Vehicle lockage control method and device, storage medium, vehicle-mounted equipment and vehicle

Abstract

The invention discloses a vehicle lockage control method and device, a storage medium, vehicle-mounted equipment and a vehicle. The vehicle lockage control method comprises the following steps: judging whether a self vehicle is a head vehicle or not based on a gate baseline position and a front vehicle detection frame position; if the vehicle is the head vehicle, the vehicle is controlled to pass through the gate when it is detected that the gate is in a passing permission state, and when it is detected that the gate is in a passing prohibition state, the vehicle is controlled to be braked to a virtual stop line position which is located at the gate base line position and deviates from the vehicle side by a preset distance; if the vehicle is not the head vehicle, the distance between the vehicle and the front vehicle is controlled to be kept within the preset safety distance range, and the vehicle is controlled not to cross the virtual stop line position. By means of the method, lockage control can be conducted on the vehicle differentially, the orderliness of vehicle control logic is improved, potential safety hazards caused by misjudgment are avoided, the safety and stability of vehicle lockage passing are effectively guaranteed, and application of the intelligent driving vehicle to the lockage scene is promoted.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving, in particular to a vehicle gate passing control method and device, a storage medium, a vehicle-mounted equipment and a vehicle. BACKGROUND

[0002] In the technical field of intelligent driving, the gate scene refers to a driving scene in which a vehicle needs to control the vehicle to pass through a gate device in a parking lot, a toll station or the like. The scene involves the interaction between the vehicle and the gate, the front vehicle and obstacles, and requires the vehicle to accurately perceive the gate state, judge the positional relationship between the vehicle and the surrounding elements, and execute a reasonable passing strategy to pass through the gate area. It is a scene that needs to be adapted as a priority for the application of intelligent driving technology.

[0003] Currently, in the process of passing through the gate scene by the intelligent driving vehicle, the vehicle-mounted camera, laser radar and millimeter wave radar and other sensors are usually used to perceive the gate state, surrounding vehicles and obstacles, and based on the perception result, the driving path is planned and the vehicle is controlled to pass through. However, the existing technical solutions usually have a blurred distinction between the passing strategies of the head vehicle and the non-head vehicle, which leads to misjudgment when switching states, insufficient passing safety, and the speed and acceleration of the vehicle passing through are not reasonably limited when the gate rod is opened, which has the hidden danger of colliding with the rod or unstable passing. After stopping in front of the gate, there is also a lack of close-range anti-collision gate control logic, which easily leads to collision between the vehicle and the gate. These problems seriously affect the efficiency and safety of the intelligent driving vehicle passing through the gate in the gate scene, and restrict the reliable application of intelligent driving technology in such scenes. SUMMARY

[0004] The present application mainly provides a vehicle gate passing control method, device, storage medium, vehicle-mounted equipment and vehicle, aiming to solve the technical problem that the existing vehicle gate passing control method is difficult to guarantee driving safety.

[0005] To solve the above technical problems, the technical solution adopted by the present application is to provide a vehicle gate passing control method. The vehicle gate passing control method comprises: judging whether the vehicle is a head vehicle based on the gate baseline position and the front vehicle detection frame position; if the vehicle is a head vehicle, controlling the vehicle to pass through the gate when it is detected that the gate is in a permitted passing state, and controlling the vehicle to stop at a virtual stop line position when it is detected that the gate is in a prohibited passing state; the virtual stop line position is offset by a preset distance from the gate baseline position to the vehicle side; if the vehicle is a non-head vehicle, controlling the distance between the vehicle and the front vehicle to be within a preset safe distance range, and controlling the vehicle not to cross the virtual stop line position.

[0006] In some embodiments, determining whether a vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame includes: determining whether the position of the preceding vehicle detection frame completely crosses the gate baseline position; if the position of the preceding vehicle detection frame completely crosses the gate baseline position, then the vehicle is determined to be the lead vehicle; if the position of the preceding vehicle detection frame does not completely cross the gate baseline position, then the vehicle is determined to be a non-lead vehicle.

[0007] In some embodiments, before determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the method further includes: determining whether the position of the preceding vehicle detection frame is detected; if the position of the preceding vehicle detection frame is not detected, then the vehicle is directly determined to be the lead vehicle.

[0008] In some embodiments, after determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the method further includes: when the vehicle is detected to have switched from a non-lead vehicle to a lead vehicle, controlling the vehicle not to cross the virtual stop line position within a preset time.

[0009] In some embodiments, the vehicle gate passage control method further includes: controlling the acceleration of the vehicle to not exceed a preset acceleration threshold, and controlling the speed of the vehicle to not exceed a preset speed threshold when passing through the gate baseline position.

[0010] In some embodiments, the vehicle gate passage control method further includes: when the distance between the vehicle and the gate baseline position is within a preset anti-collision gate distance range, obtaining the duration for which the gate is in the allowed passage state; when the duration for which the gate is in the allowed passage state does not reach a preset anti-collision gate duration threshold, controlling the vehicle to brake; and when the duration for which the gate is in the allowed passage state reaches the preset anti-collision gate duration threshold, controlling the vehicle to pass through the gate.

[0011] To address the aforementioned technical problems, another technical solution adopted in this application is to provide a vehicle gate control device. This vehicle gate control device includes: a decision module, used to determine whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame; a first control module, used to control the vehicle to pass through the gate when it is the lead vehicle and when the gate is detected to be in a permitted passage state, and to control the vehicle to stop at a virtual stop line position when the gate is detected to be in a prohibited passage state; the virtual stop line position is located at a preset distance offset from the gate baseline position towards the vehicle; and a second control module, used to control the distance between the vehicle and the preceding vehicle to remain within a preset safe distance range when the vehicle is not the lead vehicle, and to control the vehicle not to cross the virtual stop line position.

[0012] To solve the above-mentioned technical problems, another technical solution adopted in this application is: to provide a storage medium storing program data, characterized in that the program data, when executed by a processor, implements the steps of the vehicle gate control method described above.

[0013] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide an on-board device, which includes a processor and a memory connected to each other. The memory stores a computer program, and when the processor executes the computer program, it implements the steps of the vehicle gate control method described above.

[0014] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle, which includes at least one of the storage medium, the vehicle-mounted device, and the vehicle-mounted device as described above.

[0015] The beneficial effects of this application are as follows: Unlike existing technologies, this application discloses a vehicle gate control method, device, storage medium, on-board equipment, and vehicle. This application defines the gate baseline as the reference position for vehicle control decisions and sets a virtual stop line on the vehicle side of the gate baseline as a safe braking boundary. This clarifies the vehicle control reference and safety boundary in gate scenarios. Furthermore, based on the spatial relationship between the gate baseline and the vehicle in front, it can accurately determine whether the vehicle is the lead vehicle, providing a clear basis for differentiated vehicle control strategies and avoiding the risk of misjudgment caused by the ambiguous distinction between lead and non-lead vehicle states in existing technologies. Specifically, when the vehicle is the lead vehicle, it controls passage or braking to the virtual stop line according to the gate state, ensuring both smooth passage when allowed and a safe distance from the gate when passage is prohibited. When the vehicle is not the lead vehicle, it balances efficiency and safety boundaries in multi-vehicle queuing situations by maintaining a safe distance from the vehicle in front and not crossing the virtual stop line. This solution effectively addresses issues such as unclear vehicle control logic, insufficient traffic safety, and low efficiency in existing technologies. It significantly improves the logical structure of vehicle control logic and the reliability of gate passage strategies for intelligent driving vehicles in gate scenarios, avoids safety hazards caused by misjudgments, and effectively ensures the safety and smoothness of vehicle passage through gates. This is conducive to promoting the application of intelligent driving vehicles in gate scenarios. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein: Figure 1This is a flowchart illustrating an embodiment of the vehicle gate control method provided in this application; Figure 2 yes Figure 1 A schematic diagram of the scenario corresponding to step 20 in the embodiment; Figure 3 yes Figure 1 A schematic diagram of the scenario corresponding to step 30 in the embodiment; Figure 4 This is a schematic diagram of the structure of an embodiment of the vehicle gate control device provided in this application; Figure 5 This is a schematic diagram of the structure of an embodiment of the storage medium provided in this application; Figure 6 This is a schematic diagram of the structure of an embodiment of the vehicle-mounted device provided in this application; Figure 7 This is a structural schematic diagram of an embodiment of the vehicle provided in this application. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0018] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0019] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0020] This application provides a vehicle gate passage control method, see reference. Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the vehicle gate control method provided in this application. The vehicle gate control method includes: Step 10: Based on the gate baseline position and the position of the preceding vehicle detection frame, determine whether the vehicle is the lead vehicle.

[0021] In this embodiment, the gate baseline position (denoted as Stops) refers to the projected area on the horizontal ground when the gate interception component (such as the gate arm, gate, etc.) is intercepted by the vehicle in the gate scenario, or extracted from the gate spatial feature information pre-stored in high-precision maps and cache databases. This is its regional coordinates under a bird's-eye view (BEV) perspective. This gate baseline position corresponds to the gate position and is the core benchmark for the gate control range, used to determine whether a vehicle (including the vehicle itself and the vehicle in front, as described later) has passed through the gate. For example, the vertical projection position of the gate arm on the horizontal ground when it is in a prohibited state, or the pre-stored position information of the gate base in the parallel direction to the vehicle, can be used as the gate baseline position. When the vehicle's detection frame is completely upstream of the gate baseline or has spatial intersection with the gate baseline, it indicates that the vehicle has not completed the gate passage. When the vehicle's detection frame is completely downstream of the gate baseline, it indicates that the vehicle has completed the gate passage, meaning that the vehicle has completed the gate passage process from the upstream side to the downstream side of the passage.

[0022] In this embodiment, the forward vehicle detection frame position refers to the projected area position of the forward vehicle on the horizontal ground, which is perceived by the vehicle in real time or obtained in real time from external data interaction interfaces such as real-time maps, vehicle-to-everything (V2X) networks, or gate systems. In other words, it is the bounding box coordinates of the forward vehicle from a bird's-eye view. This forward vehicle detection frame position contains the boundary information of the forward vehicle and can characterize the real-time spatial position of the forward vehicle in the gate scenario and its relative relationship with the gate baseline position, used to determine the spatial relationship between the forward vehicle and the gate baseline position.

[0023] In this embodiment, after determining the gate baseline position and the preceding vehicle detection frame position, it can be determined whether the vehicle is the lead vehicle. Specifically, the lead vehicle status can be determined by comparing upstream and downstream positions as described later, or by combining multi-sensor fusion verification to assist in confirming the lead vehicle status, or by directly determining the lead vehicle status when there is no preceding vehicle, or by predicting the preceding vehicle's trajectory. As long as the spatial relationship data between the gate baseline position and the preceding vehicle detection frame position obtained above is used to determine whether the vehicle is the lead vehicle, it can be understood that it is within the scope of protection of this application. By determining whether it is the lead vehicle, the queuing priority of the vehicle in the gate scenario can be clearly defined, providing a basis for subsequent differentiated vehicle control strategies, avoiding misjudgments caused by ambiguous status, and improving the safety and efficiency of gate passage.

[0024] Optionally, in some embodiments, determining whether a vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame includes: determining whether the position of the preceding vehicle detection frame completely crosses the gate baseline position; if the position of the preceding vehicle detection frame completely crosses the gate baseline position, then the vehicle is determined to be the lead vehicle; if the position of the preceding vehicle detection frame does not completely cross the gate baseline position, then the vehicle is determined to be a non-lead vehicle.

[0025] In this optional embodiment, a method for determining the leading vehicle status based on upstream and downstream position comparison is provided. Specifically, when executing the leading vehicle determination logic, the spatial coordinates of the preceding vehicle detection frame position and the gate baseline position are first compared to determine whether the preceding vehicle detection frame position completely crosses the gate baseline position. When the preceding vehicle detection frame completely crosses the gate baseline position (i.e., the preceding vehicle detection frame is completely downstream of the gate baseline position), it indicates that the preceding vehicle has completed the gate passage or there are currently no preceding vehicles in the queue. Therefore, the vehicle can be determined as the leading vehicle (i.e., the vehicle is the first vehicle in the queue sequence in the current gate scenario). However, when the preceding vehicle detection frame does not completely cross the gate baseline position or has spatial intersection with the baseline (i.e., the preceding vehicle detection frame is not completely downstream of the gate baseline position), it usually indicates that the preceding vehicle has not completed the gate passage. The vehicle can be determined as a non-leading vehicle (i.e., the vehicle is a vehicle after the preceding vehicle in the queue sequence in the current gate scenario). This method of determining the lead vehicle based on the spatial relationship between the gate baseline position and the position of the preceding vehicle detection frame can accurately distinguish between the lead and non-lead vehicle status of a vehicle, avoiding the risk of misjudgment caused by the ambiguity in the distinction between lead and non-lead vehicle status in traditional methods. Subsequently, the state determination results of lead / non-lead vehicle can be used to implement differentiated vehicle control strategies for different states, which helps to improve the safety and efficiency of gate passage and ensure the accuracy and reliability of vehicle control strategies.

[0026] Optionally, in some embodiments, before determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the method further includes: determining whether the position of the preceding vehicle detection frame is detected; if the position of the preceding vehicle detection frame is not detected, then the vehicle is directly determined to be the lead vehicle.

[0027] In this optional embodiment, a method for quickly determining the leading vehicle is provided. Specifically, before executing the leading vehicle determination logic, it can first determine whether there is a leading vehicle detection frame, such as based on the image recognition results of the vehicle-mounted camera, the point cloud clustering results of the LiDAR, the target detection results of the millimeter-wave radar, or the perception data fused by multiple sensors. If no leading vehicle detection frame is detected, it means that there are no vehicles queuing ahead in the current gate scenario, and therefore the vehicle can be directly determined as the leading vehicle, simplifying the determination process and improving passage efficiency. When a leading vehicle detection frame is detected, it means that there is a vehicle waiting to pass, and the leading vehicle determination logic as described in step 10 above needs to be executed. Alternatively, when no preceding vehicle detection frame is detected, instead of directly determining the vehicle as the lead vehicle, a virtual preceding vehicle detection frame position can be defined. For example, when no preceding vehicle detection frame is detected, the virtual preceding vehicle detection frame position can be set to spatial coordinates completely downstream of the gate baseline position. This way, when the lead vehicle determination logic is executed subsequently, the virtual detection frame indicates that the preceding vehicle has completed the gate passage. When it is subsequently determined whether the preceding vehicle detection frame has completely crossed the gate baseline position, it means that the preceding vehicle has completely crossed, and the vehicle will also be determined as the lead vehicle. This method can maintain consistency with the existing lead vehicle determination logic and avoid additional logic branches.

[0028] In this optional embodiment, the introduction of this pre-logic simplifies the lead vehicle judgment process, reduces computational resource consumption, improves traffic efficiency in scenarios without queuing vehicles, avoids misjudgments caused by temporary sensor obstruction, and ensures the robustness of state determination.

[0029] Step 20: If the vehicle is the lead vehicle, control the vehicle to pass through the gate when the gate is detected to be in the allowed passage state, and control the vehicle to stop to the virtual stop line position when the gate is detected to be in the prohibited passage state; the virtual stop line position is located at a preset distance offset from the gate baseline position to the vehicle side.

[0030] In this embodiment, when the vehicle is the lead vehicle, it means there are no other vehicles waiting to pass in front of it, and it can simply interact with the gate to decide whether to pass. Specifically, this embodiment determines whether to pass through the gate based on the gate's passage status. When the gate is detected to be in a permitted passage state, the vehicle will be controlled to start and pass through the gate safely. When the gate is detected to be in a prohibited passage state, the vehicle will be controlled to stop at a pre-set virtual stop line position. The permitted passage state of a turnstile refers to the situation where the turnstile allows vehicles to pass through and removes the blocking components. This can be determined based on the type of turnstile. For example, a turnstile with a gate arm can be in the permitted passage state when the gate arm is raised, a turnstile with a telescopic gate arm can be in the ...

[0031] In this embodiment, during the passage of the vehicle through the gate when the gate is in a permitted passage state, the vehicle can dynamically plan the passage path and adjust its driving state based on real-time sensing and pre-cached parameters and safety constraints to ensure smooth passage through the gate channel. For some of the constraints, please refer to the following sections on fallback speed limit control measures, state switching vehicle control measures, and close-range anti-ramming gate control measures, which will not be repeated here. The specific path planning logic for passage can be implemented using appropriate path planning algorithms according to the actual scenario requirements and can be dynamically optimized based on real-time perceived environmental information; this application does not impose specific limitations on this aspect.

[0032] In this embodiment, the braking control logic for the vehicle when the gate is in a prohibited passage state uses a virtual stop line (denoted as Stopline) as the braking reference. It controls the vehicle to smoothly brake and decelerate to the virtual stop line position, and stops upon reaching the virtual stop line. Specifically, the virtual stop line is a spatial position generated virtually in the spatial coordinate system of the gate scenario, representing the vehicle's safe braking boundary. It is located at the gate baseline position offset from the vehicle's travel side by a preset distance. This preset distance can be comprehensively set based on factors such as vehicle braking response time, sensor perception accuracy, driver spacing habits, or the safety redundancy requirements of the gate scenario to balance passage efficiency and safety distance. For example, setting it to 1.5m can effectively prevent collisions between the vehicle and the gate and reserve sufficient braking buffer distance to ensure the vehicle can still brake smoothly on slippery surfaces or in scenarios with sensor delays. Controlling the vehicle to stop at the virtual stop line means that the vehicle maintains a deceleration trend while upstream of the virtual stop line (the braking deceleration can be calibrated according to the vehicle performance, such as not exceeding 0.5m / s²), and stops when it reaches the virtual stop line, so as to ensure that the vehicle maintains a safe distance from the gate, avoids the risk of collision, and complies with the passage regulations of the gate scenario.

[0033] In this embodiment, please refer to Figure 2 Example scenarios, Figure 2 This diagram illustrates the positional relationships between the vehicle (ego), the preceding vehicle (obj), the turnstile (A represents the permitted passage state, B represents the prohibited passage state), the turnstile baseline (stops), and the virtual stopline (stopline) from the perspective of a BEV in a turnstile scenario. Figure 2 In case (a), the vehicle is the lead vehicle, the gate is in a no-passing state, and the vehicle will brake to a stop at the virtual stop line. Figure 2 In example (b), the vehicle is the lead vehicle, the gate is in the allowed passage state, and the vehicle passes through the gate. This embodiment, by implementing a differentiated vehicle control strategy (smooth passage when passage is allowed and safe braking when passage is prohibited) when the vehicle is the lead vehicle, can accurately respond to changes in the gate state, effectively avoid collision risks when passage is prohibited, ensure driving smoothness when passage is allowed, improve the efficiency and reliability of gate passage in the lead vehicle scenario, and provide core support for the safe application of autonomous vehicles in gate scenarios.

[0034] Step 30: If the vehicle is not the lead vehicle, control the distance between the vehicle and the vehicle in front to maintain within the preset safe distance range, and control the vehicle not to cross the virtual stop line position.

[0035] In this embodiment, when the vehicle is not the lead vehicle, it indicates that there is a vehicle ahead of it that has not yet completed its passage through the gate. The vehicle needs to simultaneously consider the efficiency of following the lead vehicle and comply with the safety boundaries of the gate scenario to ensure passage safety. Specifically, in this situation, on the one hand, it is necessary to control the distance between the vehicle and the lead vehicle to maintain within a preset safe distance range to avoid the risk of rear-end collision. The preset safe distance range is a calibrable value (e.g., 2m) set based on factors such as vehicle braking performance, sensor response time, or scene speed limit. It can be adjusted according to scene parameters such as vehicle type, driving speed, or weather conditions, as long as the vehicle can pass through the constraint of this safe distance to ensure that the vehicle has sufficient braking space when the lead vehicle stops. On the other hand, it is necessary to control the vehicle not to cross the virtual stop line to ensure that the vehicle is always in a safe and compliant passage state in the gate scenario until the vehicle state switches to the lead vehicle state to make the next decision, avoiding collisions with the lead vehicle or the gate due to the vehicle crossing the virtual stop line, and ensuring that the vehicle always stays within the safety boundaries of the gate scenario. This dual-constraint vehicle control strategy can balance following efficiency and safety boundaries, effectively avoid collision risks in multi-vehicle queuing scenarios, and improve traffic order.

[0036] In this embodiment, the vehicle control strategy that follows the dual constraints can be implemented by speed planning on the space-time (ST) graph. Specifically, using the two-dimensional distance-time relationship, a speed plan for following the preceding vehicle is generated based on the real-time position and speed of the preceding vehicle. This controls the vehicle to maintain a preset safe distance from the preceding vehicle, ensuring that the vehicle's speed matches the preceding vehicle's speed and avoiding being too close or too far away. Simultaneously, a speed plan based on the virtual stop line is generated based on the position of the virtual stop line. This controls the vehicle to decelerate before reaching the virtual stop line and to avoid crossing the line. By fusing these two speed plans, the final vehicle speed plan can be obtained, enabling the vehicle to simultaneously satisfy the dual constraints of maintaining a preset safe distance from the preceding vehicle and not crossing the virtual stop line. This avoids the safety hazards caused by a single plan and improves the robustness of vehicle control in non-leading vehicle scenarios.

[0037] In this embodiment, please refer to Figure 3 Example scenarios, Figure 3 This diagram illustrates the positional relationships between the vehicle (ego), the preceding vehicle (obj), the turnstile (A represents the permitted passage state, B represents the prohibited passage state), the turnstile baseline (stops), and the virtual stopline (stopline) from the perspective of a BEV in a turnstile scenario. Figure 3 In case (a), the vehicle is not the lead vehicle, the gate is in a no-passing state, the vehicle in front stops at the virtual stop line, and the vehicle maintains a preset safe distance from the vehicle in front and does not cross the virtual stop line. Figure 3In case (b), the vehicle is not the lead vehicle, the gate is in the allowed passage state, the detection frame of the preceding vehicle overlaps with the gate baseline, and the vehicle maintains a preset safe distance from the preceding vehicle without crossing the virtual stop line. This embodiment, by controlling the vehicle to maintain a preset safe distance from the preceding vehicle without crossing the virtual stop line when the vehicle is not the lead vehicle, can balance the passage efficiency of following the preceding vehicle with the safety boundary constraints of the gate scenario. It effectively avoids the risk of rear-end collisions and gate collisions in multi-vehicle queuing scenarios, improves the orderliness and safety of multi-vehicle passage in gate scenarios, ensures the stability and robustness of the vehicle control logic in the non-lead vehicle state, and can adapt to the multi-vehicle queuing needs of different vehicle types and gate scenarios.

[0038] Optionally, in some embodiments, after determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the method further includes: when the vehicle is detected to have switched from a non-lead vehicle to a lead vehicle, controlling the vehicle not to cross the virtual stop line position within a preset time.

[0039] In this optional embodiment, a state-switching vehicle control measure is provided. A buffer mechanism is introduced when the vehicle switches from a non-leading vehicle state to a leading vehicle state to avoid misjudgments caused by abrupt sensor transitions. Specifically, when the vehicle is detected to switch from a non-leading vehicle state to a leading vehicle state, it may correspond to a situation where the preceding vehicle has just completely crossed the gate baseline position and the gate has not yet returned to the prohibited passage state. In this case, the gate will usually return to the prohibited passage state after a certain delay (e.g., lowering the gate or closing the gate 2 seconds after the preceding vehicle has completely passed, and controlling the next vehicle). At this time, if the vehicle control logic of directly using the vehicle as the leading vehicle is adopted, it may lead to the risk of colliding with the gate and being recorded as a violation. Therefore, in order to avoid such safety risks, this embodiment specifically restricts the vehicle from crossing the virtual stop line position within a preset time to give the gate sufficient response time and the vehicle sufficient safety redundancy space. This preset time is a calibrable value (e.g., 2 seconds) set based on factors such as vehicle braking response time, sensor sensing accuracy, and safety redundancy requirements of the turnstile scenario. Specifically, it can be adjusted according to scenario parameters such as vehicle braking performance, turnstile response speed, and scenario speed limits. The goal is to allow the vehicle sufficient time to confirm the stability of the turnstile's state through this preset time delay, avoiding safety risks caused by momentary misjudgments. After the preset time, the vehicle's passage restriction based on the virtual stop line can be lifted, and the lead vehicle control logic can be executed.

[0040] In this optional embodiment, the introduction of this state switching vehicle control measure effectively avoids the safety risks caused by the delay in gate state recovery, ensures driving safety during the state switching process, and the calibrable nature of the preset time also enables it to adapt to the needs of different vehicle types and gate scenarios, thus improving the versatility of the solution.

[0041] Optionally, in some embodiments, the vehicle gate passage control method further includes: controlling the vehicle's acceleration to not exceed a preset acceleration threshold, and controlling the vehicle's speed to not exceed a preset speed threshold when passing through the gate baseline position.

[0042] In this optional embodiment, a fallback speed-limiting control measure is provided to limit the speed of the lead vehicle when passing through the turnstile and its acceleration during the passage process, ensuring smooth and safe passage. The preset acceleration threshold is a calibrable value set based on factors such as vehicle braking response time, passenger comfort requirements, and safety redundancy needs of the turnstile scenario. It aims to ensure smooth vehicle movement during gate passage and avoid passenger discomfort or vehicle loss of control risks due to excessive acceleration. For example, the preset acceleration threshold can be set to no more than 0.5 m / s². 2 This ensures that the acceleration of vehicles approaching the turnstile remains within a safe range, preventing potential collisions due to sudden acceleration. The preset speed threshold is a calibrable value set based on the safe passage speed standards of the turnstile, the braking capability of vehicles in close-range scenarios, the mechanical response time of the turnstile's blocking components, and the prevailing speed limits for the scenario. It aims to limit the vehicle's speed at the turnstile baseline, avoiding the risk of overshooting the barrier or failing to brake in time due to excessive speed. For example, in narrow or short turnstile passages, the preset speed threshold can be set to a lower value, such as 8 km / h, to ensure vehicles pass through the turnstile smoothly at low speeds and can quickly stop even in emergencies, ensuring passage safety. Both the preset acceleration threshold and the preset speed threshold can be adjusted according to scenario parameters such as vehicle type, turnstile type, turnstile size, and scenario speed limits to adapt to different safety requirements and enhance the versatility of the solution.

[0043] In this optional embodiment, the fallback speed limit control measure can effectively avoid the collision risk caused by the loss of speed or acceleration control when the lead vehicle passes through the gate, improve the smoothness and safety of the gate passage process, and the calibrable threshold design can cover various gate scenarios such as parking lots and toll stations, further improving the adaptability of autonomous vehicles in gate scenarios.

[0044] Optionally, in some embodiments, the vehicle gate passage control method further includes: when the distance between the vehicle and the gate baseline position is within a preset anti-collision gate distance range, obtaining the duration for which the gate is in the allowed passage state; when the duration for which the gate is in the allowed passage state does not reach a preset anti-collision gate duration threshold, controlling the vehicle to brake; and when the duration for which the gate is in the allowed passage state reaches the preset anti-collision gate duration threshold, controlling the vehicle to pass through the gate.

[0045] In this optional embodiment, a near-distance anti-collision gate control measure is provided. This measure introduces a dual-condition judgment mechanism based on distance and state stability when a vehicle approaches the gate, to avoid the risk of collision due to instantaneous changes in the gate's state or accidental triggering, thereby ensuring the safety of passage. Specifically, this measure determines whether to execute a start-through command based on a preset anti-collision gate distance range between the vehicle and the gate's baseline position and a preset anti-collision gate duration threshold for the gate's allowed passage state. The preset anti-collision gate distance range is a calibrable value set according to actual engineering requirements such as the safety redundancy space between the vehicle's leading edge and the gate, sensor detection accuracy, and vehicle size. It can be adjusted according to scenario parameters such as vehicle type, gate type, and gate channel size. This distance range is used to define near-distance risk scenarios and trigger the anti-collision logic, ensuring sufficient safety buffer between the vehicle and the gate. For example, when a small vehicle passes through a regular turnstile, the preset anti-collision barrier distance range can be set to less than 1 meter. That is, when the distance between the front edge of the vehicle and the baseline of the turnstile is less than 1 meter, this control logic is triggered to prevent the vehicle from getting too close to the turnstile and causing a collision. The duration for which the turnstile is in the allowed passage state reflects the stability of the turnstile state. If the duration has not reached the preset anti-collision barrier duration threshold, there may be a risk of a sudden change in the turnstile state, and it is necessary to keep the vehicle stopped. When the duration reaches the threshold, the turnstile state is usually stable, and the starting command can be safely executed. The preset anti-collision barrier duration threshold can be set according to the mechanical action response time of the turnstile interception component, the sensor response delay, and the scene safety redundancy requirements to ensure that the turnstile state is stable before starting, avoiding collisions caused by momentary misjudgment. For example, in a typical mechanical turnstile scenario, the preset anti-rush gate duration threshold can be set to 1 second. That is, when the turnstile is in the allowed passage state for a duration of 1 second, the state is determined to be stable, and the vehicle is controlled to execute the start-up gate passage command; if it does not reach 1 second, it remains in a stopped state to avoid the risk caused by temporary false triggering of the turnstile.

[0046] In this optional embodiment, the near-field anti-collision gate control measure specifically controls the vehicle to remain stopped when the distance between the vehicle and the gate baseline is less than a preset anti-collision gate distance range and the gate's allowed passage duration has not reached a preset anti-collision gate duration threshold. Conversely, when the duration reaches the preset anti-collision gate duration threshold, the vehicle executes a start-through command. This method effectively avoids collision risks caused by instantaneous gate status changes or temporary sensor misjudgments, ensuring vehicle passage safety in near-field scenarios. Furthermore, the calibrable threshold design allows it to adapt to different vehicle types, gate types, and scenario requirements, improving the solution's versatility and robustness.

[0047] The above-described embodiments and optional embodiments of this application determine the status of the lead vehicle based on the spatial relationship between the gate baseline position and the detection frame of the preceding vehicle. This clarifies the queuing priority of the vehicle in the gate scenario, avoids misjudgments caused by ambiguous status, and provides a precise basis for differentiated vehicle control. By controlling passage or braking to the virtual stop line according to the gate status in the lead vehicle scenario, the system can accurately respond to gate interaction needs and ensure safe passage in the lead vehicle scenario. By controlling the vehicle in non-lead vehicle scenarios by maintaining a safe distance from the preceding vehicle and not crossing the virtual stop line, the system can balance the passage efficiency and safety boundaries in multi-vehicle queuing scenarios, effectively avoiding rear-end collisions. Collision risk to turnstiles; by controlling vehicles to avoid crossing the virtual stop line during the buffer period when the state changes, the risk of misjudging the state of the lead vehicle caused by temporary sensor obstruction or perception jumps can be avoided, thus improving driving safety during the state transition process; by limiting the speed of the lead vehicle when passing through the gate and limiting the acceleration during the gate passage, the risk of vehicles passing through the gate smoothly can be ensured, avoiding the risk of crashing due to loss of speed or acceleration control can be avoided; by using anti-crashing gate control that allows passage for a preset time before starting when the gate is close to the ground, the risk of crashing due to instantaneous changes or accidental triggering of the gate state can be avoided, ensuring passage safety in close-range scenarios. The implementation of this vehicle gate control method, through multi-dimensional and all-scenario vehicle control strategy coordination, can cover all gate scenarios such as lead vehicle, non-lead vehicle, state switching, and close proximity. It effectively solves the problems of unclear vehicle control logic and insufficient security in existing technologies, realizes safe and efficient passage of vehicles in gate scenarios, improves the reliability and robustness of autonomous vehicles in gate scenarios, and the calibrable parameter design makes the method of this embodiment adaptable to various gate scenarios such as parking lots and toll stations, enhancing the versatility and engineering practicality of the solution.

[0048] To perform the corresponding steps in the above method embodiments and various possible implementations, an implementation method for a vehicle gate control device is provided below. Please refer to... Figure 4 , Figure 4 This is a schematic diagram of one embodiment of the vehicle gate control device 40 according to the present invention. In this embodiment, the vehicle gate control device 40 includes: Decision module 41 is used to determine whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame; The first control module 42 is used to control the vehicle to pass through the gate when the vehicle is the lead vehicle and the gate is detected to be in the allowed passage state, and to control the vehicle to stop to the virtual stop line position when the gate is detected to be in the prohibited passage state; the virtual stop line position is located at a preset distance offset from the gate baseline position to the vehicle side; The second control module 43 is used to control the distance between the self-vehicle and the vehicle in front to remain within a preset safe distance range when the self-vehicle is not the lead vehicle, and to control the self-vehicle not to cross the virtual stop line position.

[0049] Optionally, in some embodiments, the vehicle gate control device further includes: a sensing module for acquiring the gate baseline position, the position of the front vehicle detection frame, and the gate status, the gate status including a permitted passage state and a prohibited passage state.

[0050] Optionally, in some embodiments, the decision module 41 is further configured to: determine whether the position of the front vehicle detection frame completely crosses the gate baseline position based on the gate baseline position and the position of the front vehicle detection frame; if the position of the front vehicle detection frame completely crosses the gate baseline position, then determine that the vehicle is the lead vehicle; if the position of the front vehicle detection frame does not completely cross the gate baseline position, then determine that the vehicle is not the lead vehicle.

[0051] Optionally, in some embodiments, the decision module 41 is further configured to: determine whether the position of the preceding vehicle detection frame is detected; if the position of the preceding vehicle detection frame is not detected, then directly determine that the vehicle is the leading vehicle.

[0052] Optionally, in some embodiments, the decision module 41 is further configured to: detect whether the vehicle has switched from a non-lead vehicle to a lead vehicle; the first control module 42 is further configured to: when the vehicle is detected to have switched from a non-lead vehicle to a lead vehicle, control the vehicle not to cross the virtual stop line position within a preset time.

[0053] Optionally, in some embodiments, the first control module 42 is further configured to: control the acceleration of the vehicle to not exceed a preset acceleration threshold, and control the speed of the vehicle to not exceed a preset speed threshold when passing through the gate baseline position.

[0054] Optionally, in some embodiments, the first control module 42 is further configured to: obtain the duration of the gate being in the allowed passage state when the distance between the vehicle and the gate baseline position is within the preset anti-collision gate distance range; control the vehicle to stop when the duration of the gate being in the allowed passage state has not reached the preset anti-collision gate duration threshold; and control the vehicle to pass through the gate when the duration of the gate being in the allowed passage state has reached the preset anti-collision gate duration threshold.

[0055] In this embodiment, the vehicle gate control device 40 can specifically be a software system unit deployed in the path planning controller of an intelligent driving vehicle, or a hardware unit such as an on-board intelligent driving domain controller or an embedded real-time computing unit. This application does not impose specific limitations on this, as long as it can execute this application. Figures 1 to 3The steps of the described vehicle gate control method and the device for controlling the vehicle passage process are all within the protection scope of this application. The first control module 41 and the second control module 42 in this device can be deployed in different hardware or software system modules, each executing corresponding control logic, or they can be integrated in the same hardware or software system module, implementing different control functions through internal logic division. This application does not specifically limit this, as long as the corresponding control steps in the vehicle gate control method described in this application can be implemented through the corresponding system module. Since the embodiments of the device 40 correspond to the embodiments of the above method, the description of the vehicle gate control device 40 provided by this invention should refer to the above method embodiments. This invention embodiment will not be repeated here, as it has the same beneficial effects as the above vehicle gate control method.

[0056] See Figure 5 , Figure 5 This is a schematic diagram of an embodiment of the storage medium provided in this application.

[0057] The storage medium 50 stores program data 51, which, when executed by the processor, implements, as follows: Figures 1 to 3 The described vehicle gate control method.

[0058] The program data 51 is stored in a storage medium 50 and includes several instructions for causing a network device (such as a router, personal computer, or server) or processor to execute all or part of the steps of the methods described in the various embodiments of this application.

[0059] Optionally, the storage medium 50 can be any medium capable of storing program data 51, such as a USB flash drive, portable hard drive, read-only memory (ROM), random access memory (RAM), disk, or optical disc.

[0060] See Figure 6 , Figure 6 This is a schematic diagram of the structure of an embodiment of the vehicle-mounted device provided in this application.

[0061] The on-board device 60 includes a processor 62 and a memory 61 connected to each other. The memory 61 stores a computer program, and when the processor 62 executes the computer program, it implements, for example, Figures 1 to 3 The described vehicle gate control method. The memory 61 may include storage medium 50, or it may be another separately developed memory.

[0062] See Figure 7 , Figure 7 This is a structural schematic diagram of an embodiment of the vehicle provided in this application.

[0063] The vehicle 70 includes, for example Figure 4The described vehicle gate control device 40, such as Figure 5 The described storage medium 50 and such Figure 6 At least one of the described vehicle-mounted devices 60, Figure 7 The example provided is a vehicle including on-board equipment 60. The vehicle 70 can be a gasoline vehicle, an electric vehicle, or a hybrid vehicle, and can be a small car, a compact car, a mid-to-large car, or a large car. This application does not impose specific restrictions on the power type, size, or model of the vehicle, as long as the vehicle 70 can achieve vehicle gate control using the vehicle gate control device 40, storage medium 50, or on-board equipment 60 as described above, it falls within the scope of protection covered by this application.

[0064] Unlike existing technologies, this application discloses a vehicle gate control method, device, storage medium, on-board equipment, and vehicle. By defining the gate baseline as the reference position for vehicle control decisions and setting a virtual stop line on the vehicle side from the gate baseline as a safe braking boundary, the vehicle control reference and safety boundary in the gate scenario are clearly defined. Based on the spatial relationship between the gate baseline and the vehicle in front, it can accurately determine whether the vehicle is the lead vehicle, providing a clear basis for differentiated vehicle control strategies and avoiding the risk of misjudgment caused by the ambiguous distinction between lead and non-lead vehicle states in existing technologies. Specifically, when the vehicle is the lead vehicle, it is controlled to pass or brake to the virtual stop line according to the gate state, ensuring both smooth passage when passage is permitted and a safe distance from the gate when passage is prohibited. When the vehicle is not the lead vehicle, the dual constraints of maintaining a safe distance from the vehicle in front and not crossing the virtual stop line balance the efficiency and safety boundary of gate passage in multi-vehicle queuing situations. This solution effectively addresses issues such as unclear vehicle control logic, insufficient traffic safety, and low efficiency in existing technologies. It significantly improves the logical structure of vehicle control logic and the reliability of gate passage strategies for intelligent driving vehicles in gate scenarios, avoids safety hazards caused by misjudgments, and effectively ensures the safety and smoothness of vehicle passage through gates. This is conducive to promoting the application of intelligent driving vehicles in gate scenarios.

[0065] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments, storage medium embodiments, vehicle-mounted device embodiments, and vehicle embodiments are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0066] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle gate control method, characterized in that, include: Based on the gate baseline position and the position of the preceding vehicle detection frame, determine whether the vehicle is the lead vehicle; If the vehicle is the lead vehicle, it will be controlled to pass through the gate when the gate is detected to be in the allowed passage state, and will be controlled to stop at the virtual stop line position when the gate is detected to be in the prohibited passage state; the virtual stop line position is located at a preset distance offset from the gate baseline position to the vehicle side; If the vehicle is not the lead vehicle, the distance between the vehicle and the vehicle in front is controlled to remain within a preset safe distance range, and the vehicle is controlled not to cross the virtual stop line position.

2. The vehicle gate control method according to claim 1, characterized in that, The determination of whether a vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame includes: Based on the gate baseline position and the front vehicle detection frame position, determine whether the front vehicle detection frame position completely crosses the gate baseline position; If the position of the front vehicle detection frame completely crosses the position of the gate baseline, then the vehicle is determined to be the lead vehicle; If the position of the front vehicle detection frame does not completely cross the gate baseline position, the vehicle is determined to be a non-lead vehicle.

3. The vehicle gate control method according to claim 1 or 2, characterized in that, Before determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the method further includes: Determine whether the position of the forward vehicle detection frame has been detected; If the position of the preceding vehicle detection frame is not detected, the vehicle itself is directly identified as the lead vehicle.

4. The vehicle gate control method according to claim 1, characterized in that, After determining whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame, the process further includes: When the vehicle is detected to switch from a non-lead vehicle to a lead vehicle, the vehicle is controlled not to cross the virtual stop line position within a preset time.

5. The vehicle gate control method according to claim 1, characterized in that, The vehicle gate passage control method also includes: The vehicle's acceleration is controlled to not exceed a preset acceleration threshold, and the vehicle's speed is controlled to not exceed a preset speed threshold when it passes through the gate baseline position.

6. The vehicle gate control method according to claim 1, characterized in that, The vehicle gate passage control method also includes: When the distance between the vehicle and the baseline position of the gate is within the preset anti-collision gate distance range, the duration for which the gate is in the allowed passage state is obtained; If the time the gate is in the allowed passage state does not reach the preset anti-rush gate time threshold, the automatic vehicle will be stopped. When the time the gate is in the allowed passage state reaches the preset anti-ramming gate time threshold, the vehicle is controlled to pass through the gate.

7. A vehicle gate control device, characterized in that, include: The decision module is used to determine whether the vehicle is the lead vehicle based on the gate baseline position and the position of the preceding vehicle detection frame; The first control module is used to control the vehicle to pass through the gate when the vehicle is the lead vehicle and the gate is detected to be in the state of allowing passage, and to control the vehicle to stop to the virtual stop line position when the gate is detected to be in the state of prohibiting passage. The virtual stop line is located at a preset distance offset from the vehicle side from the baseline position of the gate; The second control module is used to maintain the distance between the self-vehicle and the vehicle in front within a preset safe distance range when the self-vehicle is not the lead vehicle, and to prevent the self-vehicle from crossing the virtual stop line position.

8. A storage medium storing program data thereon, characterized in that, When the program data is executed by the processor, it implements the steps of the vehicle gate control method as described in any one of claims 1 to 6.

9. A vehicle-mounted device, characterized in that, It includes an interconnected processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the steps of the vehicle gate control method as described in any one of claims 1 to 6.

10. A vehicle, characterized in that, The vehicle includes at least one of the vehicle gate control device as described in claim 7, the storage medium as described in claim 8, and the on-board equipment as described in claim 9.

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