Vehicle control system, method and device

Abstract

The invention relates to a vehicle control system, method and device, and the system comprises an intersection region detection unit which is used for detecting a target intersection region; wherein the target intersection area at least comprises an area corresponding to an intersection or a fork; and the parking decision-making unit is used for determining a parking strategy of the first vehicle under the condition that the parking position of the first vehicle is predicted to fall into the target intersection area, so that the first vehicle is parked in the target intersection area or outside the target intersection area. According to the invention, the traffic efficiency of the unmanned vehicle can be effectively improved, traffic congestion and resource waste are reduced, and the cooperative traffic capacity and operation reliability of the automatic driving system in a complex intersection scene are enhanced.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and more specifically to a vehicle control system, method, and apparatus. Background Technology

[0002] Currently, with the rapid development of autonomous driving technology, the number of driverless vehicles being actually used is increasing day by day.

[0003] In practice, it has been found that with the increasing number of autonomous vehicles deployed in real-world applications, especially in specific scenarios such as mines, autonomous vehicles often obstruct traffic in other directions when they stop at intersections or forks in the road, due to the different travel directions of various vehicles. Current technology lacks an effective mechanism to quickly resolve this congestion, which not only affects traffic efficiency but may also lead to unnecessary waiting and resource waste.

[0004] Therefore, a new approach is needed to optimize the handling of autonomous vehicles in such situations in order to improve traffic efficiency. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a vehicle control system, method and apparatus that can effectively avoid congestion and improve traffic efficiency.

[0006] According to a first aspect of the present invention, a vehicle control system is provided, comprising: An intersection area detection unit is used to detect a target intersection area; wherein, the target intersection area includes at least the area corresponding to an intersection or fork in the road; A parking decision unit is used to determine a parking strategy for the first vehicle when it is predicted that the parking position of the first vehicle will fall within the target intersection area, so that the first vehicle can park within or outside the target intersection area.

[0007] According to a second aspect of the present invention, a vehicle control method is provided, comprising: Detect target intersection area; wherein, the target intersection area includes at least the area corresponding to the intersection or fork in the road; If it is predicted that the parking position of the first vehicle will fall within the target intersection area, a parking strategy for the first vehicle is determined so that the first vehicle parks either within or outside the target intersection area.

[0008] According to a third aspect of the present invention, a vehicle control device is provided, comprising: A detection module is used to detect a target intersection area; wherein, the target intersection area includes at least the area corresponding to an intersection or fork in the road; The determination module is used to determine the parking strategy of the first vehicle when it is predicted that the parking position of the first vehicle will fall into the target intersection area, so that the first vehicle will park within or outside the target intersection area.

[0009] According to a fourth aspect of the present invention, a vehicle control system is provided, comprising: At least one processor; and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the method described above.

[0010] According to a fifth aspect of the present invention, a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the above-described method is provided.

[0011] The technical solutions provided by the embodiments of the present invention may include the following beneficial effects: By introducing intersection area detection units and parking decision units into the vehicle control system, when it is predicted that a vehicle will stop at a key traffic node such as an intersection or fork in the road, the system can proactively adjust its parking strategy (choosing to park within or outside the intersection area), thereby effectively preventing traffic flow in other directions from being blocked due to vehicles parking in the intersection area. This technical solution significantly improves the traffic efficiency of autonomous vehicles in specific scenarios (such as scenarios where multiple driverless vehicles operate densely in autonomous driving scenarios), reduces traffic congestion and resource waste, and enhances the collaborative traffic capability and operational reliability of autonomous driving systems in complex intersection scenarios.

[0012] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0013] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0014] Figure 1 This is a schematic block diagram illustrating a vehicle control system according to an exemplary embodiment; Figure 2 This is a schematic diagram illustrating a scenario of intersection congestion according to an exemplary embodiment; Figure 3 This is a schematic diagram illustrating a scenario of bifurcation blockage according to an exemplary embodiment; Figure 4This is a schematic diagram illustrating a bifurcation identification method according to an exemplary embodiment; Figure 5 This is a schematic diagram illustrating a parking decision scenario at a single intersection according to an exemplary embodiment; Figure 6 This is a schematic diagram illustrating a parking decision-making scenario at a multi-intersection according to an exemplary embodiment; Figure 7 This is a schematic diagram illustrating a creeping process scenario of bifurcation blockage according to an exemplary embodiment; Figure 8 This is a schematic diagram illustrating another creeping process scenario of bifurcation blockage according to an exemplary embodiment; Figure 9 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment; Figure 10 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment. Detailed Implementation

[0015] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0016] Figure 1 This is a schematic block diagram of a vehicle control system 100 according to an exemplary embodiment, such as... Figure 1 As shown, the system 100 includes: The intersection area detection unit 101 is used to detect the target intersection area; wherein, the target intersection area includes at least the area corresponding to the intersection or fork in the road; The parking decision unit 102 is used to determine the parking strategy of the first vehicle when it is predicted that the parking position of the first vehicle will fall into the target intersection area, so that the first vehicle can park within or outside the target intersection area.

[0017] In this embodiment of the invention, the vehicle control system 100 can be applied to the vehicle-side control equipment of an unmanned vehicle or to the cloud-based control equipment of an unmanned vehicle cluster; this embodiment of the invention does not limit the application of either. The vehicle control system 100 may include an intersection area detection unit 101 and a parking decision unit 102. The intersection area detection unit 101 can identify the topological relationships between lanes based on a high-precision map, thereby identifying the area corresponding to an intersection or fork in the road based on the topological relationships between lanes, thus achieving the detection of the target intersection area.

[0018] Then, the parking decision unit 102 can detect the expected parking location of the first vehicle (unmanned vehicle). If it is predicted that the first vehicle will park in the target intersection area, it means that it may cause intersection or fork blockage. Then, the parking strategy of the first vehicle is re-determined. Depending on the congestion, the first vehicle is controlled to park within or outside the target intersection area to relieve the possible intersection or fork blockage.

[0019] Please refer to the following: Figure 2 and Figure 3 , Figure 2 This is a schematic diagram illustrating a scenario of intersection congestion according to an exemplary embodiment, such as... Figure 2 As shown, driverless cars T1 and T2 are expected to go to road G1, and driverless car T3 is expected to go to road G2. If driverless car T1 stops due to queuing or waiting for resources to be released, driverless car T2 will stop in the area corresponding to the intersection formed by roads G1 and G2, thus blocking driverless car T3 from going to road G2. Similarly, Figure 3 This is a schematic diagram illustrating a scenario of bifurcation blockage according to an exemplary embodiment, such as... Figure 3 As shown, driverless cars T1 and T2 are expected to go to road G1, and driverless car T3 is expected to go to road G2. If driverless car T1 stops due to queuing or waiting for resources to be released, it will cause driverless car T2 to stop in the area corresponding to the fork formed by roads G1 and G2, thus blocking driverless car T3 from going to road G2.

[0020] For the two congestion scenarios mentioned above, by implementing the solution in this embodiment of the invention, it is possible to identify the parking position of the first vehicle (e.g., T2) that will fall into the area corresponding to the intersection or fork in the road (target intersection area). Then, by further combining the congestion situation, the parking strategy of the first vehicle can be readjusted. For example, the parking position of the first vehicle can be controlled to move away from the target intersection area and closer to the position of the driverless vehicle T1, thereby relieving the specific congestion situation in the target intersection area.

[0021] In this embodiment of the invention, by introducing an intersection area detection unit and a parking decision unit into the vehicle control system, when it is predicted that a vehicle will stop at a key traffic node such as an intersection or fork in the road, the system can proactively adjust its parking strategy (choosing to park within or outside the intersection area), thereby effectively avoiding the obstruction of traffic flow in other directions due to vehicles parking in the intersection area. This technical solution significantly improves the traffic efficiency of autonomous vehicles in specific scenarios (such as scenarios where multiple driverless vehicles operate densely in autonomous driving scenarios), reduces traffic congestion and resource waste, and enhances the collaborative traffic capability and operational reliability of the autonomous driving system in complex intersection scenarios.

[0022] As an optional implementation, the system further includes: A congestion detection unit is used to detect the congestion situation between the first vehicle and other vehicles, wherein the congestion situation includes the first vehicle blocking other vehicles, or the first vehicle being blocked by other vehicles; The parking decision unit 102 is used to determine the parking strategy of the first vehicle based on the congestion detection result of the congestion detection unit when it is predicted that the parking position of the first vehicle will fall into the target intersection area.

[0023] In this embodiment, the system may further include a congestion detection unit capable of detecting the congestion situation between the first vehicle and other vehicles, such as detecting whether the first vehicle is blocking other vehicles, and whether the first vehicle is blocked by other vehicles. For example, in Figures 2 to 3 In the process, it is detected whether the first vehicle T2 is blocked by T1, and whether T2 blocks T3.

[0024] Furthermore, the congestion detection unit can also transmit the congestion detection results to the parking decision unit 102, so that when the parking decision unit 102 predicts that the parking position of the first vehicle falls into the target intersection area, it can further combine the congestion detection results to determine the parking strategy of the first vehicle, whether to park within the target intersection area or outside the target intersection area, so as to facilitate the removal of congestion.

[0025] It is understood that in this embodiment, the purpose of adjusting the parking strategy is to relieve congestion. If the congestion detection result indicates that the first vehicle is neither blocked by other vehicles nor blocking other vehicles, then although the parking position of the first vehicle will fall within the target intersection area, the parking strategy can still be determined as parking within the target intersection area. However, if the congestion detection result indicates that the first vehicle is blocked by other vehicles and is blocking other vehicles, then the parking strategy of the first vehicle will be adjusted to parking outside the target intersection area, thereby relieving the congestion.

[0026] This implementation method can further combine the obstruction detection results to jointly determine the parking strategy of the first vehicle, thereby improving the accuracy of the parking strategy determination.

[0027] As an optional implementation, the system further includes: The intersection recognition unit is used to identify intersections or forks based on road information and record the coordinates of the fork or intersection. The trajectory generation unit is used to acquire the global driving trajectory of each vehicle and associate the global driving trajectory with the bifurcation coordinates or the intersection coordinates.

[0028] In this embodiment, the system may further include an intersection recognition unit and a trajectory generation unit. The intersection recognition unit is used to automatically identify intersections (i.e., areas where two or more lanes intersect) and forks (i.e., areas where one lane splits into two or more lanes) in the road network based on the road topology information provided by a high-precision map. This unit analyzes the connection relationships between lanes to determine whether there are geometric features of "one splitting into multiple" or "multiple intersections".

[0029] Once such special road sections are identified, the system will mark their precise geographic coordinates on the lane lines of the high-precision map: for forks, the coordinates of the starting point where the lanes begin to fork are recorded as fork coordinates; for intersections, the coordinates of the intersection points where the lanes intersect are recorded as intersection coordinates. This coordinate information constitutes the basic data for subsequent no-stopping zone designation and parking decisions.

[0030] Furthermore, the trajectory generation unit is responsible for planning the global driving trajectory from the starting point to the destination for each autonomous vehicle. During trajectory planning, this unit not only generates the optimal path based on the vehicle's task instructions and road connectivity, but also actively attaches the bifurcation and intersection coordinates output by the intersection recognition unit to the corresponding global trajectory. Thus, when the vehicle is actually driving along this trajectory, its control system can know in real time whether it is about to enter a critical area where parking is not advisable (the target intersection area).

[0031] Please see Figure 4 , Figure 4 This is a schematic diagram illustrating a bifurcation identification method according to an exemplary embodiment, such as... Figure 4 As shown, Figure 4 Taking a one-to-two road junction as an example, a high-precision map can provide the topological relationships between lanes. For instance, lane L1 branches into two lanes, L2 and L3, and can identify this one-to-many junction. Figure 4 After illustrating the lane topology (e.g., a 1-to-2 split), the coordinates of the starting point of the branch can be further used as the coordinates of the branch point. That is, Figure 4The point where the L2 lane (blue line segment) and the L3 lane (red line segment) meet is the coordinate of the fork in the road. Similarly, the principle for identifying intersections is similar and will not be elaborated here.

[0032] Through this implementation method, the system achieves deep integration of the marking information (such as coordinates) of intersections and forks with the global driving trajectory, enabling the unmanned vehicle to have the basic ability to identify target intersection areas, laying the technical foundation for it to actively move the parking point forward when necessary and avoid blocking traffic flow in other directions.

[0033] As an optional implementation, the intersection area detection unit 101 is used to determine the coordinates of the target fork or the target intersection based on the global driving trajectory of the vehicle, and to determine the target intersection area by extending a preset buffer distance outward from the target fork or the target intersection as the center.

[0034] In this embodiment, the intersection area detection unit 101 is used to identify the forks or intersections that the vehicle will pass through in its path based on the vehicle's global driving trajectory, and extract the corresponding coordinates as the target fork or intersection coordinates. Using these coordinates as the geometric center, the unit extends outwards along the road's horizontal and vertical directions by a preset buffer distance (e.g., x meters forward and backward, y meters left and right; specific values ​​can be set according to the actual road width and vehicle size), thereby delineating a two-dimensional spatial range, defined as the target intersection area.

[0035] This implementation method can accurately delineate fork and intersection areas for marking no-parking or cautious passage as target intersection areas, thereby ensuring that unmanned vehicles avoid target intersection areas that may affect the passage of other vehicles during scheduling or parking, and improving overall traffic efficiency and safety.

[0036] As an optional implementation, the parking decision unit 102 is used to control the first vehicle to stop outside the target intersection area when it is predicted that the parking position falls into the target intersection area and the congestion detection unit detects that the first vehicle stops due to the obstruction of the second vehicle.

[0037] In this embodiment, the parking decision unit 102 is used to determine whether the predicted parking position of the first vehicle falls within the target intersection area determined by the intersection area detection unit. If the predicted parking position falls within this area, and the congestion detection unit simultaneously detects that the first vehicle needs to stop due to congestion caused by the second vehicle, then the parking decision unit 102 controls the first vehicle to adjust its parking point in advance, so that it completes parking before entering the target intersection area. Please refer to [link / reference]. Figure 5 , Figure 5This is a schematic diagram illustrating a parking decision scenario at a single intersection according to an exemplary embodiment, such as... Figure 5 As shown, it is predicted that the first vehicle T2 will have to stop in the selected target intersection area (the area corresponding to the intersection) due to the obstruction of the second vehicle T1. At this time, the first vehicle T2 can be controlled to stop outside the target intersection area.

[0038] This implementation method avoids traffic disruption caused by the first vehicle stopping in the target intersection area, thereby improving road traffic efficiency and safety.

[0039] As an optional implementation, the parking decision unit 102 is configured to adjust the parking position of the first vehicle so that it parks outside the target intersection area when it is predicted that the parking position of the first vehicle falls within the target intersection area and the congestion detection unit detects that parking the first vehicle in the target intersection area will obstruct the passage of a third vehicle; and / or, The parking decision unit 102 is further configured to: control the first vehicle to stop in the target intersection area when it is predicted that the parking position of the first vehicle falls into the target intersection area and the obstruction detection unit detects that the first vehicle is parked in the target intersection area without obstructing the passage of the third vehicle.

[0040] In this embodiment, the parking decision unit 102 is configured to dynamically decide whether to allow the first vehicle to park in the target intersection area based on the spatial relationship between the predicted parking position of the first vehicle and the target intersection area, and in conjunction with the real-time judgment result of the congestion detection unit.

[0041] Specifically, when it is predicted that the planned parking position of the first vehicle falls within the target intersection area determined by the intersection area detection unit, the parking decision unit 102 first obtains the detection output of the congestion detection unit. If the congestion detection unit determines that if the first vehicle parks within the target intersection area, it will obstruct or interfere with the normal passage path of the third vehicle, the parking decision unit 102 actively adjusts the parking instruction of the first vehicle, guiding it to park before entering the target intersection area. Please refer to [link / reference]. Figure 5 If it is predicted that stopping the first vehicle T2 in the target intersection area will obstruct or interfere with the normal passage path of the third vehicle T3, the parking strategy of the first vehicle T2 will be adjusted to guide it to stop before entering the target intersection area, that is, to stop outside the target intersection area.

[0042] Optionally, if the congestion detection unit determines that even if the first vehicle stops within the target intersection area, it will not obstruct the passage of any third vehicle, then the parking decision unit 102 maintains the original parking plan and controls the first vehicle to stop at the predicted position within the target intersection area. The above two scenarios can be implemented independently or in combination. The entire decision-making process is based on a comprehensive analysis of spatial location, vehicle trajectory, and mutual influence relationships, without relying on manual intervention.

[0043] Through this implementation method, the system can make reasonable use of the available space in the intersection area while ensuring the traffic capacity of road nodes, and avoid the waste of parking resources or the decline in task efficiency caused by overly conservative no-parking policies, thereby achieving a dynamic balance between safety and operational efficiency.

[0044] As an optional implementation, the parking decision unit 102 controls the first vehicle to park outside the target intersection area in the following ways: If there is only one target intersection area between the first vehicle and the second vehicle, then the parking position of the first vehicle will be adjusted to a position outside the target intersection area. If there are two or more target intersection areas between the first vehicle and the second vehicle, the parking position of the first vehicle will be adjusted to the position before entering the target intersection area closest to the first vehicle.

[0045] In this embodiment, when controlling the first vehicle to park outside the target intersection area, the parking decision unit 102 adopts different adjustment strategies based on the number of target intersection areas between the first and second vehicles. When there is only one target intersection area on the path between the first and second vehicles, the parking decision unit 102 adjusts the parking position of the first vehicle to a suitable location outside that target intersection area, ensuring that its parking behavior does not interfere with the normal traffic order of the intersection. When there are two or more target intersection areas on the path between the first and second vehicles, the parking decision unit 102 prioritizes identifying the target intersection area closest to the current position of the first vehicle and sets the parking position of the first vehicle on the road segment before entering the nearest target intersection area. This strategy avoids the first vehicle continuously approaching or mistakenly entering any intersection area near multiple key intersections, thereby effectively reducing potential interference to multi-directional traffic flow. The above adjustment logic is based on real-time analysis of the relative positions between vehicles and the road topology, ensuring that the parking point meets both task requirements and traffic coordination rules.

[0046] If there is only one target intersection area between the first vehicle and the second vehicle, then it is a parking decision scenario at a single intersection. Please refer to [link / reference needed]. Figure 5At this point, the control adjusts the parking position of the first vehicle T2 to before entering the target intersection area. If there are two or more target intersection areas between the first vehicle and the second vehicle, it is a multi-intersection parking decision scenario; please refer to [link / reference]. Figure 6 ,like Figure 6 As shown, there are two target intersection areas, namely... Figure 6 In the context of areas J1 and J2, the target intersection area closest to the first vehicle T2 is area J2. Therefore, the parking position of T2 is adjusted to the position before entering area J2, thereby avoiding blocking vehicle T4 by parking in area J1, or blocking vehicle T3 by parking in area J2.

[0047] Through this implementation method, the system can intelligently select the optimal early parking point based on the intersection distribution in complex road structures, thereby preventing congestion and reducing unnecessary detours or waiting delays, thus improving overall operational efficiency and safety.

[0048] As an optional implementation, the parking decision unit 102 is used for: If it is predicted that the first vehicle needs to stop due to obstruction by the second vehicle, and the stopping position falls within the target intersection area corresponding to the fork in the road, then the control switches the first vehicle from the first safety protection mode to the second safety protection mode to adjust the stopping position of the first vehicle to be outside the target intersection area. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

[0049] In this embodiment, the parking decision unit 102 is used to trigger a safety protection mode switching mechanism when it predicts that the first vehicle needs to stop due to obstruction by the second vehicle, and its original planned parking position falls within the target intersection area corresponding to the fork in the road. Specifically, the system first determines that the current safety protection mode is the first safety protection mode and obtains the first safety distance threshold set under this mode; then, the parking decision unit 102 controls the switching of the first vehicle from the first safety protection mode to the second safety protection mode. In the second safety protection mode, a second safety distance threshold different from the first safety distance threshold is adopted. This threshold can be greater than or less than the first safety distance threshold to dynamically adjust the following distance of the vehicle. Through this mode switching, the system replans the parking position of the first vehicle to ensure that its final parking point is outside the target intersection area, thereby avoiding traffic obstruction near the fork in the road.

[0050] Please see Figure 7 , Figure 7 This is a schematic diagram illustrating a creeping process scenario of bifurcation blockage according to an exemplary embodiment, such as... Figure 7As shown, in this scenario, it is predicted that the first vehicle T2 needs to stop due to the blockage of T1, and the stopping position falls into the target intersection area corresponding to the fork. In order to avoid blocking the vehicles behind from going to other roads (road G2 in the figure), T2 is switched from the first safety protection mode to the second safety protection mode. This can shorten or lengthen the following distance of T2, so that it stops outside the target intersection area. Figure 7 The diagram shows the shortening of the following distance in T2, i.e., the first safety distance threshold in the first safety protection mode is greater than the second safety distance threshold in the second safety protection mode.

[0051] Through this implementation method, the system can flexibly adjust the safety protection mode and parking strategy according to whether it is near a key intersection area in complex traffic scenarios, thereby improving the traffic efficiency of road nodes while ensuring driving safety.

[0052] As an optional implementation, the parking decision unit 102 is further configured to: After the first vehicle is switched from the first safety protection mode to the second safety protection mode, if there is a third vehicle blocked by the first vehicle within a preset range after the target intersection area, and the current driving direction of the third vehicle is the same as that of the first vehicle, and the third vehicle cannot change its parking position outside the target intersection area by switching the safety protection mode, then the path of the third vehicle is replanned to the other driving direction of the fork in the road. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

[0053] In this embodiment, after switching the first vehicle from the first safety protection mode to the second safety protection mode, the parking decision unit 102 further monitors the traffic status within a preset range behind the target intersection area. If a third vehicle is detected being blocked by the first vehicle, and the third vehicle's current travel direction is the same as the first vehicle, and the third vehicle cannot adjust its parking position outside the target intersection area due to its own limitations by switching safety protection modes, then the parking decision unit 102 initiates a route replanning mechanism. This mechanism redirects the third vehicle's travel path to another feasible travel direction at the fork in the road, allowing it to bypass the blocked section and avoid the target intersection area. During this process, the system still makes judgments based on the safety distance thresholds corresponding to the first and second safety protection modes, where the first safety distance threshold can be greater than or less than the second safety distance threshold to adapt to following strategies under different congestion scenarios. The route replanning is based on the road topology in the high-precision map to ensure that the new path is legal, reachable, and does not introduce new conflict points.

[0054] Please see Figure 8 , Figure 8 This is a schematic diagram illustrating another creeping process scenario of bifurcation blockage according to an exemplary embodiment. Figure 8 In the scenario shown, after the control switches the first vehicles T2 and T3 from the first safety protection mode to the second safety protection mode, if there is a third vehicle T4 that is blocked within a preset range after the intersection area, and T4 and T2 and T3 are traveling in the same direction (all wanting to travel to road G1), and T4 cannot change its parking position outside the target intersection area by switching the safety protection mode, then the scheduling algorithm will replan the path of T4 to the other driving direction G2 at the intersection.

[0055] Through this implementation method, the system not only provides dynamic safety protection and parking adjustment for the main vehicle, but also coordinates the handling of subsequent vehicles affected by it. When local traffic is blocked and cannot be alleviated by conventional safety mode, it actively guides the affected vehicles to turn to alternative routes, thereby maintaining overall traffic flow and preventing the intersection area from being continuously occupied by multiple vehicles.

[0056] Based on the same inventive concept Figure 9 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment, such as... Figure 9 As shown, this method is applicable to the control system of the aforementioned vehicle, including: Step S1: Detect the target intersection area; wherein, the target intersection area includes at least the area corresponding to the intersection or fork in the road; Step S2: If it is predicted that the parking position of the first vehicle will fall within the target intersection area, determine the parking strategy of the first vehicle so that the first vehicle can park within or outside the target intersection area.

[0057] In this embodiment of the invention, by introducing an intersection area detection unit and a parking decision unit into the vehicle control system, when it is predicted that a vehicle will stop at a key traffic node such as an intersection or fork in the road, the system can proactively adjust its parking strategy (choosing to park within or outside the intersection area), thereby effectively avoiding the obstruction of traffic flow in other directions due to vehicles parking in the intersection area. This technical solution significantly improves the traffic efficiency of autonomous vehicles in specific scenarios (such as scenarios where multiple driverless vehicles operate densely in autonomous driving scenarios), reduces traffic congestion and resource waste, and enhances the collaborative traffic capability and operational reliability of the autonomous driving system in complex intersection scenarios.

[0058] As an optional implementation, the following steps may also be performed: Detecting the obstruction situation between the first vehicle and other vehicles, wherein the obstruction situation includes the first vehicle obstructing other vehicles, or the first vehicle being obstructed by other vehicles; If it is predicted that the parking position of the first vehicle will fall into the target intersection area, the parking strategy of the first vehicle is determined based on the congestion detection results.

[0059] As an optional implementation, the following steps may also be performed: Identify intersections or forks based on road information and record the coordinates of the forks or intersections; Obtain the global driving trajectory of each vehicle, and associate the global driving trajectory with the coordinates of the fork in the road or the intersection.

[0060] As an optional implementation, the following steps can also be performed: determine the coordinates of the target fork in the road or the target intersection based on the vehicle's global driving trajectory, and use the coordinates of the target fork in the road or the target intersection as the center, and extend outward by a preset buffer distance to determine the target intersection area.

[0061] As an optional implementation, the following steps may also be performed: if it is predicted that the parking position falls into the target intersection area and the first vehicle is stopped due to being blocked by the second vehicle, control the first vehicle to stop outside the target intersection area.

[0062] As an optional implementation, the following steps may also be performed: if it is predicted that the parking position of the first vehicle falls within the target intersection area, and it is detected that parking the first vehicle in the target intersection area will obstruct the passage of the third vehicle, adjust the parking position of the first vehicle so that the first vehicle parks outside the target intersection area; and / or, Further steps can be performed: if it is predicted that the parking position of the first vehicle falls into the target intersection area, and it is detected that the parking of the first vehicle in the target intersection area does not block the passage of the third vehicle, the first vehicle is controlled to stop in the target intersection area.

[0063] As an optional implementation, controlling the first vehicle to stop outside the target intersection area includes: If there is only one target intersection area between the first vehicle and the second vehicle, then the parking position of the first vehicle will be adjusted to a position outside the target intersection area. If there are two or more target intersection areas between the first vehicle and the second vehicle, the parking position of the first vehicle will be adjusted to the position before entering the target intersection area closest to the first vehicle.

[0064] As an optional implementation, the following steps may also be performed: If it is predicted that the first vehicle needs to stop due to obstruction by the second vehicle, and the stopping position falls within the target intersection area corresponding to the fork in the road, then the control switches the first vehicle from the first safety protection mode to the second safety protection mode to adjust the stopping position of the first vehicle to be outside the target intersection area. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

[0065] As an optional implementation, the following steps may also be performed: After the first vehicle is switched from the first safety protection mode to the second safety protection mode, if there is a third vehicle blocked by the first vehicle within a preset range after the target intersection area, and the current driving direction of the third vehicle is the same as that of the first vehicle, and the third vehicle cannot change its parking position outside the target intersection area by switching the safety protection mode, then the path of the third vehicle is replanned to the other driving direction of the fork in the road. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

[0066] The implementation methods and beneficial effects of each module in this embodiment can be found in the description of the corresponding method steps in the above embodiments, and will not be repeated in this embodiment.

[0067] Based on the same inventive concept, embodiments of this application also provide a vehicle control device for performing any of the above-described methods. Optionally, the device may include: A detection module is used to detect a target intersection area; wherein the target intersection area includes at least the area corresponding to an intersection or fork in the road; a determination module is used to determine the parking strategy of the first vehicle when it is predicted that the parking position of the first vehicle falls into the target intersection area, so that the first vehicle parks within or outside the target intersection area.

[0068] Based on the same inventive concept Figure 10 This is a schematic diagram illustrating a vehicle control system according to an exemplary embodiment, such as... Figure 10 As shown, it includes: At least one processor 1001, a communication interface 1002; and a memory 1003 communicatively connected to the at least one processor 1001; The processor 1001, communication interface 1002, and memory 1003 communicate with each other via communication bus 1004; the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the above-described method.

[0069] A non-transitory computer-readable storage medium storing computer instructions is shown according to an exemplary embodiment, characterized in that the computer instructions are used to cause a computer to perform the above-described method.

[0070] The computer-readable storage media disclosed in this embodiment include, but are not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0071] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0072] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Herein, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0073] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of the invention includes implementations thereof in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0074] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0075] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

[0076] In this invention, the functional units in various embodiments can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0077] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0078] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0079] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle control system, characterized in that, include: An intersection area detection unit is used to detect a target intersection area; wherein, the target intersection area includes at least the area corresponding to an intersection or fork in the road; A parking decision unit is used to determine a parking strategy for the first vehicle when it is predicted that the parking position of the first vehicle will fall within the target intersection area, so that the first vehicle can park within or outside the target intersection area.

2. The system according to claim 1, characterized in that, Also includes: A congestion detection unit is used to detect the congestion situation between the first vehicle and other vehicles, wherein the congestion situation includes the first vehicle blocking other vehicles, or the first vehicle being blocked by other vehicles; The parking decision unit is used to determine the parking strategy of the first vehicle based on the congestion detection result of the congestion detection unit when it is predicted that the parking position of the first vehicle will fall into the target intersection area.

3. The system according to claim 1, characterized in that, The system also includes: The intersection recognition unit is used to identify intersections or forks based on road information and record the coordinates of the fork or intersection. The trajectory generation unit is used to acquire the global driving trajectory of each vehicle and associate the global driving trajectory with the bifurcation coordinates or the intersection coordinates.

4. The system according to claim 1 or 3, characterized in that, The intersection area detection unit is used to determine the coordinates of the target fork or the target intersection based on the vehicle's global driving trajectory, and to define the target intersection area as the range extending outward from the target fork or the target intersection coordinates as the center by a preset buffer distance.

5. The system according to claim 2, characterized in that, The parking decision unit is used to control the first vehicle to stop outside the target intersection area when it is predicted that the parking position falls into the target intersection area and the congestion detection unit detects that the first vehicle has stopped due to the obstruction of the second vehicle.

6. The system according to claim 2, characterized in that, The parking decision unit is configured to adjust the parking position of the first vehicle so that it parks outside the target intersection area when it is predicted that the parking position of the first vehicle will fall within the target intersection area and the congestion detection unit detects that parking the first vehicle in the target intersection area will obstruct the passage of a third vehicle; and / or, The parking decision unit is further configured to: control the first vehicle to stop in the target intersection area when it is predicted that the parking position of the first vehicle falls into the target intersection area and the congestion detection unit detects that the first vehicle is parked in the target intersection area without obstructing the passage of the third vehicle.

7. The system according to claim 5 or 6, characterized in that, The parking decision unit controls the parking method of the first vehicle outside the target intersection area, including: If there is only one target intersection area between the first vehicle and the second vehicle, then the parking position of the first vehicle will be adjusted to a position outside the target intersection area. If there are two or more target intersection areas between the first vehicle and the second vehicle, the parking position of the first vehicle will be adjusted to the position before entering the target intersection area closest to the first vehicle.

8. The system according to claim 1, characterized in that, The parking decision unit is used for: If it is predicted that the first vehicle needs to stop due to obstruction by the second vehicle, and the stopping position falls within the target intersection area corresponding to the fork in the road, then the control switches the first vehicle from the first safety protection mode to the second safety protection mode to adjust the stopping position of the first vehicle to be outside the target intersection area. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

9. The system according to claim 1 or 8, characterized in that, The parking decision unit is also used for: After the first vehicle is switched from the first safety protection mode to the second safety protection mode, if there is a third vehicle blocked by the first vehicle within a preset range after the target intersection area, and the current driving direction of the third vehicle is the same as that of the first vehicle, and the third vehicle cannot change its parking position outside the target intersection area by switching the safety protection mode, then the path of the third vehicle is replanned to the other driving direction of the fork in the road. The first safety distance threshold under the first safety protection mode is greater than or less than the second safety distance threshold under the second safety protection mode.

10. A method for controlling a vehicle, characterized in that, include: Detect target intersection area; wherein, the target intersection area includes at least the area corresponding to the intersection or fork in the road; If it is predicted that the parking position of the first vehicle will fall within the target intersection area, a parking strategy for the first vehicle is determined so that the first vehicle parks either within or outside the target intersection area.

11. A vehicle control device, characterized in that, include: A detection module is used to detect a target intersection area; wherein, the target intersection area includes at least the area corresponding to an intersection or fork in the road; The determination module is used to determine the parking strategy of the first vehicle when it is predicted that the parking position of the first vehicle will fall within the target intersection area, so that the first vehicle will park within or outside the target intersection area.

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