is generated centered along the target lane; if the lane change is incomplete, a second path is generated based on the relative position of the vehicle and the lane change boundary line. Finally, the vehicle decelerates along either the first or second path based on a first deceleration, ensuring that the vehicle can adapt to complex road scenarios such as lane changes when performing safe parking, avoiding secondary risks caused by improper path selection, thereby improving vehicle safety.

[0085] Based on the vehicle control method provided in the above embodiments, this application also provides specific implementation methods for vehicles. The vehicle may include electronic devices. Figure 3 A schematic diagram of the structure of an electronic device provided in one embodiment of this application is shown.

[0086] like Figure 3 As shown, the electronic device 300 may include a processor 310 and a memory 320 storing computer program instructions.

[0087] Specifically, the processor 310 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0088] Memory 320 may include mass storage for data or instructions. For example, and not limitingly, memory 320 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where suitable, memory 320 may include removable or non-removable (or fixed) media. Where suitable, memory 320 may be internal or external to electronic device 300. In a particular embodiment, memory 320 is a non-volatile solid-state memory.

[0089] In specific embodiments, the memory 320 may be implemented as a read-only memory (ROM), random access memory (RAM), static storage device, dynamic storage device, etc. The memory 320 may store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 320 and executed by the processor 310. The processor 310 implements any of the vehicle control methods in the above embodiments by reading and executing the computer program instructions stored in the memory 320.

[0090] The processor 310 implements any of the vehicle control methods described in the above embodiments by reading and executing computer program instructions stored in the memory 320.

[0091] In one example, electronic device 300 may further include communication interface 330 and bus 340. Wherein, for example... Figure 3 As shown, the processor 310, memory 320, and communication interface 330 are connected via bus 340 and communicate with each other.

[0092] The communication interface 330 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0093] Bus 340 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-E) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 340 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0094] For example, the electronic device 300 can be a mobile phone, tablet computer, laptop computer, handheld computer, in-vehicle electronic device, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), etc.

[0095] The electronic device can execute the vehicle control method in the embodiments of this application, thereby achieving... Figure 1 The vehicle control method described herein, and the beneficial effects of the corresponding method embodiments, will not be elaborated further here.

[0096] Furthermore, in conjunction with the vehicle control methods in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle control methods in the above embodiments. Examples of such computer-readable storage media include non-transitory computer-readable storage media, such as read-only memory (ROM).

[0097] The computer program instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as shown in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0098] In conjunction with the vehicle control methods described in the above embodiments, this application provides a computer program product for implementation. When the instructions in this computer program product are executed by the processor of an electronic device, they implement any of the vehicle control methods described in the above embodiments.

[0099] The computer program products of the above embodiments are used to implement the vehicle control method shown in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0100] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0101] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0102] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0103] The aspects of this application have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0104] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: If the driver's status is detected to meet the minimum risk maneuver (MRM) trigger condition, the vehicle's driving path is obtained; When the driving path represents the vehicle in the process of changing lanes from the original lane to the target lane, the lane change completion rate of the vehicle is obtained. Given that the lane change completion rate indicates that the lane change is complete, a first path is generated that travels along the center of the target lane. If the lane change completion rating indicates that the lane change is not completed, a second path is generated based on the relative positional relationship between the vehicle and the lane change boundary line. The vehicle is controlled to decelerate along either the first path or the second path, based on a first deceleration.

2. The method according to claim 1, characterized in that, The generation of the second path based on the relative positional relationship between the vehicle and the lane change boundary line includes: Obtain the lateral offset of the projection of the far corner of the vehicle's front end onto the lane change boundary line; Based on the vehicle's lane-changing direction, a target lateral offset with a positive value is determined; If the target lateral offset is greater than the lateral offset threshold, the second path is determined as the driving path; If the target lateral offset is less than or equal to the lateral offset threshold, a second path is generated to return to the original lane based on the vehicle's current position.

3. The method according to claim 1, characterized in that, The process of obtaining the lane change completion rate of the vehicle includes: If the target lane change conditions are met, the lane change completion rate is determined to be lane change complete. The target lane change conditions include at least one of the following: The maximum longitudinal distance traveled by the vehicle along the target lane exceeds the planned longitudinal distance corresponding to the driving path. The lateral distance between the vehicle and the centerline of the target lane is less than a distance threshold.

4. The method according to claim 1, characterized in that, Controlling the vehicle to decelerate based on a first deceleration along either the first path or the second path includes: The second deceleration is determined based on the driving status of the vehicles in front of or to the side of the vehicle. Determine the target deceleration with the larger absolute value between the first deceleration and the second deceleration; The vehicle is controlled to decelerate along either the first path or the second path, based on the target deceleration.

5. The method according to claim 1, characterized in that, After obtaining the vehicle's driving path, the method further includes: When the driving path indicates that the vehicle is traveling in the center of the original lane, the vehicle is controlled to decelerate along the driving path based on the first deceleration.

6. The method according to any one of claims 1-5, characterized in that, Before obtaining the vehicle's driving path after detecting that the driver's state meets the minimum risk maneuver (MRM) triggering conditions, the method further includes: The driver state is determined to satisfy the MRM trigger condition if at least one of the following conditions is met: The driver's Level 3 hands-off alarm remained continuously for more than the time threshold; The driver triggers a Level 2 distraction alarm, which includes at least one of the following: The driver's cumulative dangerous driving score within the first time period exceeds the score threshold; The driver triggered the Level 1 distraction alarm more times than the threshold number within the second time period.

7. The method according to any one of claims 1-5, characterized in that, The process of obtaining the vehicle's travel path when the driver's state is detected to meet the Minimum Risk Maneuver (MRM) trigger condition includes: When the vehicle's driver assistance function is activated and the driver's status is detected to meet the minimum risk maneuver (MRM) triggering conditions, the vehicle's driving path is obtained. After obtaining the vehicle's driving path when the vehicle's driver assistance function is activated and the driver's state meets the minimum risk maneuver (MRM) triggering conditions, the method further includes: The MRM safety deceleration control is disengaged when the driver takes control of the vehicle by applying the brakes. When the driver takes over the vehicle by pressing the accelerator, the MRM safety deceleration control is disengaged, and when the driver releases the accelerator, longitudinal control of the driver assistance function is restored. If the driver takes control of the vehicle by touching the steering wheel, the MRM safety deceleration control is disengaged, and the lateral and longitudinal control of the driver assistance functions are restored. If the driver takes control of the vehicle by turning the steering wheel, the MRM safety deceleration control is disengaged, and longitudinal control of the driver assistance function is restored.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's driving path when the driver's status is detected to meet the minimum risk maneuver (MRM) triggering conditions. The acquisition module is further configured to acquire the lane change completion rate of the vehicle when the driving path represents the vehicle being in the process of changing lanes from the original lane to the target lane. The generation module is used to generate a first path that travels along the center of the target lane when the lane change completion degree characterizes the completion of the lane change; The generation module is also used to generate a second path based on the relative positional relationship between the vehicle and the lane change boundary line when the lane change completion degree characterization indicates that the lane change is not completed. The control module is used to control the vehicle to decelerate along either the first path or the second path, based on a first deceleration.

9. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the vehicle control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1-7.

11. A computer program product, characterized in that, When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device causes the electronic device to perform the vehicle control method as described in any one of claims 1-7.

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