Narrow road scene vehicle control method and system based on PTP function

Abstract

The invention discloses a narrow road scene vehicle control method and system based on a PTP function, and the method comprises the steps: collecting environment parameters which comprise a path gradient, a road width and an obstacle type, inputting the path gradient and the road width into a pre-established path curvature obtaining model, outputting the path curvature, and obtaining a path curve; inputting the path gradient and the path curvature into a pre-established target vehicle speed acquisition model, outputting a target vehicle speed, acquiring a safe distance according to the path gradient, the road width, the target vehicle speed and the obstacle type, if the obstacle distance is smaller than or equal to the safe distance, triggering a vehicle speed reduction control instruction, and if the obstacle distance is larger than the safe distance, executing the vehicle speed reduction control instruction. And if yes, triggering a vehicle driving control instruction. According to the combined influence of the path gradient, the path curvature and the target vehicle speed, the problems of poor path adaptability, safety distance staticization and insufficient multi-parameter collaboration of the vehicle in a narrow road gradient composite scene are solved, and the safety, stability and driving experience from the parking space to the parking space function are improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, specifically to a vehicle control method and system for narrow road scenarios based on PTP (Power Pulse Control) function. Background Technology

[0002] Park-to-park functionality, a core high-frequency scenario for intelligent driving, requires fully automated driving from the starting parking space to the target parking space, covering key aspects such as exiting the parking space, navigating the route, and entering the parking space. In complex scenarios involving narrow roads and slopes, existing technologies have the following shortcomings: 1. Poor adaptability of path planning to the environment: Most existing path planning algorithms use a fixed curvature model and do not combine dynamic adjustment of slope, which leads to the vehicle speed being too fast when going downhill and making it easy to roll back, and insufficient turning space when going uphill and making it easy to scrape the curb. 2. Static calculation of safe distance: In narrow road scenarios, safe distances are set only based on fixed vehicle speed or obstacle type, without considering the impact of slope on vehicle braking distance and steering agility, which poses a collision risk; 3. Insufficient coordination of multiple parameters: The lack of a linkage mechanism between slope, path curvature, and vehicle speed results in abrupt transitions between vehicle speed and steering during driving, leading to a poor driving experience and insufficient safety. Summary of the Invention

[0003] To address the problems existing in the prior art, this invention provides a vehicle control method and system for narrow road scenarios based on PTP (Parking-to-Parking) function. By combining the effects of path slope, path curvature, and target vehicle speed, it solves the problems of poor path adaptability, static safety distance, and insufficient multi-parameter coordination of vehicles in narrow road slope scenarios, thereby improving the safety, stability, and driving experience of parking-to-parking (PTP) functions.

[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0005] According to a first aspect of this application, a vehicle control method for narrow road scenarios based on PTP (Power Point Response) function is provided, comprising: Collect environmental parameters, including path slope, road width, and obstacle type; The path slope and the road width are input into a pre-established path curvature acquisition model, and the path curvature is output. The path slope and the path curvature are input into a pre-established target vehicle speed acquisition model, and the target vehicle speed is output. The safe distance is obtained based on the path slope, the road width, the target vehicle speed, and the obstacle type. If the distance to the obstacle is less than or equal to the safe distance, a vehicle deceleration control command is triggered; if the distance to the obstacle is greater than the safe distance, a vehicle driving control command is triggered.

[0006] In some embodiments of this application, according to the foregoing scheme, the method for establishing the path curvature acquisition model is as follows: The basic curvature threshold is obtained based on the safety factor and the road width; Obtain the slope correction coefficient based on the path slope; A path curvature acquisition model is established based on the product of the basic curvature threshold and the slope correction coefficient.

[0007] In some embodiments of this application, according to the foregoing scheme, obtaining the slope correction coefficient based on the path slope includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by adding the product of the initial slope correction coefficient, the first predetermined coefficient, and the path slope; if the path slope is greater than the slope threshold, the second predetermined coefficient is obtained as the slope correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by subtracting the product of the third predetermined coefficient and the absolute value of the path slope from the initial slope correction coefficient; if the absolute value of the path slope is greater than the slope threshold, the slope correction coefficient is obtained by using the fourth predetermined coefficient. If the slope type is flat, then the initial slope correction factor is used as the slope correction factor.

[0008] In some embodiments of this application, according to the foregoing scheme, the method for establishing the target vehicle speed acquisition model is as follows: The slope-curvature joint correction coefficient is obtained based on the path slope and the path curvature; Obtain the basic vehicle speed on narrow and flat roads, and establish a target vehicle speed acquisition model based on the product of the basic vehicle speed on narrow and flat roads and the slope-curvature joint correction coefficient.

[0009] In some embodiments of this application, according to the foregoing scheme, obtaining the slope-curvature joint correction coefficient based on the path slope and the path curvature includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the product of the fifth predetermined coefficient and the path slope is subtracted from the initial slope-curvature joint correction coefficient, and the product of the sixth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. If the path slope is greater than the slope threshold, the product of the seventh predetermined coefficient and the eighth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the initial slope-curvature joint correction coefficient is subtracted from the product of the ninth predetermined coefficient and the absolute value of the path slope, and the product of the tenth predetermined coefficient and the path curvature is subtracted to obtain the slope-curvature joint correction coefficient. If the absolute value of the path slope is greater than the slope threshold, the eleventh predetermined coefficient is subtracted from the product of the twelfth predetermined coefficient and the path curvature to obtain the slope-curvature joint correction coefficient. When the slope type is flat, the slope correction coefficient is obtained by subtracting the product of the thirteenth predetermined coefficient and the path curvature from the initial slope-curvature joint correction coefficient.

[0010] In some embodiments of this application, according to the foregoing scheme, obtaining the safe distance based on the path gradient, the target vehicle speed, and the obstacle type includes: Determine the basic safety distance based on the type of obstacle and the road width; Obtain the braking response time and the slope braking correction coefficient, and use the product of the braking response time, the slope braking correction coefficient, and the target vehicle speed as the slope correction distance; Collect the obstacle's moving speed and prediction time, and use the product of the obstacle's moving speed and prediction time as the dynamic obstacle correction distance; The sum of the basic safety distance, the slope correction distance, and the dynamic obstacle correction distance is taken as the safety distance.

[0011] In some embodiments of this application, according to the foregoing scheme, the method for obtaining the slope braking correction coefficient is as follows: Determine the slope type based on the path slope; When the slope type is uphill, the product of the initial slope braking correction factor, the fourteenth predetermined factor, and the slope of the path is used as the slope braking correction factor. When the slope type is downhill, the slope braking correction factor is the product of the initial slope braking correction factor, the fifteenth predetermined factor, and the absolute value of the path slope. When the slope type is flat, the initial slope braking correction factor is used as the slope braking correction factor.

[0012] According to a second aspect of this application, a vehicle control system for narrow-road scenarios based on PTP (Power Point Response) function is provided, comprising: The data acquisition module is used to collect environmental parameters, including path slope, road width, and obstacle type. The first acquisition module is used to input the path slope and the road width into a pre-established path curvature acquisition model and output the path curvature. The second acquisition module is used to input the path slope and the path curvature into a pre-established target vehicle speed acquisition model and output the target vehicle speed. The third acquisition module is used to acquire a safe distance based on the path slope, the road width, the target vehicle speed, and the obstacle type. The trigger module is used to trigger a vehicle speed reduction control command if the distance to the obstacle is less than or equal to the safe distance, and to trigger a vehicle driving control command if the distance to the obstacle is greater than the safe distance.

[0013] According to a third aspect of this application, a computer-readable storage medium is provided that stores a computer program thereon, the computer program including executable instructions that, when executed by a processor, implement the method described above.

[0014] According to a fourth aspect of this application, an electronic device is provided, comprising: One or more processors; A memory for storing executable instructions of the processor, which, when executed by the one or more processors, cause the one or more processors to implement the method described above.

[0015] The beneficial effects of this application are as follows: (1) The vehicle control method and system based on PTP function provided in this application establishes a linkage model of path curvature acquisition model and target vehicle speed acquisition model according to the combined influence of path slope, path curvature and target vehicle speed, obtains the safety distance, and triggers vehicle deceleration control command or vehicle driving control command according to the safety distance, so that the vehicle speed fluctuation is reduced when going downhill and the risk of steering collision is reduced when going uphill. Moreover, the dynamic safety distance calculation reduces the collision risk by more than 90%, which meets the SOTIF safety requirements.

[0016] (2) The vehicle control method and system based on PTP function provided in this application have enhanced adaptability: it can cover narrow road slope scenarios with a slope range of -20° to 20° and a road width of 2.5m to 4.5m, and its adaptability is greatly improved compared with the prior art.

[0017] (3) The vehicle control method and system based on PTP function provided in this application optimizes the driving experience: the path curvature and vehicle speed are smoothly connected, there is no abrupt steering or sudden acceleration / deceleration, and the time spent parking / driving out is shortened.

[0018] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and are intended to explain the invention, but do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram of a vehicle control method for narrow road scenarios based on PTP function according to the present invention; Figure 2 This is a schematic diagram of a vehicle control system for narrow road scenarios based on PTP function according to the present invention; Figure 3 This is a schematic diagram of an electronic device according to the present invention. Detailed Implementation

[0020] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0021] It should be understood that the terms "comprising" and other similar expressions in the specification, claims, and accompanying drawings of this invention are intended to cover a non-exclusive inclusion, such as a process, method, system, or apparatus that includes a series of steps or units and is not limited to the listed steps or units. Furthermore, "first" and "second" are used to distinguish different objects and are not intended to describe a specific order.

[0022] According to the first aspect of this application, Figure 1 As shown, this embodiment provides a vehicle control method for narrow road scenarios based on PTP functionality, including: Step S101: Collect environmental parameters, including path slope, road width and obstacle type.

[0023] In some embodiments of this example, a vehicle-mounted slope sensor is used to collect the path slope, and a lidar and a high-definition camera are used to obtain the road width and obstacle type. The obstacle type is a static obstacle or a dynamic obstacle. Static obstacles include curbs, stone blocks, etc., which are not limited in this example; dynamic obstacles include pedestrians, non-motorized vehicles, vehicles, etc., which are not limited in this example.

[0024] In some specific embodiments, the vehicle-mounted slope sensor has an accuracy of ±0.1°, collects real-time slope data in degrees (°), has a sampling frequency of 10Hz, and an accuracy of ±0.1°, distinguishing between uphill and downhill slopes. ),downhill( ), flat road ( ).

[0025] The lidar has a detection range of 0.1m to 200m and an angular resolution of 0.1°. The high-definition camera has a frame rate of 30fps. When the road width is less than or equal to the narrow road determination threshold, i.e. The road was determined to be a narrow road.

[0026] Step S102: Input the path slope and the road width into the pre-established path curvature acquisition model and output the path curvature.

[0027] In some embodiments of this example, the method for establishing the path curvature acquisition model is as follows: The basic curvature threshold is obtained based on the safety factor and the road width; Obtain the slope correction coefficient based on the path slope; A path curvature acquisition model is established based on the product of the basic curvature threshold and the slope correction coefficient.

[0028] Specifically, the expression for the path curvature acquisition model is:

[0029] in, For path curvature, Based on the basic curvature threshold, This is the slope correction factor.

[0030] In some embodiments of this example, the basic curvature threshold is obtained based on the safety factor and the road width, and the calculation formula is as follows:

[0031] in, For safety factors (value range 1.2~1.5), The width of the road is the minimum. The narrower the road, the smaller the basic curvature threshold (the smoother the steering).

[0032] In some embodiments of this example, obtaining the slope correction coefficient based on the path slope includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by adding the product of the initial slope correction coefficient, the first predetermined coefficient, and the path slope; if the path slope is greater than the slope threshold, the second predetermined coefficient is obtained as the slope correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by subtracting the product of the third predetermined coefficient and the absolute value of the path slope from the initial slope correction coefficient; if the absolute value of the path slope is greater than the slope threshold, the slope correction coefficient is obtained by using the fourth predetermined coefficient. If the slope type is flat, then the initial slope correction factor is used as the slope correction factor.

[0033] Specifically, in the case of an uphill slope ( The formula for calculating the slope correction factor is:

[0034] in, This is the slope correction factor. This is the initial slope correction factor. As the first predetermined coefficient, This is the second predetermined coefficient.

[0035] When the slope type is uphill ( The formula for calculating the slope correction factor is:

[0036] in, This is the slope correction factor. This is the initial slope correction factor. As the third predetermined coefficient, This is the fourth predetermined coefficient.

[0037] When the slope type is flat ( The formula for calculating the slope correction factor is: .

[0038] In some specific implementations, when (Uphill) ( ); ( Increase the curvature of the path to allow for more turning space; when (Downhill) ( ); ( (This reduces the curvature of the path and prevents oversteering from causing a rollover.) when (On a flat road) Maintain the basic curvature threshold.

[0039] Step S103: Input the path slope and the path curvature into the pre-established target vehicle speed acquisition model, and output the target vehicle speed.

[0040] In some embodiments of this example, the method for establishing the target vehicle speed acquisition model is as follows: The slope-curvature joint correction coefficient is obtained based on the path slope and the path curvature; Obtain the basic vehicle speed on narrow and flat roads, and establish a target vehicle speed acquisition model based on the product of the basic vehicle speed on narrow and flat roads and the slope-curvature joint correction coefficient.

[0041] Specifically, the expression for the target vehicle speed acquisition model is:

[0042] in, For the target vehicle speed, The base speed for narrow and flat roads (values ​​are 3~5 km / h). This is the combined slope-curvature correction coefficient.

[0043] In some embodiments of this example, obtaining the slope-curvature joint correction coefficient based on the path slope and the path curvature includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the product of the fifth predetermined coefficient and the path slope is subtracted from the initial slope-curvature joint correction coefficient, and the product of the sixth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. If the path slope is greater than the slope threshold, the product of the seventh predetermined coefficient and the eighth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the initial slope-curvature joint correction coefficient is subtracted from the product of the ninth predetermined coefficient and the absolute value of the path slope, and the product of the tenth predetermined coefficient and the path curvature is subtracted to obtain the slope-curvature joint correction coefficient. If the absolute value of the path slope is greater than the slope threshold, the eleventh predetermined coefficient is subtracted from the product of the twelfth predetermined coefficient and the path curvature to obtain the slope-curvature joint correction coefficient. When the slope type is flat, the slope correction coefficient is obtained by subtracting the product of the thirteenth predetermined coefficient and the path curvature from the initial slope-curvature joint correction coefficient.

[0044] Specifically, in the case of an uphill slope ( The formula for calculating the slope-curvature joint correction coefficient is as follows:

[0045] When the slope type is flat ( )

[0046] When the slope type is flat ( ) .

[0047] In some specific implementations, when (Uphill) ( ); ( The greater the slope and curvature of the path, the lower the target vehicle speed. when (Downhill) ( ); ( ), to avoid the target vehicle speed being too high; when (On a flat road) The greater the path curvature, the lower the target vehicle speed.

[0048] Step S104: Obtain a safe distance based on the path slope, the road width, the target vehicle speed, and the obstacle type.

[0049] In some embodiments of this example, obtaining the safe distance based on the path gradient, the target vehicle speed, and the obstacle type includes: Determine the basic safety distance based on the type of obstacle and the road width; Obtain the braking response time and the slope braking correction coefficient, and use the product of the braking response time, the slope braking correction coefficient, and the target vehicle speed as the slope correction distance; Collect the obstacle's moving speed and prediction time, and use the product of the obstacle's moving speed and prediction time as the dynamic obstacle correction distance; The sum of the basic safety distance, the slope correction distance, and the dynamic obstacle correction distance is taken as the safety distance.

[0050] Specifically, based on the type of obstacle and the road width Determine the basic safety distance Static obstacles Dynamic obstacles , Narrower The larger the value, the better.

[0051] The formula for calculating the slope correction distance is:

[0052] in, For slope correction distance, For braking response time, This is the slope braking correction factor.

[0053] The formula for calculating the dynamic obstacle correction distance is:

[0054] in, Correcting distance for dynamic obstacles The speed at which the obstacle moves. The prediction time (range 1~1.5s) is calculated if the obstacle moves in the direction the vehicle is traveling. Take a positive value; if it deviates from the direction of travel, Take negative values ​​(maximum absolute value not exceeding 0.5m).

[0055] In some specific implementations, when the calculated safe distance At that time, D is forcibly set to 0.2m (minimum safety threshold); when the calculated safety distance is... At that time, take (To avoid excessive deceleration affecting efficiency). In some embodiments of this example, the method for obtaining the slope braking correction coefficient is as follows: Determine the slope type based on the path slope; When the slope type is uphill, the product of the initial slope braking correction factor, the fourteenth predetermined factor, and the slope of the path is used as the slope braking correction factor. When the slope type is downhill, the slope braking correction factor is the product of the initial slope braking correction factor, the fifteenth predetermined factor, and the absolute value of the path slope. When the slope type is flat, the initial slope braking correction factor is used as the slope braking correction factor.

[0056] Thus, based on the combined effects of path slope, path curvature, and target vehicle speed, a linkage model is established between the path curvature acquisition model and the target vehicle speed acquisition model to obtain the safe distance. Based on the safe distance, a vehicle deceleration control command or a vehicle driving control command is triggered, which reduces vehicle speed fluctuations when going downhill and reduces the risk of steering collisions when going uphill. Moreover, the dynamic safe distance calculation reduces the collision risk by more than 90%, meeting the SOTIF safety requirements.

[0057] Specifically, the formula for calculating the slope braking correction factor is as follows:

[0058] In some specific implementations, the slope braking correction factor is:

[0059] Step S104: If the distance to the obstacle is less than or equal to the safe distance, a vehicle deceleration control command is triggered; if the distance to the obstacle is greater than the safe distance, a vehicle driving control command is triggered.

[0060] In some embodiments of this example, if the distance to the obstacle is less than a preset distance threshold, a vehicle deceleration control command is triggered. This command can be either a vehicle deceleration command or a vehicle stop command. If the distance to the obstacle is greater than or equal to the preset distance threshold, a vehicle driving control command is triggered. Specifically, this command is obtained based on the path curvature, target speed, and safe distance. The driving control command includes steering angle, throttle, and braking control commands. The controller is an on-board domain controller (with a computing power ≥ 200 TOPS), supporting real-time data processing and algorithm calculations. The actuators are an electric power steering system, an electro-hydraulic braking system, and an electronic throttle, ensuring that the vehicle travels along the planned path and that the distance to the obstacle is not less than the safe distance. .

[0061] In one specific embodiment, a scenario of a narrow downhill path in an underground parking garage ( , (The dynamic obstacle is a pedestrian), this embodiment provides a vehicle control method for narrow road scenarios based on PTP function. Environmental parameter acquisition: Data collected by vehicle-mounted slope sensor LiDAR identification (Narrow road), initial pedestrian distance pedestrian movement speed (Towards the vehicle) Basic curvature threshold ; Slope correction factor Path curvature ; Base speed Slope-curvature joint correction coefficient Target speed ; Safety distance calculation: Basic safety distance ; Slope correction distance ; Dynamic obstacle correction distance safe distance ; Execution control: Controller outputs steering angle (based on path curvature) ), Accelerator (maintain target speed) It monitors pedestrian distance in real time and triggers deceleration when the distance is less than 1.987m to ensure safe passage.

[0062] According to the second aspect of this application, such as Figure 2 As shown, this embodiment provides a vehicle control system for narrow road scenarios based on PTP functionality, including: The data acquisition module is used to collect environmental parameters, including path slope, road width, and obstacle type. The first acquisition module is used to input the path slope and the road width into a pre-established path curvature acquisition model and output the path curvature. The second acquisition module is used to input the path slope and the path curvature into a pre-established target vehicle speed acquisition model and output the target vehicle speed. The third acquisition module is used to acquire a safe distance based on the path slope, the road width, the target vehicle speed, and the obstacle type. The trigger module is used to trigger a vehicle speed reduction control command if the distance to the obstacle is less than or equal to the safe distance, and to trigger a vehicle driving control command if the distance to the obstacle is greater than the safe distance.

[0063] Specifically, this embodiment corresponds one-to-one with the above method embodiments. The functions of each module have been described in detail in the corresponding method embodiments, so they will not be repeated here.

[0064] According to a third aspect of this application, this embodiment provides a computer-readable storage medium having a computer program stored thereon, the computer program including executable instructions that, when executed by a processor, implement the method described above.

[0065] The present invention can implement all or part of the processes in the above methods, or it can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or system capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0066] According to the fourth aspect of this application, such as Figure 3 As shown, an electronic device is provided, comprising: One or more processors; Memory is used to store executable instructions for the processor, which, when executed by one or more processors, cause one or more processors to implement the methods described above.

[0067] Electronic devices are manifested in the form of general-purpose computing devices. Components of an electronic device may include, but are not limited to: at least one processor, at least one memory, and a bus connecting different system components (including memory and processor).

[0068] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of a computer system, connecting all parts of the computer system through various interfaces and lines.

[0069] Memory can be used to store computer programs and / or modules. The processor implements various functions of the computer system by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can mainly include a program storage area and a data storage area. The program storage area can store the operating system and at least one application program required for a function (e.g., sound playback, image playback, etc.); the data storage area can store data created based on the use of the mobile phone (e.g., audio data, video data, etc.). Furthermore, memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, SmartMedia Cards (SMC), Secure Digital (SD) cards, Flash Cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0070] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, servers, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and memory) containing computer-usable program code.

[0071] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A system that specifies functions in one or more boxes.

[0072] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including an instruction set implemented in a process. Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0073] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0074] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0075] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0076] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle control method for narrow road scenarios based on PTP function, characterized in that, include: Collect environmental parameters, including path slope, road width, and obstacle type; The path slope and the road width are input into a pre-established path curvature acquisition model, and the path curvature is output. The path slope and the path curvature are input into a pre-established target vehicle speed acquisition model, and the target vehicle speed is output. The safe distance is obtained based on the path slope, the road width, the target vehicle speed, and the obstacle type; If the distance to the obstacle is less than or equal to the safe distance, a vehicle deceleration control command is triggered; if the distance to the obstacle is greater than the safe distance, a vehicle driving control command is triggered.

2. The method according to claim 1, characterized in that, The method for establishing the path curvature acquisition model is as follows: The basic curvature threshold is obtained based on the safety factor and the road width; Obtain the slope correction coefficient based on the path slope; A path curvature acquisition model is established based on the product of the basic curvature threshold and the slope correction coefficient.

3. The method according to claim 2, characterized in that, The step of obtaining the slope correction coefficient based on the path slope includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by adding the product of the initial slope correction coefficient, the first predetermined coefficient, and the path slope; if the path slope is greater than the slope threshold, the second predetermined coefficient is obtained as the slope correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the slope correction coefficient is obtained by subtracting the product of the third predetermined coefficient and the absolute value of the path slope from the initial slope correction coefficient; if the absolute value of the path slope is greater than the slope threshold, the slope correction coefficient is obtained by using the fourth predetermined coefficient. If the slope type is flat, then the initial slope correction factor is used as the slope correction factor.

4. The method according to claim 1, characterized in that, The method for establishing the target vehicle speed acquisition model is as follows: The slope-curvature joint correction coefficient is obtained based on the path slope and the path curvature; Obtain the basic vehicle speed on narrow and flat roads, and establish a target vehicle speed acquisition model based on the product of the basic vehicle speed on narrow and flat roads and the slope-curvature joint correction coefficient.

5. The method according to claim 1, characterized in that, The step of obtaining the slope-curvature joint correction coefficient based on the path slope and the path curvature includes: Determine the slope type based on the path slope; When the slope type is uphill, if the path slope is less than or equal to the slope threshold, the product of the fifth predetermined coefficient and the path slope is subtracted from the initial slope-curvature joint correction coefficient, and the product of the sixth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. If the path slope is greater than the slope threshold, the product of the seventh predetermined coefficient and the eighth predetermined coefficient and the path curvature is subtracted from the result to obtain the slope-curvature joint correction coefficient. When the slope type is downhill, if the absolute value of the path slope is less than or equal to the slope threshold, the initial slope-curvature joint correction coefficient is subtracted from the product of the ninth predetermined coefficient and the absolute value of the path slope, and the product of the tenth predetermined coefficient and the path curvature is subtracted to obtain the slope-curvature joint correction coefficient. If the absolute value of the path slope is greater than the slope threshold, the eleventh predetermined coefficient is subtracted from the product of the twelfth predetermined coefficient and the path curvature to obtain the slope-curvature joint correction coefficient. When the slope type is flat, the slope correction coefficient is obtained by subtracting the product of the thirteenth predetermined coefficient and the path curvature from the initial slope-curvature joint correction coefficient.

6. The method according to claim 1, characterized in that, The step of obtaining a safe distance based on the path gradient, the target vehicle speed, and the obstacle type includes: Determine the basic safety distance based on the type of obstacle and the road width; Obtain the braking response time and the slope braking correction coefficient, and use the product of the braking response time, the slope braking correction coefficient, and the target vehicle speed as the slope correction distance; Collect the obstacle's moving speed and prediction time, and use the product of the obstacle's moving speed and prediction time as the dynamic obstacle correction distance; The sum of the basic safety distance, the slope correction distance, and the dynamic obstacle correction distance is taken as the safety distance.

7. The method according to claim 6, characterized in that, The method for obtaining the slope braking correction coefficient is as follows: Determine the slope type based on the path slope; When the slope type is uphill, the product of the initial slope braking correction factor, the fourteenth predetermined factor, and the slope of the path is used as the slope braking correction factor. When the slope type is downhill, the slope braking correction factor is the product of the initial slope braking correction factor, the fifteenth predetermined factor, and the absolute value of the path slope. When the slope type is flat, the initial slope braking correction factor is used as the slope braking correction factor.

8. A vehicle control system for narrow-road scenarios based on PTP function, characterized in that, include: The data acquisition module is used to collect environmental parameters, including path slope, road width, and obstacle type. The first acquisition module is used to input the path slope and the road width into a pre-established path curvature acquisition model and output the path curvature. The second acquisition module is used to input the path slope and the path curvature into a pre-established target vehicle speed acquisition model and output the target vehicle speed. The third acquisition module is used to acquire a safe distance based on the path slope, the road width, the target vehicle speed, and the obstacle type. The trigger module is used to trigger a vehicle deceleration control command if the distance to the obstacle is less than or equal to the safe distance. If the distance to the obstacle is greater than the safe distance, a vehicle driving control command is triggered.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program includes executable instructions that, when executed by a processor, implement the method of any one of claims 1-7.

10. An electronic device, characterized in that, include: One or more processors; A memory for storing executable instructions of the processor, which, when executed by the one or more processors, cause the one or more processors to perform the method according to any one of claims 1-7.

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