Vehicle control method, device, equipment, computer readable storage medium and computer program product

Abstract

The application relates to a vehicle control method, device, equipment, computer readable storage medium and computer program product. The method comprises the following steps: in response to identifying that the driving intention of a target vehicle is to pass an obstacle, identifying an obstacle target and a head-on collision target from road environment information corresponding to the target vehicle; based on the spatial position relationship among the target vehicle, the obstacle target and the head-on collision target, and the road environment information, performing feasibility analysis on the driving intention of the target vehicle to obtain a feasibility analysis result; when the feasibility analysis result represents that the target vehicle meets the obstacle passing condition, determining a delay triggering time period of an automatic brake function of the target vehicle based on the driving speed of the target vehicle and the distance between the target vehicle and the obstacle target; and controlling the target vehicle to delay trigger the automatic brake function within the delay triggering time period. Through the application, the smoothness of the target vehicle driving is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle control method, device, equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] Automated driving assistance technology is an important research direction in the field of automotive engineering. It aims to improve driving safety and comfort by acquiring road environment information through onboard perception systems and assisting in vehicle control. Among them, the automatic emergency braking system (AEB) is one of the core active safety functions, which can automatically perform braking operations when a potential collision risk is detected. However, when dealing with complex dynamic driving scenarios (such as when the driver actively veers to the side to avoid an obstacle in front and faces oncoming traffic), related technologies often directly activate automatic braking based on conventional collision risk assessment mechanisms. This can lead to false triggering of the automatic braking function during normal obstacle avoidance, reducing the smoothness of vehicle driving and the driving experience. Summary of the Invention

[0003] One objective of this application is to provide a vehicle control method, device, equipment, computer-readable storage medium, and computer program product to solve the problem in the prior art that the automatic braking function is easily triggered erroneously when dealing with complex dynamic driving scenarios such as obstacle avoidance, thereby reducing the smoothness of vehicle driving and the driving experience. The second objective is to provide a vehicle control device; the third objective is to provide a vehicle control equipment; the fourth objective is to provide a computer-readable storage medium; and the fifth objective is to provide a computer program product.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: A vehicle control method, the method comprising: In response to the recognition that the target vehicle's driving intention is to detour around the obstacle, the obstacle target and the oncoming collision target are identified from the road environment information corresponding to the target vehicle; Based on the spatial relationship between the target vehicle, the obstacle target, and the oncoming collision target, as well as the road environment information, a feasibility analysis is performed on the driving intention of the target vehicle, and the feasibility analysis results are obtained. When the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions, the delay triggering time period of the target vehicle's automatic braking function is determined based on the target vehicle's driving speed and the distance between the target vehicle and the obstacle target. During the specified delay triggering period, the target vehicle is controlled to trigger the automatic braking function with a delay.

[0005] Based on the aforementioned technical means, in response to the identification of the target vehicle's driving intention as obstacle avoidance, the obstacle target and oncoming collision target are identified from the road environment information corresponding to the target vehicle. This allows for the accurate extraction of key traffic participants in this specific driving scenario. Furthermore, based on the spatial relationship between the target vehicle, obstacle target, and oncoming collision target, as well as the road environment information, a feasibility analysis of the target vehicle's driving intention is conducted, ensuring the rigor and accuracy of the judgment on the target vehicle's driving intention. On this basis, when the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions, the delayed triggering time period of the target vehicle's automatic braking function is further determined based on the target vehicle's driving speed and the distance between the target vehicle and the obstacle target. This constructs a dynamic adaptation mechanism closely related to the target vehicle's own motion state and its relative distance to the target. Finally, within the delayed triggering time period, the target vehicle is controlled to delay the triggering of the automatic braking function, enabling the vehicle's automatic intervention strategy to achieve a high degree of coordination with the specific driving intention. This effectively improves the rationality of the target vehicle's automatic braking function intervention and the smoothness of the driving process while maintaining the safety protection baseline.

[0006] Furthermore, based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, a passability assessment is performed on the target vehicle to obtain a passability assessment result. When the passability assessment result indicates that the target vehicle meets the spatial passage conditions, the driving intention of the target vehicle is verified by road traffic constraint rules based on the road environment information to obtain a verification result. When the verification result indicates that the driving intention of the target vehicle conforms to the road traffic constraint rules, the analysis result indicating that the target vehicle meets the obstacle detour conditions is determined as the feasibility analysis result.

[0007] Based on the aforementioned technical means, the passability assessment of a target vehicle is conducted by considering the spatial relationship between the target vehicle, obstacle targets, and oncoming collision targets. This allows for an initial assessment of the target vehicle's relative positional distribution with relevant targets to determine whether the target vehicle has sufficient space for passage. This establishes the determination of obstacle detour conditions on an objective spatial basis. After the passability assessment indicates that the target vehicle meets the spatial passage conditions, the driving intention of the target vehicle is verified using road traffic constraint rules based on road environment information. Furthermore, road-level traffic rules are incorporated into the analysis process, ensuring that the judgment of driving intention simultaneously considers both spatial passability and compliance with road rules. Consequently, the analysis results indicating that the target vehicle meets the obstacle detour conditions are determined as the feasibility analysis results. This enhances the adaptability of the feasibility analysis results to actual road traffic scenarios, making the results more rigorous and actionable.

[0008] Furthermore, the spatial positional relationship includes a first longitudinal distance between the target vehicle and the obstacle target, a second longitudinal distance between the target vehicle and the oncoming collision target, and a lateral distance between the obstacle target and the oncoming collision target. When the first longitudinal distance is less than the second longitudinal distance, the first longitudinal distance is less than a longitudinal distance threshold, and the lateral distance is greater than a lateral distance threshold, the target vehicle's driving trajectory is predicted to obtain a predicted trajectory. The predicted trajectory is then subjected to a safety assessment to obtain a safety assessment result. When the safety assessment result indicates that the predicted trajectory meets the safe detour conditions, the assessment result indicating that the target vehicle meets the spatial passage conditions is determined as the passability assessment result.

[0009] Based on the aforementioned technical means, by using the lateral distance between the obstacle target and the oncoming collision target, the second longitudinal distance between the target vehicle and the oncoming collision target, and the first longitudinal distance between the target vehicle and the obstacle target as the judgment criteria, the current scenario can be screened from two dimensions: lateral clearance and relative sequence. This allows subsequent analysis to be based on the availability of basic detour space and timing conditions. After meeting the corresponding distance conditions, the driving trajectory of the target vehicle is predicted to obtain the predicted trajectory. Furthermore, a safety assessment is conducted on the predicted trajectory. This extends the static spatial position relationship analysis to the dynamic detour process analysis, so that the passability assessment results not only reflect the passability at the current location but also the safety adaptability of the predicted trajectory in the actual detour process, thereby improving the reliability and relevance of the passability assessment results.

[0010] Furthermore, the trajectory point with the smallest distance to the obstacle target is determined from the predicted trajectory; based on the trajectory point, the obstacle target is orthogonally projected to obtain the projected width of the obstacle target, and the sum of the widths between the target vehicle and the projected width is determined; when the distance between the trajectory point and the obstacle target is greater than the sum of the widths, the evaluation result that characterizes the predicted trajectory as meeting the safe detour conditions is determined as the safety evaluation result.

[0011] Based on the aforementioned technical means, by identifying the trajectory point with the minimum distance to the obstacle target from the predicted trajectory, the safety assessment can focus on the most critical adjacent position during the vehicle's detour. This allows the analysis basis to directly correspond to the most tense spatial relationship between the predicted trajectory and the obstacle target. Furthermore, based on this trajectory point, an orthogonal projection is performed on the obstacle target to obtain its projected width. Combined with the vehicle width of the target vehicle, the width sum is determined, which is equivalent to quantifying the actual lateral occupancy range of the target vehicle and the obstacle target at this critical position. When the distance between the trajectory point and the obstacle target is greater than the width sum, it indicates that the predicted trajectory still has sufficient passage margin at the minimum distance position. Based on this, it is determined that the predicted trajectory meets the safe detour conditions, which can improve the accuracy of the safety assessment results in depicting the actual detour space, making the assessment results more targeted and credible.

[0012] Furthermore, the delayed triggering time period includes T moments, where T is a positive integer; for the t-th moment in the delayed triggering time period, the following processing is performed: determine the delayed triggering duration corresponding to the t-th moment, wherein the delayed triggering duration corresponding to the t-th moment is less than the delayed triggering duration corresponding to the (t-1)-th moment in the delayed triggering time period, where t is a positive integer, 1 < t ≤ T; when, at the t-th moment, the distance between the target vehicle and the oncoming collision target is less than the triggering distance threshold corresponding to the automatic braking function, after the delayed triggering duration corresponding to the t-th moment has elapsed, control the target vehicle to trigger the automatic braking function.

[0013] Based on the aforementioned technical means, by dividing the delayed trigger time period into a temporal structure containing T moments, and setting a corresponding delayed trigger duration for the t-th moment, where this delayed trigger duration is less than the delayed trigger duration corresponding to the (t-1)-th moment, the trigger control of the automatic braking function exhibits a gradually tightening characteristic as the delayed trigger time period progresses. This temporalized and decreasing delay arrangement allows the control strategy to adapt to the dynamic situation of the target vehicle during its detour. Furthermore, at the t-th moment, when the distance between the target vehicle and the oncoming collision target is less than the trigger distance threshold corresponding to the automatic braking function, the target vehicle is controlled to trigger the automatic braking function after the corresponding delayed trigger duration for that moment. This indicates that the intervention of the automatic braking function considers both the proximity of the oncoming collision target and the delayed control requirements corresponding to the current moment, thereby improving the hierarchy and coordination of the automatic braking function triggering timing.

[0014] Further, at least one vehicle motion parameter of the target vehicle is obtained; for each vehicle motion parameter, based on the driving speed of the target vehicle, a motion parameter threshold corresponding to the vehicle motion parameter is determined, and the vehicle motion parameter and its corresponding motion parameter threshold are numerically compared to obtain a numerical comparison result corresponding to the vehicle motion parameter; based on the numerical comparison result corresponding to each vehicle motion parameter, the driving intention of the target vehicle is identified to obtain the driving intention of the target vehicle.

[0015] Based on the aforementioned technical means, by acquiring at least one vehicle motion parameter and determining a corresponding motion parameter threshold for each parameter based on the target vehicle's driving speed, it is demonstrated that the analysis of vehicle motion state does not employ a fixed judgment standard. Instead, it establishes an adaptive threshold basis by combining the vehicle's dynamic characteristics at different driving speeds. This makes the judgment of each vehicle motion parameter more consistent with the target vehicle's current operating state. Furthermore, by numerically comparing the vehicle motion parameters with their corresponding motion parameter thresholds, the numerical comparison results are obtained. Then, driving intention recognition is performed based on the numerical comparison results corresponding to each vehicle motion parameter. This is equivalent to comprehensively utilizing the judgment information of multiple vehicle motion parameters, enabling driving intention recognition to be based on multi-dimensional motion representation, thereby improving the targeting and accuracy of target vehicle driving intention recognition.

[0016] A vehicle control device, the device comprising: The target recognition module is used to identify obstacle targets and oncoming collision targets from the road environment information corresponding to the target vehicle in response to the recognition that the target vehicle's driving intention is to detour around the obstacle; The feasibility analysis module is used to perform a feasibility analysis on the driving intention of the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target and the oncoming collision target, and the road environment information, and to obtain the feasibility analysis results. An automatic braking control module is used to determine the delay triggering time period of the automatic braking function of the target vehicle based on the driving speed of the target vehicle and the distance between the target vehicle and the obstacle target when the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions. The automatic braking control module is also used to control the target vehicle to trigger the automatic braking function with a delay during the delayed triggering period.

[0017] A vehicle control device, the vehicle control device comprising: Memory is used to store executable instructions or computer programs. The processor is used to implement the above-described vehicle control method by executing computer-executable instructions or computer programs stored in the memory.

[0018] A computer-readable storage medium storing computer-executable instructions or computer programs, characterized in that the computer-executable instructions or computer programs, when executed by a processor, implement the above-described vehicle control method.

[0019] A computer program product, comprising computer-executable instructions or a computer program, characterized in that the computer-executable instructions or the computer program, when executed by a processor, implement the aforementioned vehicle control method.

[0020] The beneficial effects of this application are: In response to the detection that the target vehicle's driving intention is to bypass an obstacle, the system identifies the obstacle target and the oncoming collision target from the road environment information corresponding to the target vehicle. This allows for the precise extraction of key traffic participants in the specific driving scenario. Furthermore, based on the spatial relationship between the target vehicle, the obstacle target, and the oncoming collision target, as well as the road environment information, a feasibility analysis of the target vehicle's driving intention is conducted, ensuring the rigor and accuracy of the assessment. On this basis, when the feasibility analysis indicates that the target vehicle meets the obstacle bypass conditions, the system further determines the delayed triggering period of the target vehicle's automatic braking function based on the target vehicle's speed and the distance between the target vehicle and the obstacle target. This constructs a dynamic adaptation mechanism closely related to the target vehicle's own motion state and its relative distance to the target. Finally, within the delayed triggering period, the system controls the target vehicle to delay the triggering of the automatic braking function, enabling a high degree of coordination between the vehicle's automatic intervention strategy and the specific driving intention. This effectively improves the rationality of the target vehicle's automatic braking intervention and the smoothness of the driving process while maintaining a safety baseline. Attached Figure Description

[0021] Figure 1 This is a first flowchart illustrating the vehicle control method provided in this application embodiment; Figure 2 This is a second flowchart illustrating the vehicle control method provided in the embodiments of this application; Figure 3 This is a first schematic diagram of the vehicle control method provided in the embodiments of this application; Figure 4 This is a third flowchart illustrating the vehicle control method provided in the embodiments of this application; Figure 5 This is a second schematic diagram of the vehicle control method provided in the embodiments of this application; Figure 6 This is a schematic diagram of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0022] The embodiments of this application will be described below with reference to the accompanying drawings and examples. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0023] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0024] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0025] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0027] The vehicle control method provided in the embodiments of this application is described below. In actual implementation, the vehicle control method provided in the embodiments of this application can be implemented by the terminal or the server alone, or by the terminal and the server working together. The executing entity of each step will not be described again below. See [link to relevant documentation]. Figure 1 , Figure 1 This is a first flowchart illustrating the vehicle control method provided in this application embodiment. Next, we will discuss... Figure 1 The steps shown are explained.

[0028] In step 101, in response to the recognition that the target vehicle's driving intention is to detour around the obstacle, the obstacle target and the oncoming collision target are identified from the road environment information corresponding to the target vehicle.

[0029] As an example of step 101, at least one vehicle motion parameter of the target vehicle is obtained, and the driving intention of the target vehicle is determined based on the at least one vehicle motion parameter of the target vehicle. In response to the identification that the driving intention of the target vehicle is to detour around the obstacle, road environment information is obtained through vehicle-mounted vision cameras and radar and other perception devices, and multiple traffic participants are identified from the road environment information, as well as the movement speed, category label, position information relative to the target vehicle, and collision risk between each traffic participant and the target vehicle.

[0030] For each traffic participant, the following processing is performed: Based on the traffic participant's position information relative to the target vehicle, the lane in which the traffic participant is located is determined. If the traffic participant is in the oncoming lane to the left of the target vehicle's direction of travel, and there is a risk of collision between the traffic participant and the target vehicle, the traffic participant is identified as an oncoming collision target. If the traffic participant is not in the oncoming lane to the left of the target vehicle's direction of travel, and the traffic participant meets the following three obstacle screening conditions, it is identified as a candidate obstacle target: Obstacle screening condition one: The traffic participant's movement speed is lower than a preset speed threshold (e.g., 15 km / h), and its movement speed is lower than the target vehicle's speed; Obstacle screening condition two: The traffic participant's category label is general traffic participant (e.g., vehicle, two-wheeled vehicle, pedestrian, or roadblock); Obstacle screening condition three: Based on the traffic participant's position information, it is determined that the traffic participant is within the lateral traffic area covered by the target vehicle in its straight-ahead state, or within a preset range to the right of that lateral traffic area (e.g., 0.8 meters).

[0031] If there is only one candidate obstacle target, the candidate obstacle target is directly identified as the obstacle target. If there are multiple candidate obstacle targets, the longitudinal distance between each candidate obstacle target and the target vehicle is determined, and the candidate obstacle target with the smallest longitudinal distance is identified as the obstacle target. The longitudinal distance refers to the projection length of the relative position vector between the reference point of the target vehicle (e.g., the geometric center of the vehicle) and the reference point of the traffic participant on the reference axis, with the centerline of the lane where the target vehicle is located as the reference axis.

[0032] In some embodiments, "determining the driving intention of a target vehicle based on at least one vehicle motion parameter of the target vehicle" can be achieved through the following processes: acquiring at least one vehicle motion parameter of the target vehicle; for each vehicle motion parameter, determining a motion parameter threshold corresponding to the vehicle motion parameter based on the driving speed of the target vehicle, performing numerical comparison processing on the vehicle motion parameter and its corresponding motion parameter threshold to obtain a numerical comparison result corresponding to the vehicle motion parameter; and based on the numerical comparison result corresponding to each vehicle motion parameter, identifying the driving intention of the target vehicle to obtain the driving intention of the target vehicle.

[0033] As an example of determining the driving intention of a target vehicle, at least one vehicle motion parameter of the target vehicle is obtained. The at least one vehicle motion parameter may include steering wheel angle, steering wheel speed, cumulative yaw rate, lateral acceleration, and trajectory curvature. For each vehicle motion parameter, based on the driving speed of the target vehicle, a motion parameter threshold corresponding to the vehicle motion parameter is determined. The motion parameter threshold corresponding to the steering wheel angle is negatively correlated with the driving speed of the target vehicle, the motion parameter threshold corresponding to the steering wheel speed is negatively correlated with the driving speed of the target vehicle, and the motion parameter threshold corresponding to the cumulative yaw rate is negatively correlated with the driving speed of the target vehicle.

[0034] If the steering wheel angle is greater than its corresponding motion parameter threshold, it indicates that the target vehicle has performed a clear steering operation. The numerical comparison result corresponding to the steering wheel angle is determined. If the steering wheel speed is greater than its corresponding motion parameter threshold, it indicates that the target vehicle's steering operation is abrupt, consistent with the characteristics of emergency obstacle avoidance. The numerical comparison result corresponding to the steering wheel speed is determined. If the cumulative yaw rate is less than its corresponding motion parameter threshold, it indicates that the target vehicle's steering process is short-lived, consistent with temporary, short-duration steering characteristics such as obstacle avoidance, rather than long-duration steering such as continuous left turns. The numerical comparison result corresponding to the cumulative yaw rate is determined. If the absolute value of the lateral acceleration is greater than its corresponding motion parameter threshold, it indicates that the target vehicle has generated a significant lateral dynamic response, confirming the effective execution of the steering maneuver. The numerical comparison result corresponding to the lateral acceleration is determined. If the trajectory curvature is greater than its corresponding motion parameter threshold, it indicates that the target vehicle's predicted driving trajectory exhibits a significant curved shape, consistent with the trajectory characteristics of obstacle avoidance. The numerical comparison result corresponding to the trajectory curvature is determined.

[0035] When the numerical comparison results for each vehicle motion parameter are all passed, the obstacle avoidance is determined as the target vehicle's driving intention.

[0036] In step 102, based on the spatial relationship between the target vehicle, the obstacle target, and the oncoming collision target, as well as the road environment information, a feasibility analysis is performed on the driving intention of the target vehicle to obtain the feasibility analysis results.

[0037] As an example of step 102, based on the positional information of the obstacle target relative to the target vehicle and the positional information of the oncoming collision target relative to the target vehicle, the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target is determined. Based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, a passability assessment is performed on the target vehicle to obtain a passability assessment result. Based on road environment information, the driving intention of the target vehicle is verified by road traffic constraint rules to obtain a verification result. When the passability assessment result indicates that the target vehicle meets the spatial passage conditions and the verification result indicates that the driving intention of the target vehicle conforms to the road traffic constraint rules, the analysis result indicating that the target vehicle meets the obstacle detour conditions is determined as the feasibility analysis result. In this embodiment, the order of performing the passability assessment and the road traffic constraint rule verification is not limited. The passability assessment and the road traffic constraint rule verification can be performed in parallel or sequentially. For example, the passability assessment can be performed first, and the road traffic constraint rule verification can be performed after the passability assessment passes (meets the spatial passage conditions), or the road traffic constraint rule verification can be performed first, and the passability assessment can be performed after the verification passes (conforms to the road traffic constraint rules).

[0038] The following example illustrates the sequential execution method, which involves first performing a passability assessment and then verifying the road traffic constraint rules: In some embodiments, see Figure 2 , Figure 2 This is a second flowchart illustrating the vehicle control method provided in this application embodiment. Figure 1 Step 102 shown can be implemented through steps 1021 to 1023, which are explained in detail below.

[0039] In step 1021, based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, the passability assessment of the target vehicle is performed to obtain the passability assessment result.

[0040] The spatial positional relationship includes the first longitudinal distance between the target vehicle and the obstacle target, the second longitudinal distance between the target vehicle and the oncoming collision target, and the lateral distance between the obstacle target and the oncoming collision target. The first longitudinal distance refers to the projection length of the relative position vector between the reference point of the target vehicle and the reference point of the obstacle target on the reference axis, with the centerline of the lane where the target vehicle is located as the reference axis. The second longitudinal distance refers to the projection length of the relative position vector between the reference point of the target vehicle and the reference point of the oncoming collision target on the reference axis, with the centerline of the lane where the target vehicle is located as the reference axis. The lateral distance refers to the projection length of the relative position vector between the reference point of the obstacle target and the reference point of the oncoming collision target on the lateral reference axis, with the direction perpendicular to the centerline of the lane where the target vehicle is located as the lateral reference axis.

[0041] In some embodiments, the spatial relationship includes a first longitudinal distance between the target vehicle and the obstacle target, a second longitudinal distance between the target vehicle and the oncoming collision target, and a lateral distance between the obstacle target and the oncoming collision target. Figure 2 Step 1021 shown can be implemented through the following processing: when the first longitudinal distance is less than the second longitudinal distance, the first longitudinal distance is less than the longitudinal distance threshold, and the lateral distance is greater than the lateral distance threshold, the driving trajectory of the target vehicle is predicted to obtain the predicted trajectory; the safety assessment of the predicted trajectory is performed to obtain the safety assessment result; when the safety assessment result indicates that the predicted trajectory meets the safe detour conditions, the assessment result indicating that the target vehicle meets the spatial passage conditions is determined as the passability assessment result.

[0042] As an example of determining the passability assessment result, the following steps are taken: First, the longitudinal distance between the target vehicle and the obstacle target; second, the longitudinal distance between the target vehicle and the oncoming collision target; and third, the lateral distance between the obstacle target and the oncoming collision target. If the first longitudinal distance is less than the second longitudinal distance, the first longitudinal distance is less than a longitudinal distance threshold, and the lateral distance is greater than a lateral distance threshold, the target vehicle's trajectory is predicted based on its vehicle motion parameters (e.g., steering wheel angle, steering wheel speed, and yaw motion state). The predicted trajectory is then subjected to a safety assessment to obtain a safety assessment result. A safety assessment result indicates that the predicted trajectory meets the safe detour conditions. The assessment results that indicate the target vehicle meets the spatial passage conditions are determined as the passability assessment results. Among them, the first longitudinal distance is less than the second longitudinal distance, indicating that the obstacle target is closer to the target vehicle than the oncoming collision target, and the target vehicle's current detour operation has a spatial basis to first bypass the obstacle target and then deal with the oncoming collision target. The first longitudinal distance is less than a preset longitudinal distance threshold, indicating that the obstacle target is within the effective detour range in front of the target vehicle. The lateral distance is greater than the lateral distance threshold, indicating that there is a lateral passage space between the obstacle target and the oncoming collision target that the target vehicle can pass through. The lateral distance threshold can be the sum of the width of the target vehicle and a preset safety redundancy distance (e.g., 2 meters).

[0043] In some embodiments, "performing a safety assessment on the predicted trajectory and obtaining a safety assessment result" can be achieved through the following processing: determining the trajectory point with the minimum distance to the obstacle target from the predicted trajectory; performing orthogonal projection on the obstacle target based on the trajectory point to obtain the projected width of the obstacle target, and determining the sum of the widths between the target vehicle's width and the projected width; when the distance between the trajectory point and the obstacle target is greater than the sum of the widths, the assessment result that characterizes the predicted trajectory as meeting the safe detour conditions is determined as the safety assessment result.

[0044] As an example of determining the safety assessment result, the trajectory point with the smallest Euclidean distance to the obstacle target is determined from multiple discrete trajectory points in the predicted trajectory. This trajectory point can be regarded as the closest position point of the predicted trajectory relative to the obstacle target. Further, a local lateral reference axis perpendicular to the tangent direction of the predicted trajectory is established based on this trajectory point, and orthogonal projection processing is performed on the outer bounding box of the obstacle target along the local lateral reference axis to obtain the projection width of the obstacle target on the local lateral reference axis. The projection width is used to characterize the space occupied by the obstacle target on the lateral section corresponding to the trajectory point. Based on this, the sum of the widths between the target vehicle and the projection width is determined. The sum of the widths is used to characterize the minimum lateral occupancy width required by the target vehicle when passing through the area near the obstacle target along the predicted trajectory. If the distance between the trajectory point and the obstacle target is greater than the sum of the widths, it indicates that the target vehicle can retain sufficient lateral avoidance space outside the obstacle target when traveling along the predicted trajectory. Thus, the assessment result that characterizes the predicted trajectory as meeting the safe detour conditions is determined as the safety assessment result.

[0045] In step 1022, when the passability assessment result indicates that the target vehicle meets the spatial passage conditions, the driving intention of the target vehicle is verified by road traffic constraint rules based on road environment information, and the verification result is obtained.

[0046] Among them, road traffic constraint rule verification refers to the process of judging the rule compliance of a target vehicle's obstacle detour operation based on the road topology, lane boundary attributes, and road-related traffic signs.

[0047] As an example of determining the verification result, based on road environment information, the road topology elements and traffic constraint elements corresponding to the current position of the target vehicle are identified. The road topology elements may include lane lines, road boundaries, intersection areas, and adjacent lane connections. The traffic constraint elements may include lane divider types, physical barriers, and no-crossing signs. Based on the road topology elements, it is determined whether the target vehicle is currently in an intersection area. If the target vehicle is not currently in an intersection area, the possibility that the target vehicle's current turning behavior is a left turn at the intersection is excluded. Furthermore, based on the traffic constraint elements, it is determined whether the target vehicle's left adjacent lane is an oncoming lane and whether the target vehicle's current detour path involves crossing the road center boundary restriction. If the left adjacent lane is an oncoming lane and the target vehicle's detour path does not violate the current road traffic constraint rules, the verification result that indicates the target vehicle's driving intention conforms to the road traffic constraint rules is determined as the verification result.

[0048] In step 1023, when the verification result indicates that the target vehicle's driving intention conforms to the road traffic constraint rules, the analysis result indicating that the target vehicle meets the obstacle detour conditions is determined as the feasibility analysis result.

[0049] In step 103, when the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions, the delay triggering time period of the target vehicle's automatic braking function is determined based on the target vehicle's driving speed and the distance between the target vehicle and the obstacle target.

[0050] The delayed triggering period refers to the effective time interval during which the automatic braking function is delayed to avoid premature response to the oncoming collision target after the target vehicle is identified as meeting the obstacle avoidance conditions.

[0051] As an example of step 103, at the first moment when the feasibility analysis results indicate that the target vehicle meets the obstacle bypass conditions, the driving speed of the target vehicle and the longitudinal distance of the obstacle target relative to the target vehicle are obtained at the first moment. Based on the longitudinal distance of the obstacle target relative to the target vehicle and the driving speed of the target vehicle at the first moment, the estimated time length required for the target vehicle to complete bypassing the obstacle target from the first moment is determined, and the time period of the estimated time length starting from the first moment is determined as the delay trigger time period.

[0052] For example, when the longitudinal distance between the obstacle target and the target vehicle is The target vehicle's speed at the first moment was At that time, the longitudinal distance can be Speed ​​of the target vehicle at the first moment The ratio between these two values ​​is determined as the estimated duration of the delayed trigger period. The estimated duration of the delayed trigger period can be characterized as... , .

[0053] In step 104, during the delayed triggering period, the target vehicle is controlled to trigger the automatic braking function with a delay.

[0054] As an example of step 104, during the delayed triggering period, the target vehicle is controlled to trigger the automatic braking function with a delay. If, during the delayed triggering period, the lateral distance between the obstacle target and the target vehicle is greater than the width of the target vehicle, or the steering wheel angle of the target vehicle is zero (or less than the preset zeroing threshold), or the longitudinal travel distance of the target vehicle along the center line of its lane from the first moment exceeds the preset distance of the obstacle target (e.g., 5 meters), it indicates that the target vehicle has completed bypassing the obstacle target, or the driving state of the target vehicle has exited the obstacle bypassing condition. In this case, the delayed control can be terminated in advance and the normal triggering logic of the automatic braking function can be restored.

[0055] In some embodiments, the delay triggering time period includes T time points, where T is a positive integer. Figure 1 Step 104 shown can be implemented by the following process: For the t-th moment in the delayed trigger time period, perform the following process: determine the delayed trigger duration corresponding to the t-th moment; when the distance between the target vehicle and the oncoming collision target is less than the trigger distance threshold corresponding to the automatic braking function at the t-th moment, control the target vehicle to trigger the automatic braking function after the delayed trigger duration corresponding to the t-th moment.

[0056] Wherein, the delay trigger duration corresponding to the t-th time is less than the delay trigger duration corresponding to the (t-1)-th time in the delay trigger time period, t is a positive integer, 1 < t ≤ T.

[0057] As an example of controlling the target vehicle to trigger the automatic braking function, based on a preset time division granularity, the delayed triggering time period is divided into T consecutive time periods. Each time period can be 1 second, 500 milliseconds, 100 milliseconds, or other preset durations. This application embodiment does not limit the specific duration of a single time period. For the t-th time period in the delayed triggering time period, the following processing is performed: Based on a preset delay control rule function, the delayed triggering duration corresponding to the t-th time period is determined. When the distance between the target vehicle and the oncoming collision target is less than the triggering distance threshold corresponding to the automatic braking function at the t-th time period, the automatic braking function is not triggered immediately. Instead, after the delayed triggering duration corresponding to the t-th time period, an automatic braking triggering control command is sent to the braking actuator to control the target vehicle to trigger the automatic braking function. The preset delay control rule function can be a linearly decreasing function. , This represents the delay trigger duration corresponding to the t-th time. This indicates the preset maximum delay trigger duration. This represents the cumulative time at time t relative to the start time of the delay trigger period (the first time). This represents the total duration of the delay trigger period. This linearly decreasing function indicates that the delay trigger duration gradually decreases as the obstacle avoidance process progresses. The delay control rule function can also be a piecewise indicator function, for example, when... When, the preset first duration (which can be 800ms) is determined as the delay trigger duration corresponding to the t-th time, when When, the preset second duration (which can be 500ms) is determined as the delay trigger duration corresponding to the t-th time, when When the preset third duration (which can be 200ms or 0ms) is determined as the delay trigger duration corresponding to the t-th moment, it corresponds to different delay control intensities in the early, middle and late stages of obstacle avoidance, thereby providing stronger anti-false triggering capability in the early stage of obstacle avoidance and gradually restoring the timely response capability of automatic braking function in the later stage of obstacle avoidance.

[0058] The following will describe an exemplary application of the embodiments of this application in a real-world application scenario.

[0059] Automatic Emergency Braking (AEB) systems use sensors such as cameras and millimeter-wave radar to detect information about targets ahead and automatically brake when the risk of collision increases. However, the triggering mechanism of AEB is relatively simple and is prone to false triggering in complex scenarios.

[0060] The present application's embodiments have been studied and found that related technologies mainly prevent AEB from being falsely triggered from the perspectives of environmental complexity, driving style, and target intent. However, in the scenario where the driver is driving around an obstacle, if there is an obstacle in front of the vehicle, the driver will drive to the left to avoid the obstacle. If the left side is the oncoming lane, the oncoming vehicle will be mistakenly judged by AEB as a collision risk target, resulting in false triggering of AEB, affecting the driving experience and even causing a rear-end collision.

[0061] See Figure 3 , Figure 3 This is a first schematic diagram of the vehicle control method provided in this application embodiment. For two-wheeled vehicles, vehicles, stationary vehicles, pedestrians, or other obstacles 301 traveling longitudinally to the right front, in order to maintain a certain safe distance, the driver of the vehicle 302 will naturally make a driving behavior of driving to the left to avoid the obstacle. At this moment, the vehicle is in the act of turning left. If the left lane is the opposite lane and there is an oncoming vehicle, the vehicle is at risk of collision with the oncoming vehicle in the left lane, which often leads to the vehicle's AEB function being falsely triggered, affecting the driving experience.

[0062] Therefore, how to accurately identify the driver's obstacle avoidance behavior and how to delay triggering AEB after confirming the obstacle avoidance behavior in order to avoid AEB being too sensitive and thus affecting the driver's driving experience has become the technical problem that needs to be solved in the embodiments of this application.

[0063] To address the aforementioned technical problems, this application proposes a vehicle control method aimed at accurately identifying driver obstacle avoidance behavior and preventing false triggering of AEB (Automatic Emergency Braking). See [link to relevant documentation]. Figure 4 , Figure 4 This is a schematic diagram of the third process of the vehicle control method provided in the embodiments of this application. The following will be combined with... Figure 4 Please provide an explanation.

[0064] Step 401: Identify obstacle targets in front of the vehicle and oncoming AEB targets.

[0065] The system acquires road signals through sensing sensors, filters out obstacle targets based on these signals, and identifies oncoming AEB targets that will trigger AEB.

[0066] Among them, the obstacle target is the target with the closest longitudinal distance to the vehicle among all targets that meet the following three conditions: First, the target is stationary or moving at a low speed (speed less than 15km / h and lower than the vehicle's speed); second, the target is a general traffic participant (vehicle, two-wheeled vehicle, pedestrian, roadblock); and third, the target is within the vehicle's current traffic area or within 0.8m to the right of the traffic area. It should be noted that the vehicle's current traffic area refers to the lateral section covered by the vehicle in the current straight-line state. The target is determined to be within the traffic area when the lateral net distance between the target and the vehicle is less than a preset value. The lateral net distance refers to the distance between the side of the vehicle and the nearest lateral side of the target.

[0067] Oncoming AEB targets refer to oncoming vehicles or oncoming two-wheeled vehicles that pose a collision risk.

[0068] Step 402: Based on the vehicle chassis controller local area network signal (CAN signal), acquire vehicle motion parameters such as steering wheel angle, steering wheel speed, cumulative yaw rate, lateral acceleration, and trajectory curvature. Based on the acquired vehicle motion parameters, determine the driving behavior of the vehicle driver.

[0069] Based on the vehicle chassis controller local area network signal (CAN signal), vehicle motion parameters such as steering wheel angle, steering wheel speed, cumulative yaw rate, lateral acceleration, and trajectory curvature are acquired. If the acquired vehicle motion parameters simultaneously meet the following five conditions, the driver's driving behavior can be determined to be obstacle avoidance behavior: Firstly, judging by steering wheel angle: steering wheel angle Greater than the corner threshold (Turn left).

[0070] If the steering wheel angle Greater than the corner threshold This indicates that the driver of the vehicle is turning, where the turning angle threshold is... Based on vehicle speed According to the table, the higher the speed, the lower the turning angle threshold.

[0071] Secondly, judging the characteristics of sharp turns: steering wheel speed. greater than the speed threshold .

[0072] Steering wheel speed This refers to the change in steering wheel angle per unit time, and its calculation formula is: The unit is degrees per second (° / s). When a driver performs an obstacle avoidance maneuver, they usually turn the steering wheel quickly, exhibiting a sharp steering characteristic. In contrast, when changing lanes or turning left, the steering wheel turns relatively smoothly. By setting a speed threshold, obstacle avoidance behavior can be effectively distinguished from other steering behaviors. The speed threshold can be determined based on the vehicle's speed by looking up a table. The higher the speed, the lower the speed threshold, in order to adapt to the actual situation where the driver's operation is more agile at high speeds.

[0073] Third, cumulative yaw rate judgment: cumulative yaw rate Less than the cumulative yaw rate threshold .

[0074] Cumulative yaw rate refers to the cumulative yaw rate obtained by the driver of the vehicle during the transition from a straight-ahead state to a turning state, based on time integration. Its calculation formula is as follows: γ represents the yaw rate. The cumulative yaw rate can be used to determine the duration of the driver's turn and to measure the amount of lateral displacement generated during the turn. The cumulative yaw rate threshold can be based on the vehicle's speed. According to the table, the higher the speed, the lower the cumulative yaw rate threshold.

[0075] Fourth, lateral acceleration determination: lateral acceleration The absolute value is greater than the acceleration threshold. .

[0076] When a vehicle performs an obstacle avoidance maneuver, it generates significant lateral acceleration. Lateral acceleration is a characteristic of the vehicle's lateral dynamics during the turning process, and its calculation formula is as follows: , Vehicle speed, The yaw rate is the acceleration threshold, which can be based on the vehicle's speed. Determine by referring to the table.

[0077] Fifth, trajectory curvature judgment: trajectory curvature Greater than the curvature threshold .

[0078] The trajectory curvature is used to reflect the degree of curvature of the predicted trajectory of the vehicle, and its calculation formula is as follows: ,in, The tangential angle of the trajectory, As the arc length, when a vehicle performs an obstacle avoidance maneuver, its corresponding trajectory curvature is usually large (greater than the curvature threshold), indicating that the predicted trajectory has obvious bending characteristics. The curvature threshold can be based on the vehicle's speed. Determine by referring to the table.

[0079] Step 403: If the driver's driving behavior is obstacle avoidance behavior, the feasibility of obstacle avoidance behavior is judged based on the obstacle target and the oncoming AEB target.

[0080] If the driver's driving behavior is an obstacle avoidance maneuver and the following four conditions are met simultaneously, then the obstacle avoidance maneuver can be determined to be feasible: First, the longitudinal distance between the vehicle and the obstacle target is less than the distance between the vehicle and the oncoming AEB target. This indicates that the vehicle will prioritize performing obstacle avoidance operations on the obstacle target and provides a basis for subsequent safe passage judgment with the oncoming AEB target. At the same time, the longitudinal distance between the vehicle and the obstacle target is less than the distance threshold, indicating that the vehicle trajectory can avoid the obstacle target. The distance threshold can be determined based on the vehicle speed by looking up a table. The higher the speed, the larger the corresponding distance threshold, indicating that the obstacle target is within a predetermined range in front of the vehicle.

[0081] Secondly, the vehicle's trajectory can avoid obstacles and targets.

[0082] The vehicle trajectory can be determined as a cubic curve based on parameters such as steering wheel speed and yaw rate, which is used to predict the future driving trajectory of the vehicle. The judgment that the vehicle can bypass the obstacle target can be achieved by calculating the nearest point of the obstacle target relative to the vehicle trajectory and judging whether the distance between the nearest point and the obstacle target is greater than the sum of the width of the vehicle and the width of the obstacle target's projection frame. The projection frame width refers to the width of the bounding box formed after the obstacle target is orthogonally projected relative to the nearest point of the trajectory.

[0083] Third, the lateral distance between the obstacle target and the oncoming AEB target is greater than the vehicle width plus 2m, to indicate that the vehicle has a passable section between the obstacle target and the oncoming AEB target.

[0084] Fourth, based on the perception results of the road environment recognition, it is determined that the current location is not at an intersection and the driver does not have a need to turn left, indicating that the driver's current turning behavior is an obstacle avoidance behavior. The road environment recognition includes lane lines, curbs and intersection information, and can be further combined with whether the adjacent lane on the left is an uncrossable oncoming lane. Uncrossable oncoming lanes include situations where the center line is a single solid yellow line or a double solid yellow line, or where there are signs such as fences or cones on the left.

[0085] If obstacle avoidance is feasible, proceed to step 404; if obstacle avoidance is not feasible, trigger AEB normally.

[0086] Step 404: If obstacle avoidance is feasible, construct an obstacle avoidance window and trigger AEB using a dynamic delay strategy within the obstacle avoidance window.

[0087] Define the obstacle avoidance window period Obstacle avoidance window period The obstacle avoidance window refers to the time interval from the moment the driver is detected engaging in obstacle avoidance behavior until the vehicle has completely bypassed the obstacle. The unit of measurement is seconds (s). The obstacle avoidance window can be estimated based on the longitudinal distance between the vehicle and the obstacle, as well as the vehicle's speed. The formula is as follows: ,in, The longitudinal distance between the vehicle and the obstacle target (unit: m). Given the vehicle's speed (in m / s), within the obstacle avoidance window, when the vehicle reaches the AEB trigger threshold for an oncoming AEB target, a dynamic delay strategy based on a time window is used to activate AEB. The delay time is... Adaptively adjusting as the obstacle-avoidance window progresses can be characterized as ,in, The preset maximum delay time (e.g., 800ms). The time difference (in seconds) between the current moment and the moment the obstacle avoidance behavior was identified. The formula represents the duration of the obstacle avoidance window, achieving a linear transition from the longest delay at the beginning of the obstacle avoidance window to the shortest delay at the end of the obstacle avoidance window.

[0088] Alternatively, a phased delay strategy can be adopted. Specifically, in the early stage of the obstacle avoidance window (the first 1 / 3 of the time period), the delay time is set to 800ms. At this time, the vehicle has just begun its obstacle avoidance maneuver and is relatively far from the oncoming AEB target, so a longer delay is needed to prevent the AEB from triggering too early. In the middle stage of the obstacle avoidance window (the middle 1 / 3 of the time period), the delay time is set to 500ms. At this time, the vehicle is in the process of avoiding the obstacle and its relative position to the oncoming AEB target is relatively stable. In the late stage of the obstacle avoidance window (the last 1 / 3 of the time period), the delay time is set to 200ms or the AEB triggering is restored to normal. At this time, the vehicle is about to complete its obstacle avoidance maneuver and the distance to the oncoming target AEB is closing, so the normal function of the AEB needs to be restored to ensure safety.

[0089] If the vehicle's trajectory completely bypasses the obstacle target (i.e., the lateral distance between the obstacle target and the vehicle is greater than the width of the vehicle), or the steering wheel angle of the vehicle returns to zero or close to zero (indicating that the driver has ended the steering action), or the longitudinal position of the vehicle exceeds the obstacle target by a certain distance (e.g., 5m), it is determined that the obstacle avoidance window period has ended, and the normal triggering logic of AEB is restored.

[0090] This application embodiment comprehensively identifies obstacle targets, oncoming AEB targets, and driver steering behavior, and introduces steering wheel speed and sharp steering characteristics to distinguish obstacle avoidance behavior from ordinary lane changes or left turns. It combines multi-parameter fusion judgment to improve the reliability of obstacle avoidance behavior identification. After confirming obstacle avoidance behavior, it further adaptively adjusts the AEB triggering timing through a time window dynamic delay strategy to achieve adaptive control of AEB triggering, thereby effectively determining whether the driver is in obstacle avoidance behavior, thus preventing AEB from being falsely triggered when the driver is driving around obstacles, and improving vehicle driving safety and driving comfort.

[0091] See Figure 5 , Figure 5 This is a second schematic diagram of the vehicle control method provided in the embodiments of this application. This application also provides a vehicle control device 500, which includes: The target recognition module 501 is used to identify obstacle targets and oncoming collision targets from the road environment information corresponding to the target vehicle in response to the recognition that the driving intention of the target vehicle is to detour around the obstacle; The feasibility analysis module 502 is used to perform a feasibility analysis on the driving intention of the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target and the oncoming collision target, and the road environment information, and to obtain the feasibility analysis results. The automatic braking control module 504 is used to determine the delay triggering time period of the automatic braking function of the target vehicle based on the driving speed of the target vehicle and the distance between the target vehicle and the obstacle target when the feasibility analysis result indicates that the target vehicle meets the obstacle avoidance conditions. The automatic braking control module 504 is also used to control the target vehicle to delay triggering the automatic braking function during the delayed triggering period.

[0092] In some embodiments, the feasibility analysis module 502 is further configured to perform a passability assessment on the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, and obtain a passability assessment result; when the passability assessment result indicates that the target vehicle meets the spatial passage conditions, the driving intention of the target vehicle is verified by road traffic constraint rules based on the road environment information, and a verification result is obtained; when the verification result indicates that the driving intention of the target vehicle conforms to the road traffic constraint rules, the analysis result indicating that the target vehicle meets the obstacle detour conditions is determined as the feasibility analysis result.

[0093] In some embodiments, the spatial positional relationship includes a first longitudinal distance between the target vehicle and the obstacle target, a second longitudinal distance between the target vehicle and the oncoming collision target, and a lateral distance between the obstacle target and the oncoming collision target; the feasibility analysis module 502 is further configured to perform a passability assessment on the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, and obtain a passability assessment result, including: predicting the driving trajectory of the target vehicle when the first longitudinal distance is less than the second longitudinal distance, the first longitudinal distance is less than a longitudinal distance threshold, and the lateral distance is greater than a lateral distance threshold, obtaining a predicted trajectory; performing a safety assessment on the predicted trajectory, obtaining a safety assessment result; when the safety assessment result indicates that the predicted trajectory meets the safe detour conditions, determining the assessment result indicating that the target vehicle meets the spatial passage conditions as the passability assessment result.

[0094] In some embodiments, the feasibility analysis module 502 is further configured to determine the trajectory point with the smallest distance to the obstacle target from the predicted trajectory; based on the trajectory point, perform orthogonal projection on the obstacle target to obtain the projected width of the obstacle target, and determine the sum of the widths between the vehicle width of the target vehicle and the projected width; when the distance between the trajectory point and the obstacle target is greater than the sum of the widths, the evaluation result characterizing that the predicted trajectory meets the safe detour conditions is determined as the safety evaluation result.

[0095] In some embodiments, the delayed triggering time period includes T moments, where T is a positive integer; the automatic braking control module 504 is further configured to perform the following processing for the t-th moment in the delayed triggering time period: determine the delayed triggering duration corresponding to the t-th moment, wherein the delayed triggering duration corresponding to the t-th moment is less than the delayed triggering duration corresponding to the (t-1)-th moment in the delayed triggering time period, where t is a positive integer, 1 < t ≤ T; when the distance between the target vehicle and the oncoming collision target is less than the triggering distance threshold corresponding to the automatic braking function at the t-th moment, control the target vehicle to trigger the automatic braking function after the delayed triggering duration corresponding to the t-th moment has elapsed.

[0096] The vehicle control device 500 further includes an intent analysis module 503, which is used to acquire at least one vehicle motion parameter of the target vehicle; for each vehicle motion parameter, based on the driving speed of the target vehicle, determine the motion parameter threshold corresponding to the vehicle motion parameter; perform numerical comparison processing on the vehicle motion parameter and its corresponding motion parameter threshold to obtain the numerical comparison result corresponding to the vehicle motion parameter; and based on the numerical comparison result corresponding to each vehicle motion parameter, perform driving intent recognition on the target vehicle to obtain the driving intent of the target vehicle.

[0097] This application provides a vehicle control device, see [link]. Figure 6 , Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. The vehicle control device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores computer-executable instructions or computer programs that can be executed by the at least one processor, and the computer-executable instructions or computer programs are executed by the at least one processor to enable the at least one processor to execute the vehicle control method in the above embodiment.

[0098] Figure 6 A schematic diagram of a vehicle control device suitable for implementing embodiments of this application is shown. The vehicle control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs, PADs, PMPs, in-vehicle terminals, etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The vehicle control device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0099] like Figure 6 As shown, the vehicle control device may include a processing unit that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) or a program loaded from a storage device into a random access memory (RAM). The RAM also stores various programs and data required for the operation of the vehicle control device. The processing unit, ROM, and RAM are interconnected via a bus, and an input / output (I / O) interface is also connected to the bus.

[0100] Typically, the following systems can be connected to the I / O interface: input devices such as touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices such as liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices such as magnetic tapes, hard disks, etc.; and communication devices that allow vehicle control equipment to communicate wirelessly or wiredly with other devices to exchange data.

[0101] The vehicle control device provided in this application, using the vehicle control method in the above embodiments, can solve the technical problem of how to accurately identify the driver's obstacle avoidance behavior and prevent AEB from being falsely triggered. Compared with the prior art, the beneficial effects of the vehicle control device provided in this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and other technical features in the vehicle control device are the same as the features disclosed in the previous embodiment method, which will not be repeated here.

[0102] This application provides a computer-readable storage medium having computer-readable program instructions (or a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle control method in the above embodiments.

[0103] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0104] The aforementioned computer-readable storage medium may be included in the vehicle control device; or it may exist independently and not assembled into the vehicle control device. The aforementioned computer-readable storage medium carries one or more programs, which, when executed by the vehicle control device, cause the vehicle control device to perform the vehicle control method in the above embodiments.

[0105] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (or computer programs) for executing the above-described vehicle control method. It can solve the technical problem of how to accurately identify the driver's obstacle avoidance behavior and prevent AEB from being falsely triggered. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0106] This application also provides a computer program product, including computer-executable instructions or a computer program, which, when executed by a processor, implement the vehicle control method described above.

[0107] The computer program product provided in this application can solve the technical problem of how to accurately identify the driver's obstacle avoidance behavior and prevent AEB from being triggered falsely. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0108] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to the recognition that the target vehicle's driving intention is to detour around the obstacle, the obstacle target and the oncoming collision target are identified from the road environment information corresponding to the target vehicle; Based on the spatial relationship between the target vehicle, the obstacle target, and the oncoming collision target, as well as the road environment information, a feasibility analysis is performed on the driving intention of the target vehicle, and the feasibility analysis results are obtained. When the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions, the delay triggering time period of the target vehicle's automatic braking function is determined based on the target vehicle's driving speed and the distance between the target vehicle and the obstacle target. During the delayed triggering period, the target vehicle is controlled to trigger the automatic braking function with a delay.

2. The method according to claim 1, characterized in that, The feasibility analysis of the target vehicle's driving intention is performed based on the spatial relationship between the target vehicle, the obstacle target, and the oncoming collision target, as well as the road environment information, to obtain the feasibility analysis results, including: Based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, the passability of the target vehicle is assessed to obtain the passability assessment result; When the passability assessment result indicates that the target vehicle meets the spatial passage conditions, the driving intention of the target vehicle is verified by road traffic constraint rules based on the road environment information to obtain the verification result; When the verification result indicates that the driving intention of the target vehicle conforms to the road traffic constraint rules, the analysis result indicating that the target vehicle meets the obstacle detour conditions will be determined as the feasibility analysis result.

3. The method according to claim 2, characterized in that, The spatial relationship includes a first longitudinal distance between the target vehicle and the obstacle target, a second longitudinal distance between the target vehicle and the oncoming collision target, and a lateral distance between the obstacle target and the oncoming collision target; The method of assessing the passability of the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target, and the oncoming collision target, and obtaining the passability assessment result, includes: When the first longitudinal distance is less than the second longitudinal distance, the first longitudinal distance is less than the longitudinal distance threshold, and the lateral distance is greater than the lateral distance threshold, the target vehicle's driving trajectory is predicted to obtain the predicted trajectory. A security assessment is performed on the predicted trajectory to obtain the security assessment results; When the safety assessment result indicates that the predicted trajectory meets the safe detour conditions, the assessment result indicating that the target vehicle meets the spatial passage conditions will be determined as the passability assessment result.

4. The method according to claim 3, characterized in that, The step of performing a security assessment on the predicted trajectory to obtain a security assessment result includes: The trajectory point with the minimum distance to the obstacle target is determined from the predicted trajectory; Based on the trajectory points, an orthogonal projection is performed on the obstacle target to obtain the projected width of the obstacle target, and the sum of the widths between the target vehicle's width and the projected width is determined; When the distance between the trajectory point and the obstacle target is greater than the sum of the widths, the evaluation result that indicates the predicted trajectory meets the safe detour conditions will be determined as the safety evaluation result.

5. The method according to claim 1, characterized in that, The delay triggering time period includes T moments, where T is a positive integer; The step of controlling the target vehicle to trigger the automatic braking function with a delay during the delay triggering period includes: For the t-th moment in the aforementioned delay trigger time period, the following processing is performed: Determine the delay trigger duration corresponding to the t-th time point, wherein the delay trigger duration corresponding to the t-th time point is less than the delay trigger duration corresponding to the (t-1)-th time point in the delay trigger time period, where t is a positive integer and 1 < t ≤ T; When the distance between the target vehicle and the oncoming collision target is less than the trigger distance threshold corresponding to the automatic braking function at the t-th time, the target vehicle is controlled to trigger the automatic braking function after the delay trigger duration corresponding to the t-th time.

6. The method according to claim 1, characterized in that, The method further includes: Obtain at least one vehicle motion parameter of the target vehicle; For each vehicle motion parameter, based on the driving speed of the target vehicle, a motion parameter threshold corresponding to the vehicle motion parameter is determined, and a numerical comparison is performed between the vehicle motion parameter and its corresponding motion parameter threshold to obtain the numerical comparison result corresponding to the vehicle motion parameter. Based on the numerical comparison results corresponding to each of the vehicle motion parameters, the driving intention of the target vehicle is identified to obtain the driving intention of the target vehicle.

7. A vehicle control device, characterized in that, The device includes: The target recognition module is used to identify obstacle targets and oncoming collision targets from the road environment information corresponding to the target vehicle in response to the recognition that the target vehicle's driving intention is to detour around the obstacle; The feasibility analysis module is used to perform a feasibility analysis on the driving intention of the target vehicle based on the spatial positional relationship between the target vehicle, the obstacle target and the oncoming collision target, and the road environment information, and to obtain the feasibility analysis results. An automatic braking control module is used to determine the delay triggering time period of the automatic braking function of the target vehicle based on the driving speed of the target vehicle and the distance between the target vehicle and the obstacle target when the feasibility analysis results indicate that the target vehicle meets the obstacle avoidance conditions. The automatic braking control module is also used to control the target vehicle to trigger the automatic braking function with a delay during the delayed triggering period.

8. A vehicle control device, characterized in that, The vehicle control device includes: Memory is used to store executable instructions or computer programs. A processor, configured to execute computer-executable instructions or computer programs stored in the memory, implements the vehicle control method according to any one of claims 1 to 6.

9. A computer-readable storage medium storing computer-executable instructions or a computer program, characterized in that, When the computer-executable instructions or computer program are executed by a processor, the vehicle control method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising computer-executable instructions or a computer program, characterized in that, When the computer-executable instructions or computer program are executed by a processor, the vehicle control method according to any one of claims 1 to 6 is implemented.

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