Vehicle escape method, unmanned vehicle and electronic equipment

Abstract

The invention provides a vehicle escape method, an unmanned vehicle and electronic equipment, and relates to the technical field of smart mines, unmanned driving and vehicles. The method comprises the following steps: receiving a detour track sent by a decision end; wherein the bypassing track is determined according to trapped information of the trapped vehicle, the trapped vehicle comprises a self vehicle or other vehicles, and the trapped information comprises a trapped type and a trapped position; and controlling the self-vehicle to run along the bypassing track so as to prevent the self-vehicle from being trapped. According to the embodiment of the invention, after the unmanned vehicle is trapped, the corresponding bypassing track can be automatically planned, so that the unmanned vehicle in a trapped state can automatically get out of the trapped state, and the unmanned vehicle has high operation efficiency. And meanwhile, the planned detouring track is issued to other unmanned vehicles, so that other unmanned vehicles can be prevented from being trapped at the same place.

Description

Technical Field

[0001] This disclosure relates to the fields of smart mining, autonomous driving, and vehicle technology, and in particular to a method for vehicle extrication from trouble, an unmanned vehicle, and electronic equipment. Background Technology

[0002] In autonomous driving scenarios, if a driverless car is traveling on uneven or slippery roads, it may skid and become stuck. In such cases, remote human intervention is often required to extricate the vehicle, which is a relatively inefficient method. Summary of the Invention

[0003] To overcome the problems existing in related technologies, this disclosure provides a vehicle extrication method, an unmanned vehicle, and electronic equipment.

[0004] According to a first aspect of the present disclosure, a method for getting a vehicle out of trouble is provided, comprising: The system receives a detour trajectory sent by the decision-making unit; wherein the detour trajectory is determined based on the entrapment information of the trapped vehicle, which includes the vehicle itself or other vehicles, and the entrapment information includes the entrapment type and the entrapment location; The vehicle is controlled to travel along the detour trajectory to avoid getting stuck.

[0005] In some embodiments, the method further includes: When the vehicle is in a tethered state, a tethering request is sent to the decision-making end, the tethering request carrying the type of tethering of the vehicle.

[0006] In some embodiments, the method further includes: The vehicle's slippage index parameters and driving trajectory are analyzed; When the vehicle performs a starting action, if the slippage index parameter meets the preset index value and the driving trajectory does not deviate from the preset trajectory, it is determined that the vehicle is in a trapped state and the trapped type is starting slippage; When the vehicle is performing a turning maneuver, if the slippage index parameter meets the preset index value and the driving trajectory deviates from the preset trajectory, the vehicle is determined to be in a trapped state and the trapped type is understeer and slippage.

[0007] In some embodiments, when the stranded vehicle is either its own or another vehicle, and the type of stranding is understeer and slippage, the detour trajectory includes an understeer detour trajectory. Controlling the vehicle to travel along the detour trajectory includes: The vehicle is controlled to travel along the trajectory of the pusher head so that it can bypass the trapped position; Wherein, the detour radius of the push-head detour trajectory is greater than the turning radius of the preset trajectory, and the push-head detour trajectory is used to detour around a virtual obstacle with the trapped location as the center and the width of the trapped vehicle as the radius; or When the stranded vehicle is a private car and the stranding type is skidding during start-up, the detour trajectory includes a reverse driving trajectory and a forward driving trajectory; Controlling the vehicle to travel along the detour trajectory includes: Control the vehicle to travel along the reverse driving trajectory; After the vehicle completes its reverse driving, it is controlled to drive along the forward driving trajectory; wherein the forward driving trajectory is at least one of a straight driving trajectory and a starting detour trajectory.

[0008] In some embodiments, if the stranded vehicle is a private car, and the private car is stranded in the same target area multiple times within a preset time period, The length of the reverse driving trajectory is positively correlated with the interval between the two most distant trapped locations among the multiple trapped locations; and / or The forward driving trajectory is the starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance.

[0009] According to a second aspect of the present disclosure, a method for getting a vehicle out of trouble is provided, comprising: Based on the information about the stranded vehicle, a detour trajectory is generated, wherein the information about the stranded vehicle includes the type of stranding and the location of the stranding. The detour trajectory is sent to the control terminal of the target vehicle to prevent the target vehicle from getting stuck.

[0010] In some embodiments, the method further includes: The system receives a distress request from the control terminal of the stranded vehicle, the distress request carrying the type of distress the vehicle is in.

[0011] In some embodiments, generating a detour trajectory based on the stranded vehicle's information includes: When the type of entrapment is understeer and slippage, a detour trajectory including the understeer detour trajectory is generated based on the vehicle's minimum turning radius and the road environment at the entrapment location. Wherein, the detour radius of the push-head detour trajectory is greater than the turning radius of the preset trajectory, and the push-head detour trajectory is used to detour around a virtual obstacle with the trapped position as the center and the vehicle width as the radius; Sending the detour trajectory to the control terminal of the target vehicle includes: The detour trajectory is sent to the control terminal of the stranded vehicle, and also to the control terminal of the non-stranded vehicle located in the adjacent area of ​​the stranded location.

[0012] In some embodiments, generating a detour trajectory based on the stranded vehicle's information includes: When the type of entrapment is skidding at start-up, a detour trajectory including a reverse driving trajectory and a forward driving trajectory is generated based on the number of times the entrapped vehicle is entrapped in the same target area within a preset time period. Wherein, if the trapped vehicle is not trapped multiple times within the target area, the forward driving trajectory is at least one of a straight-line trajectory and a starting detour trajectory; In the case that the trapped vehicle is trapped multiple times in the target area, the length of the reverse driving trajectory is positively correlated with the interval distance between the two trapped locations that are farthest apart among the multiple trapped locations, and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance; Sending the detour trajectory to the control terminal of the target vehicle includes: The detour trajectory is sent to the control terminal of the stranded vehicle.

[0013] According to a third aspect of this disclosure, an unmanned vehicle is provided, comprising: a controller; the controller being configured to perform the method described in the first aspect.

[0014] This disclosure enables the control unit of an autonomous vehicle to receive a detour trajectory sent by the decision-making unit. The vehicle is then controlled to travel along the detour trajectory to avoid getting stuck. The detour trajectory can be determined based on the entrapment information of the trapped vehicle, which may be the vehicle itself or another vehicle. The entrapment information includes the type and location of the entrapment. Embodiments of this disclosure can automatically plan a corresponding detour trajectory after an autonomous vehicle becomes trapped, enabling the trapped vehicle to extricate itself, thereby improving the operational efficiency of the autonomous vehicle. Furthermore, by disseminating the planned detour trajectory to other autonomous vehicles, it can prevent other autonomous vehicles from becoming trapped in the same location. Attached Figure Description

[0015] Figure 1 This diagram illustrates an application scenario of a vehicle extrication method according to an embodiment of the present disclosure.

[0016] Figure 2 The diagram shows a flowchart of a vehicle extrication method according to an embodiment of the present disclosure.

[0017] Figure 3 A flowchart illustrating another vehicle extrication method according to an embodiment of this disclosure is shown.

[0018] Figure 4A schematic diagram of the structure of a vehicle extrication device according to an embodiment of the present disclosure is shown.

[0019] Figure 5 A schematic diagram of the structure of a vehicle extrication device according to an embodiment of the present disclosure is shown.

[0020] Figure 6 A schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure is shown. Detailed Implementation

[0021] 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 numerals 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 disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0022] First, the application scenarios of the vehicle extrication method disclosed in this publication will be described in detail.

[0023] Figure 1 A schematic diagram illustrating an application scenario of the vehicle extrication method according to an embodiment of this disclosure is shown. For example... Figure 1 As shown, the scenario includes a server and at least one driverless vehicle capable of communicating with the server.

[0024] The autonomous vehicles and the server can establish a two-way communication link through 5G / vehicle-to-everything (V2X) technology. The controller in the autonomous vehicle acts as the control end, collecting data and executing instructions from the server; the server acts as the decision-making end, handling data processing, decision planning, and instruction distribution. Through real-time data interaction, the two achieve dynamic collaborative management of the autonomous vehicle group. For example, autonomous vehicles can be equipped with sensors such as millimeter-wave radar, lidar, wheel speed sensors, gyroscopes, and GPS positioning modules. The controller on the autonomous vehicle can continuously collect driving parameters (vehicle speed, wheel speed, steering angle, power status), surrounding environmental data (obstacle positions, distances, road surface smoothness), and geographical location information through the sensors. The collected information is then uploaded to the server via a communication protocol between the autonomous vehicle and the server, ensuring that the server has real-time knowledge of the autonomous vehicle's operating status and its environment. If some parameters collected by the sensors are abnormal, the controller can determine the autonomous vehicle's own status based on the abnormal parameters. When the autonomous vehicle is in a distressed state (such as wheels stuck in a ditch or skidding), the controller uploads the type of distress and the parameters associated with the distressed state to the server to ensure that the server is aware of the abnormal operation information of the autonomous vehicle.

[0025] For example, the server, acting as the decision-making end, can plan a corresponding detour trajectory based on the distress information uploaded by the unmanned vehicle after receiving the distress information, and send it to the distressed unmanned vehicle to enable the unmanned vehicle to get out of the distressed state.

[0026] In addition, for specific types of entrapment (e.g., when an autonomous vehicle skids), the server can simultaneously send detour routes to other autonomous vehicles that may pass through the same entrapment area, while also sending the detour routes to the entrapped vehicle. This ensures that other autonomous vehicles can simultaneously detour around the area where they may be entrapped, thus preventing other autonomous vehicles from becoming entrapped for the same reason.

[0027] It is worth noting that, despite Figure 1 In this context, the decision-making end is presented as a separate server. Those skilled in the art will understand that this decision-making end can be implemented as a standalone hardware device or integrated into any one or more autonomous vehicles. That is, one autonomous vehicle can act as a server, establishing communication links with other autonomous vehicles and using it to decide and issue detour routes. As long as the principles described in this disclosure can be achieved, the specific implementation methods of different hardware devices should not be considered as limiting the scope of protection of this disclosure.

[0028] First, this disclosure provides a method for vehicle extrication from trouble, which can be executed by a control terminal (e.g., a controller) mounted on an unmanned vehicle.

[0029] Figure 2 This diagram illustrates a flow chart of a vehicle extrication method according to an embodiment of the present disclosure, such as... Figure 2 As shown, the method includes the following steps S201 to S202.

[0030] S201, Receive the detour trajectory sent by the decision-making end.

[0031] S202 controls the vehicle to travel along a detour trajectory to avoid getting stuck.

[0032] The detour route is determined based on the information of the stranded vehicle, which includes the vehicle itself or another vehicle. The information includes the type of stranding and the location of the stranding.

[0033] In some embodiments, the received detour trajectory may be a detour trajectory generated by the decision-making end based on the vehicle's entrapment information. The vehicle's entrapment information may be its current entrapment information or its historical entrapment information. For example, when a vehicle travels between two locations, it may pass through the same road segment. When the vehicle first becomes entrapped on this road segment, the decision-making end can generate a detour trajectory based on the vehicle's current entrapment information to help the vehicle escape the entrapment. Simultaneously, when the vehicle passes through the same road segment again within a short period, due to the short interval, the decision-making end determines that the road conditions on that segment have not changed and can resend the detour trajectory generated when the vehicle was previously entrapped to the vehicle, preventing the vehicle from becoming entrapped again.

[0034] In some embodiments, the received detour trajectory may also be a detour trajectory generated by the decision-making end based on the entrapment information of other vehicles. For example, when another vehicle is entrapped on a certain road segment, the decision-making end can generate a detour trajectory based on the entrapment information of that other vehicle to free it from the entrapment, and then send the detour trajectory to other vehicles that may pass through the same road segment and become entrapped in the same way, so that the vehicle can detour around the entrapment location of the other vehicle and avoid becoming entrapped in the same location. It is understood that when the detour trajectory is a detour trajectory generated by the decision-making end based on the entrapment information of other vehicles, the entrapment information can be the current entrapment information of the other vehicle or historical entrapment information. Since the basic concept of both is the same, which is to avoid the vehicle becoming entrapped at the location where the other vehicle is entrapped, this disclosure will not elaborate on this.

[0035] It is understood that the decision-making end in the embodiments of this disclosure can be an independent server, or one or more unmanned vehicles in the unmanned vehicle swarm that act as the decision-making end, or other devices that can establish communication with the unmanned vehicle swarm. This disclosure does not limit it in this way.

[0036] In some embodiments, when a vehicle is stuck in a tethered state, the control unit on the vehicle can send a distress request to the decision-making unit. By actively sending a distress request to the decision-making unit, the decision-making unit can promptly perceive the vehicle's tethered state. The distress request can include the type of tethering the vehicle is stuck, which can indicate the current reason for the vehicle's tethering, so that the decision-making unit can plan a corresponding detour route based on the reason for the tethering.

[0037] In some embodiments, the distress request may also carry other parameters associated with the distressed state. For example, the vehicle's orientation, the location of the distress, information about nearby obstacles, etc., to meet the needs of detour trajectory planning. Of course, since the decision-making end itself has the ability to perceive the operating status of the autonomous vehicle, other parameters associated with the distressed state can also be actively perceived by the decision-making end, without the control end needing to write them into the distress request and send them to the decision-making end.

[0038] In some embodiments, the vehicle's control terminal can analyze the vehicle's slippage index parameters and driving trajectory to determine whether the vehicle is in a trapped state, and if so, determine the type of trapped state.

[0039] For example, the embodiments of this disclosure generally classify the types of entrapment into two categories: one is slippage at start-up, and the other is slippage during understeer.

[0040] Starting slippage refers to the phenomenon where, during the initial acceleration phase of an autonomous vehicle, the drive wheels lack sufficient traction with the ground, causing them to spin freely and the vehicle's actual speed to be lower than the drive wheel's rotational speed. This can be caused by a decrease in the coefficient of friction when there is standing water, ice, or oil on the road surface.

[0041] Understeer refers to the phenomenon where, when an autonomous vehicle is turning, the front wheels lack sufficient traction with the ground, causing them to slide laterally. The vehicle's actual trajectory fails to follow the intended turning path, consistently veering towards the outside of the curve. In other words, it "wants to turn but can't," as if the front of the car is being pushed towards the outside of the curve. Visually, this manifests as the autonomous vehicle failing to follow its intended trajectory during a turn and gradually deviating from its planned path.

[0042] For example, when the vehicle is starting, if the slippage index parameter meets the preset index value and the driving trajectory does not deviate from the preset trajectory, it can be determined that the vehicle is in a trapped state and the trapped type is starting slippage. When the vehicle is turning, if the slippage index parameter meets the preset index value and the driving trajectory deviates from the preset trajectory, it can be determined that the vehicle is in a trapped state and the trapped type is understeer slippage.

[0043] It is understandable that regardless of whether the entrapment is due to starting slippage or understeer slippage, the vehicle will slip when trapped. Therefore, we can first determine whether the vehicle is slipping by combining slippage index parameters and preset index values. Then, based on the significant differences between different slippage types (whether the driving trajectory deviates), we can determine the actual type of entrapment the vehicle is in.

[0044] For example, the slippage index parameter can be the vehicle's slip ratio. Specifically, the slip ratio can be calculated using the following formula:

[0045] in, Slip ratio; The positioning speed of a vehicle can be determined based on the ratio of the vehicle's actual displacement to time. The wheel speed of the vehicle's drive wheels can be obtained through wheel speed sensors.

[0046] If the vehicle's slip ratio is negative and its absolute value is greater than the preset slip ratio threshold (preset index value), it is determined that the vehicle has slipped and is in a trapped state.

[0047] For example, the slippage index parameter can also be the vehicle's wheel speed ratio. Specifically, wheel speed sensors can be used to collect the wheel speeds of the vehicle's drive wheels and non-drive wheels respectively. When the difference in wheel speed between the drive wheels and non-drive wheels exceeds a preset wheel speed threshold (preset index value), it is determined that the vehicle has slipped and is in a trapped state.

[0048] For example, if the vehicle detects that it has skidded and is stuck, it can repeatedly attempt to start and get out of trouble by disabling the TCS and / or activating the differential lock. If it is unable to get out of trouble on its own, it will then send a request to the decision-making unit to help it get out of trouble.

[0049] Based on this, the control unit of the autonomous vehicle can independently sense whether the vehicle is in a distressed state and determine the corresponding distress type, providing a basis for the decision-making unit to plan detour routes.

[0050] The above provides a detailed explanation of the process by which the control unit of an autonomous vehicle perceives a distress state, identifies the type of distress, and transmits the distress information to the decision-making unit. The following section will introduce the detour trajectories generated by the decision-making unit for different types of distress.

[0051] In some embodiments, when the stranded vehicle is either its own vehicle or another vehicle, and the stranding type is understeer (slippage), the detour trajectory includes an understeer detour trajectory. In this case, after receiving the detour trajectory from the decision-making unit, the control unit can control the vehicle to travel along the understeer detour trajectory to avoid the stranded location. The detour radius of the understeer detour trajectory is larger than the turning radius of the preset trajectory, and the understeer detour trajectory is used to bypass a virtual obstacle centered on the stranded location and with a radius equal to the width of the stranded vehicle.

[0052] Understandably, since understeer is a common type of entrapment for autonomous vehicles (V2V) during operation, if any V2V experiences understeer in a specific road segment and the road conditions remain unchanged, other V2Vs traveling along similar trajectories and with similar parameters are highly likely to experience understeer in the same location. To avoid this, even if the entrapped vehicle is another vehicle, its detour route can be sent to the autonomous vehicle's control system. This allows the autonomous vehicle to anticipate the detour based on the other vehicle's experience, preventing understeer from occurring in the same spot. Of course, even if the entrapped vehicle is the autonomous vehicle itself, it still needs to receive the understeer detour route to prevent further understeer during subsequent travel on that road segment.

[0053] It should be noted that understeer can be prevented in two ways: reducing vehicle speed and increasing the turning radius of the autonomous vehicle on curves. Regarding reducing speed, since the initial speed output by the autonomous vehicle through decision-making is already low on slippery roads, there is little room for further speed reduction. Furthermore, excessively low speeds would affect traffic efficiency and might even cause the autonomous vehicle to come to a standstill. Therefore, this embodiment does not consider preventing understeer through this method, but instead chooses to increase the turning radius.

[0054] It is worth noting that, in planning the steering detour trajectory in this embodiment, in addition to increasing the turning radius, the trapped position (i.e., the position where the vehicle skids and stops) is treated as a virtual obstacle. This prevents the steering detour trajectory from passing through the trapped position during the trajectory planning process. Thus, when the slippery area is small, this method avoids the autonomous vehicle's driving trajectory from passing through the slippery area and causing skidding from the source. Specifically, in the scenario where another vehicle is trapped and the autonomous vehicle detours, this method may completely detour around the slippery area. However, in the scenario where the autonomous vehicle is trapped and detours, since the autonomous vehicle is already in the slippery area and has skidded and stopped, it is impossible to detour around the slippery area. In this case, during trajectory planning, the autonomous vehicle treats its own position as a virtual obstacle, so it can leave the current trapped position with the shortest path and further avoid skidding and stopping again with a larger turning radius.

[0055] In some embodiments, when the stranded vehicle is a self-propelled vehicle and the stranding type is starting slippage, the detour trajectory includes a reverse driving trajectory and a forward driving trajectory. In this case, after receiving the detour trajectory from the decision-making unit, the control unit can first control the self-propelled vehicle to travel along the reverse driving trajectory. After the self-propelled vehicle completes the reverse driving, it is then controlled to travel along the forward driving trajectory. The forward driving trajectory is at least one of a straight-line trajectory and a starting detour trajectory.

[0056] Understandably, when the entrapment type is starting slippage, since the probability of different autonomous vehicles starting at the same location is small, the detour trajectory generated by the starting slippage entrapment type has little reuse value for other autonomous vehicles. Therefore, in this case, the detour trajectory generated only needs to be sent to the vehicle itself that is in entrapment, and does not need to be sent to other vehicles that are not in entrapment as a precaution.

[0057] Specifically, the detour trajectory in this situation can include a reverse driving trajectory and a forward driving trajectory. That is, the vehicle is controlled to first use a reverse driving trajectory to move away from its trapped position, and then use a forward driving trajectory to start and accelerate at the new position to detour around the trapped position, or to rush over the trapped position with a relatively high initial speed to complete the start-up and slippage escape.

[0058] For example, when the trapped vehicle is a self-driving vehicle, and the self-driving vehicle is trapped in the same target area multiple times within a preset time period, the length of the reverse driving trajectory is positively correlated with the interval distance between the two trapped locations that are farthest apart among the multiple trapped locations; and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance.

[0059] The target area can be understood as the region adjacent to the previous stuck location, i.e., the area near the previous stuck location. In other words, if the vehicle repeatedly gets stuck in the same target area within a short period, the length of the reverse trajectory can be adaptively increased when generating a detour trajectory that includes both reverse and forward travel paths. This increases the vehicle's reverse distance, giving it more room to maneuver and allowing it to detour with a larger radius when executing the forward travel path next time. Simultaneously, a larger reverse distance also allows the vehicle more acceleration space when choosing to cross the target area through decision control, resulting in a higher initial speed when reaching the vicinity of the original stuck location, increasing the likelihood of the vehicle overcoming the stuck location and adjacent areas. Of course, when there is sufficient space in the driving environment, simply increasing the detour radius can also improve the likelihood of the vehicle getting out of trouble.

[0060] In other words, if a vehicle is still stuck near the original starting slippage location after executing a detour trajectory that includes both reverse and forward driving paths, it can adaptively increase the vehicle's reverse distance and / or detour radius in the above manner to improve the possibility of getting out of trouble.

[0061] It is worth noting that this embodiment uses the "interval distance between the two furthest stuck locations among multiple stuck locations" as a reference to measure the length of the reverse driving trajectory and the radius of the starting detour trajectory. It is understood that the two furthest stuck locations among multiple stuck locations can effectively measure the size of the area where skidding may occur. A larger interval means a larger area where skidding and getting stuck are possible, requiring a longer reverse driving trajectory and / or a larger detour radius to allow the vehicle to escape. Conversely, a smaller interval means that although skidding and getting stuck occur multiple times, the overall area where skidding and getting stuck is smaller. In this case, a relatively shorter reverse driving trajectory and / or a relatively smaller detour radius can be provided to allow the vehicle to escape, improve traffic efficiency, and reduce the potential impact of the vehicle's escape on the normal driving of other vehicles (e.g., an excessively large detour radius may temporarily block the normal passage of other vehicles).

[0062] Therefore, the embodiments of this disclosure have designed different types of detour trajectories to meet the needs of vehicles getting out of trouble, so that unmanned vehicles can automatically get out of trouble in any troubled scenario through the corresponding methods, thereby improving the traffic efficiency of unmanned vehicles.

[0063] Based on the same inventive concept, this disclosure also provides another vehicle extrication method, which can be executed by a decision-making end (e.g., a server). Since the principle of this vehicle extrication method embodiment in solving the problem is the same as that described above... Figure 2 The method embodiments shown are similar, therefore the implementation of this vehicle extrication method embodiment can be found above. Figure 2 The implementation of the method embodiments shown will not be repeated here.

[0064] Figure 3 This illustration shows a flowchart of another vehicle extrication method according to an embodiment of the present disclosure, such as... Figure 3 As shown, the method includes the following steps S301 to S302.

[0065] S301 generates a detour route based on the information about the stranded vehicle.

[0066] S302 sends the detour trajectory to the control terminal of the target vehicle to prevent the target vehicle from getting stuck.

[0067] The information on being trapped includes the type of being trapped and the location of being trapped.

[0068] In some embodiments, the decision-making unit may receive a distress request sent by the control unit of the stranded vehicle. The distress request specifies the type of entrapment the vehicle is in.

[0069] In some embodiments, when the entrapment type is understeer and skidding, the decision-making unit can generate a detour trajectory including an understeer detour trajectory based on the vehicle's minimum turning radius and the road environment at the entrapment location. The detour trajectory has a detour radius greater than the turning radius of a preset trajectory, and it is used to detour around a virtual obstacle centered on the entrapment location with a radius equal to the vehicle's width.

[0070] Subsequently, the decision-making unit can send the detour trajectory to the control unit of the stranded vehicle, and also send the detour trajectory to the control units of non-stranded vehicles located in the adjacent area of ​​the stranded location.

[0071] In some embodiments, when the entrapment type is skidding at start-up, the decision-making unit can generate a detour trajectory including a reverse driving trajectory and a forward driving trajectory based on the number of times the entrapped vehicle has been entrapped in the same target area within a preset time period.

[0072] Where the vehicle is not trapped multiple times within the target area, the forward driving trajectory is at least one of a straight-line trajectory and a starting detour trajectory. Where the vehicle is trapped multiple times within the target area, the length of the reverse driving trajectory is positively correlated with the interval distance between the two most distant trapped locations, and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance.

[0073] After generating the detour trajectory, the decision-making unit can send the detour trajectory to the control unit of the stranded vehicle so that the stranded vehicle can complete the extrication action.

[0074] Since the principles for generating detour trajectories in different scenarios have been described in detail in the previous embodiments, this disclosure will not repeat them.

[0075] The solution provided in this disclosure allows the decision-making end to generate corresponding detour trajectories for different types of vehicles after receiving information about a vehicle being stuck, so that the unmanned vehicle can complete the extrication action on its own and improve the operating efficiency of the unmanned vehicle.

[0076] Based on the same inventive concept, this disclosure also provides a vehicle traction device, as shown in the following embodiment. Since the principle of this vehicle traction device in solving the problem is the same as that described above... Figure 2 The method embodiments shown are similar, therefore the implementation of this vehicle traction device embodiment can be found above. Figure 2 The implementation of the method embodiments shown will not be repeated here.

[0077] Figure 4 A schematic diagram of a vehicle traction device according to an embodiment of this disclosure is shown. Figure 4 As shown, the vehicle traction device 400 includes: The receiving module 401 is used to receive the detour trajectory sent by the decision-making end; wherein, the detour trajectory is determined based on the entrapment information of the entrapped vehicle, which includes the vehicle itself or other vehicles, and the entrapment information includes the entrapment type and the entrapment location.

[0078] The control module 402 is used to control the vehicle to travel along the detour trajectory in order to avoid the vehicle getting stuck.

[0079] In some embodiments, the vehicle traction device 400 further includes a sending module (not shown) for sending a traction request to a decision-making end when the vehicle is in a traction state, the traction request carrying the type of traction of the vehicle.

[0080] In some embodiments, the vehicle traction device 400 further includes: an analysis module (not shown in the figure), used to analyze the vehicle's slippage index parameters and driving trajectory; when the vehicle performs a starting action, if the slippage index parameters meet the preset index value and the driving trajectory does not deviate from the preset trajectory, it is determined that the vehicle is in a traction state and the traction type is starting slippage; when the vehicle performs a turning action, if the slippage index parameters meet the preset index value and the driving trajectory deviates from the preset trajectory, it is determined that the vehicle is in a traction state and the traction type is understeer slippage.

[0081] In some embodiments, when the stranded vehicle is either the vehicle itself or another vehicle, and the stranding type is understeer and slippage, the detour trajectory includes an understeer detour trajectory. Control module 402 is used to control the vehicle to travel along the understeer detour trajectory so that the vehicle can detour around the stranded location; wherein the detour radius of the understeer detour trajectory is greater than the turning radius of a preset trajectory, and the understeer detour trajectory is used to detour around a virtual obstacle centered on the stranded location and with a radius equal to the width of the stranded vehicle.

[0082] In some embodiments, when the stranded vehicle is a self-driving vehicle and the stranding type is starting slippage, the detour trajectory includes a reverse driving trajectory and a forward driving trajectory. Control module 402 is used to control the self-driving vehicle to travel along the reverse driving trajectory; after the self-driving vehicle completes the reverse driving, it controls the self-driving vehicle to travel along the forward driving trajectory; wherein the forward driving trajectory is at least one of a straight driving trajectory and a starting detour trajectory.

[0083] In some embodiments, when the trapped vehicle is a self-driving vehicle, and the self-driving vehicle is trapped in the same target area multiple times within a preset time period, the length of the reverse driving trajectory is positively correlated with the interval distance between the two trapped locations that are furthest apart among the multiple trapped locations; and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance.

[0084] Based on the same inventive concept, this disclosure also provides a vehicle traction device, as shown in the following embodiment. Since the principle of this vehicle traction device in solving the problem is the same as that described above... Figure 3 The method embodiments shown are similar, therefore the implementation of this vehicle traction device embodiment can be found above. Figure 3 The implementation of the method embodiments shown will not be repeated here.

[0085] Figure 5 A schematic diagram of the structure of a vehicle traction device according to an embodiment of this disclosure is shown. Figure 5 As shown, the vehicle traction device 500 includes: The generation module 501 is used to generate a detour trajectory based on the entrapment information of the entrapment vehicle, including the entrapment type and entrapment location.

[0086] The sending module 502 is used to send the detour trajectory to the control terminal of the target vehicle in order to prevent the target vehicle from getting stuck.

[0087] In some embodiments, the vehicle escaping device 500 further includes a receiving module (not shown) for receiving an escaping request sent by the control terminal of the entrapped vehicle, the escaping request being used to indicate the entrapment type of the entrapped vehicle.

[0088] In some embodiments, the generation module 501 is used to generate a detour trajectory, including a detour path, based on the vehicle's minimum turning radius and the road environment at the location of the entrapment, when the entrapment type is understeer and skidding. The detour path has a larger turning radius than a preset trajectory, and it detours around a virtual obstacle centered on the location of the entrapment and with a radius equal to the vehicle's width. The sending module 502 is used to send the detour trajectory to the control terminal of the entrapped vehicle and to the control terminal of non-entrapped vehicles located in the adjacent area of ​​the entrapment location.

[0089] In some embodiments, the generation module 501 is used to generate a detour trajectory, including a reverse driving trajectory and a forward driving trajectory, based on the number of times the stranded vehicle has been stranded within the same target area within a preset time period when the stranded type is starting slippage. Wherein, if the stranded vehicle has not been stranded multiple times within the target area, the forward driving trajectory is at least one of a straight-line trajectory and a starting detour trajectory. If the stranded vehicle has been stranded multiple times within the target area, the length of the reverse driving trajectory is positively correlated with the interval distance between the two farthest stranded locations, and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance. The sending module 502 is used to send the detour trajectory to the control terminal of the stranded vehicle.

[0090] Those skilled in the art will understand that various aspects of this disclosure can be implemented as a system, method, or program product. Therefore, various aspects of this disclosure can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software aspects, collectively referred to herein as a "circuit," "module," or "system."

[0091] Based on the same inventive concept, this disclosure also provides an unmanned vehicle, which includes a controller. The controller is used to execute... Figure 2 The illustrated embodiment describes a vehicle extrication method. Specific implementation details of this unmanned vehicle embodiment can be found above. Figure 2 The implementation of the method embodiments shown will not be repeated here.

[0092] The following reference Figure 6To describe an electronic device 600 according to such an embodiment of the present disclosure. Figure 6 The electronic device 600 shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0093] like Figure 6 As shown, the electronic device 600 is manifested in the form of a general-purpose computing device. The components of the electronic device 600 may include, but are not limited to: at least one processing unit 610, at least one storage unit 620, and a bus 630 connecting different system components (including storage unit 620 and processing unit 610).

[0094] The storage unit stores program code, which can be executed by the processing unit 610, causing the processing unit 610 to perform the steps described in the "Exemplary Methods" section above according to various exemplary embodiments of this disclosure.

[0095] In some embodiments, the processing unit 610 may perform the following steps of the above method embodiments: Receive the detour trajectory sent by the decision-making end; the detour trajectory is determined based on the entrapment information of the trapped vehicle, which includes the vehicle itself or other vehicles, and the entrapment information includes the entrapment type and the entrapment location; Control the vehicle to travel along the detour route to avoid getting stuck.

[0096] In some embodiments, the processing unit 610 may also perform the following steps of the above method embodiments: Based on the information about the stranded vehicles, a detour route is generated. The information about the stranded vehicles includes the type of stranding and the location of the stranding. The detour route is sent to the control terminal of the target vehicle to prevent the target vehicle from getting stuck.

[0097] Storage unit 620 may include readable media in the form of volatile storage units, such as random access memory (RAM) 6201 and / or cache memory 6202, and may further include read-only memory (ROM) 6203.

[0098] Storage unit 620 may also include a program / utility 6204 having a set (at least one) program module 6205, such program module 6205 including but not limited to: operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0099] Bus 630 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0100] Electronic device 600 can also communicate with one or more external devices 640 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 600, and / or with any device that enables electronic device 600 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 650. Furthermore, electronic device 600 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 660. Figure 6 As shown, network adapter 660 communicates with other modules of electronic device 600 via bus 630. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with electronic device 600, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0101] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0102] In exemplary embodiments of this disclosure, a computer-readable storage medium is also provided, which may be a readable signal medium or a readable storage medium. A program product capable of implementing the methods described above is stored thereon. In some possible implementations, various aspects of this disclosure may also be implemented as a program product including program code, which, when run on a terminal device, causes the terminal device to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this disclosure.

[0103] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A method for getting a vehicle out of trouble, characterized in that, include: The system receives a detour trajectory sent by the decision-making unit; wherein the detour trajectory is determined based on the entrapment information of the trapped vehicle, which includes the vehicle itself or other vehicles, and the entrapment information includes the entrapment type and the entrapment location; The vehicle is controlled to travel along the detour trajectory to avoid getting stuck.

2. The method according to claim 1, characterized in that, The method further includes: When the vehicle is in a tethered state, a tethering request is sent to the decision-making end, the tethering request carrying the type of tethering of the vehicle.

3. The method according to claim 2, characterized in that, The method further includes: The vehicle's slippage index parameters and driving trajectory are analyzed; When the vehicle performs a starting action, if the slippage index parameter meets the preset index value and the driving trajectory does not deviate from the preset trajectory, it is determined that the vehicle is in a trapped state and the trapped type is starting slippage; When the vehicle is performing a turning maneuver, if the slippage index parameter meets the preset index value and the driving trajectory deviates from the preset trajectory, the vehicle is determined to be in a trapped state and the trapped type is understeer and slippage.

4. The method according to any one of claims 1 to 3, characterized in that, When the trapped vehicle is either its own or another vehicle, and the type of entrapment is understeer and slippage, the detour trajectory includes the understeer detour trajectory. Controlling the vehicle to travel along the detour trajectory includes: The vehicle is controlled to travel along the trajectory of the pusher head so that it can bypass the trapped position; Wherein, the detour radius of the push-head detour trajectory is greater than the turning radius of the preset trajectory, and the push-head detour trajectory is used to detour around a virtual obstacle with the trapped location as the center and the width of the trapped vehicle as the radius; or When the stranded vehicle is a private car and the stranding type is skidding during start-up, the detour trajectory includes a reverse driving trajectory and a forward driving trajectory; Controlling the vehicle to travel along the detour trajectory includes: Control the vehicle to travel along the reverse driving trajectory; After the vehicle completes its reverse driving, it is controlled to drive along the forward driving trajectory; wherein the forward driving trajectory is at least one of a straight driving trajectory and a starting detour trajectory.

5. The method according to claim 4, characterized in that, If the trapped vehicle is a private car, and the private car is trapped in the same target area multiple times within a preset time period, The length of the reverse driving trajectory is positively correlated with the interval between the two most distant trapped locations among the multiple trapped locations; and / or The forward driving trajectory is the starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance.

6. A method for getting a vehicle out of trouble, characterized in that, include: Based on the information about the stranded vehicle, a detour trajectory is generated, wherein the information about the stranded vehicle includes the type of stranding and the location of the stranding. The detour trajectory is sent to the control terminal of the target vehicle to prevent the target vehicle from getting stuck.

7. The method according to claim 6, characterized in that, The method further includes: The system receives a distress request from the control terminal of the stranded vehicle, the distress request carrying the type of distress the vehicle is in.

8. The method according to claim 6 or 7, characterized in that, The step of generating a detour trajectory based on the stranded vehicle's information includes: When the type of entrapment is understeer and slippage, a detour trajectory including the understeer detour trajectory is generated based on the vehicle's minimum turning radius and the road environment at the entrapment location. Wherein, the detour radius of the push-head detour trajectory is greater than the turning radius of the preset trajectory, and the push-head detour trajectory is used to detour around a virtual obstacle with the trapped position as the center and the vehicle width as the radius; Sending the detour trajectory to the control terminal of the target vehicle includes: The detour trajectory is sent to the control terminal of the stranded vehicle, and also to the control terminal of the non-stranded vehicle located in the adjacent area of ​​the stranded location.

9. The method according to claim 6 or 7, characterized in that, The step of generating a detour trajectory based on the stranded vehicle's information includes: When the type of entrapment is skidding at start-up, a detour trajectory including a reverse driving trajectory and a forward driving trajectory is generated based on the number of times the entrapped vehicle is entrapped in the same target area within a preset time period. Wherein, if the trapped vehicle is not trapped multiple times within the target area, the forward driving trajectory is at least one of a straight-line trajectory and a starting detour trajectory; In the case that the trapped vehicle is trapped multiple times in the target area, the length of the reverse driving trajectory is positively correlated with the interval distance between the two trapped locations that are farthest apart among the multiple trapped locations, and / or, the forward driving trajectory is a starting detour trajectory, and the detour radius of the starting detour trajectory is positively correlated with the interval distance; Sending the detour trajectory to the control terminal of the target vehicle includes: The detour trajectory is sent to the control terminal of the stranded vehicle.

10. An unmanned vehicle, characterized in that, include: Controller; The controller is used to perform the method according to any one of claims 1 to 5.

11. An electronic device, characterized in that, include: processor; as well as Memory for storing the executable instructions of the processor; The processor is configured to execute the method of any one of claims 1 to 5, or the method of any one of claims 6 to 9, by executing the executable instructions.

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