Method of controlling a vehicle, vehicle and storage medium

Abstract

The application provides a method for controlling a vehicle, a vehicle and a storage medium. The method is applied to the technical field of auxiliary driving control, and comprises the following steps: in a door opening process of the vehicle, an effective obstacle set outside the vehicle is acquired; the effective obstacle set comprises a plurality of effective obstacles; for each effective obstacle in the effective obstacle set, an opening angle curve of a remaining opening angle of a door of the vehicle changing with time in a target period is determined, so as to obtain a set of opening angle curves; the target period comprises a current time, a first period before the current time and a second period after the current time; a target obstacle is determined from the effective obstacle set based on the set of opening angle curves, and an opening angle of the door of the vehicle is limited based on the target obstacle. The method can accurately identify a target obstacle in a door opening process of a driver or a passenger, limit the opening of the door, prevent the door from colliding with the obstacle, and improve the user experience of using the vehicle.

Description

Technical Field

[0001] This application relates to the field of driver assistance control technology, and more specifically, to a method for controlling a vehicle, a vehicle, and a storage medium in the field of driver assistance control technology. Background Technology

[0002] With the rapid development of automotive electronics technology, cars have become widely integrated into people's daily work and life. At the same time, users' daily car use scenarios are becoming more and more complex, and their requirements for the car use experience are also increasing.

[0003] In daily driving, after parking in public parking lots, roadside parking spaces, or mechanical parking spaces, the narrow space or limited visibility makes it easy for the car door to collide with obstacles outside the vehicle (curb, bollard, moving objects, or pedestrians) when the user opens the door to get out. This can result in damage to the car door or injury to pedestrians, causing significant inconvenience to the user. Furthermore, with the iterative upgrades of the vehicle's electronic and electrical architecture, the number of electronic components involved in the door system is increasing, such as electric doors, electric door handles, and surround-view cameras. These internal electronic components are more susceptible to damage in a door collision, leading to increased vehicle maintenance costs and impacting the user experience. Summary of the Invention

[0004] This application provides a method for controlling vehicle doors, a vehicle, and a storage medium. The method can accurately identify target obstacles during the driver's or passenger's door opening process, restrict door opening, prevent the door from colliding with obstacles, and improve the user's vehicle experience.

[0005] In a first aspect, this application provides a method for controlling a vehicle door, the method comprising: during the opening of a vehicle door, acquiring a set of effective obstacles outside the vehicle; the set of effective obstacles includes multiple effective obstacles; for each effective obstacle in the set of effective obstacles, determining an opening angle curve of the remaining opening angle of the vehicle door changing over time within a target time period, thereby obtaining a set of opening angle curves; the target time period includes the current moment, a first time period before the current moment, and a second time period after the current moment; determining a target obstacle from the set of effective obstacles based on the set of opening angle curves, and limiting the opening angle of the vehicle door based on the target obstacle.

[0006] In the above technical solution, during the vehicle door opening process, for each effective obstacle in the set of effective obstacles outside the vehicle, an opening angle curve is determined. The opening angle curve is the curve showing the change of the vehicle door's remaining opening angle over time in the first time period before the current moment and the second time period after the current moment. This allows for the analysis of the impact of effective obstacles on the door based on the remaining opening angle of the door in the past, present, and future dimensions. This ensures that the target obstacles that restrict the door opening are determined more accurately, enabling precise control of the door to avoid collisions with target obstacles when opening the door, reducing vehicle maintenance costs, and improving the safety and user experience of getting out of the vehicle.

[0007] In conjunction with the first aspect, in some possible implementations, for each valid obstacle in the set of valid obstacles, the remaining opening angle of the vehicle door during the target time period is determined as an opening angle curve, resulting in a set of opening angle curves. This includes: for each valid obstacle in the set of valid obstacles, determining the remaining opening angle of the vehicle door at the current moment, N remaining opening angles in the first time period, and M remaining opening angles in the second time period; where M is an integer greater than 1 and N is an integer greater than 1; based on the remaining opening angle at the current moment corresponding to each valid obstacle, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period, the opening angle curve corresponding to each valid obstacle is determined, resulting in a set of opening angle curves.

[0008] In the above technical solution, by determining the remaining opening angle of each effective obstacle at the current moment in the target time period, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period, it is possible to accurately draw the opening angle curve of the effective obstacle based on the multiple remaining opening angles in the target time period. This accurately describes the impact of effective obstacles on the car door in the historical, current, and future stages, making it easier to control the car door to avoid collisions with obstacles and improve vehicle safety.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, for each valid obstacle in the set of valid obstacles, determining the remaining opening angle of the vehicle door at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period includes: for each valid obstacle in the set of valid obstacles, determining the current position of the valid obstacle at the current moment, the N historical positions in the first time period, and the M predicted positions in the second time period; for each valid obstacle, determining the remaining opening angle at the current moment based on the current position, determining the N remaining opening angles based on the N historical positions, and determining the M remaining opening angles based on the M predicted positions.

[0010] In the above technical solution, by acquiring historical and current positions and predicting obstacles to obtain predicted positions, the first time period and the current moment can be accurately determined based on historical, current, and predicted positions. This allows for the accurate determination of the remaining opening angle of the exit door at each position, facilitating the subsequent plotting of the opening angle curve based on the determined remaining opening angle.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the target obstacle from the set of effective obstacles based on the set of opening angle curves includes: assessing the threat level of each effective obstacle in the set of effective obstacles based on the set of opening angle curves; and determining the effective obstacle with the highest threat level in the set of effective obstacles as the target obstacle.

[0012] In the above technical solution, the threat level of each effective obstacle in the effective obstacle set is evaluated by using the set of opening angle curves. The effective obstacle with the highest threat level is identified as the target obstacle. This can identify potential threat targets that exist during the driver or passenger's door opening process, ensuring that the maximum opening angle of the vehicle door is accurately determined based on the target obstacle with the highest threat level for subsequent control of the vehicle door. This improves the accuracy of door control, effectively avoids collisions between the door and obstacles, and enhances vehicle safety.

[0013] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target obstacle from the set of effective obstacles based on the set of opening angle curves includes: assessing the threat level of each effective obstacle in the set of effective obstacles based on the set of opening angle curves, including: determining a first number of minimum angles for each effective obstacle in the set of effective obstacles within a target time period based on the set of opening angle curves; the minimum angle is the minimum remaining opening angle of the set of opening angle curves at the same moment; determining a second number of minimum angles for each effective obstacle in the set of effective obstacles within the current moment and a second time period based on the set of opening angle curves; and assessing the threat level of each effective obstacle in the set of effective obstacles based on the first number and the second number.

[0014] In the above technical solution, the threat level is assessed by the minimum number of angles included in the effective obstacles. This ensures that the identified target obstacle is the one that restricts the opening of the car door the most, thus guaranteeing precise control of the car door based on the target obstacle. By assessing the threat level by the minimum number of angles in the target time period and the minimum number of angles in the current time period and the second time period in the future, the reliability of the threat level is improved, while considering the historical period.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: taking opening angle curves that show an increasing trend in the set of opening angle curves as invalid curves; deleting invalid curves from the set of opening angle curves, and deleting the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0016] In the above technical solution, the opening angle curve shows an increasing trend, which indicates that the obstacle has no effect on the opening of the door. The opening angle curve showing an increasing trend is identified as an invalid curve, and the valid obstacle and the invalid curve are deleted. This can avoid subsequent calculations of the invalid curve, reduce redundant calculations, and improve calculation efficiency.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: determining the theoretical remaining opening angle of the vehicle door at the current moment; taking the opening angle curves whose theoretical remaining opening angle is less than the remaining opening angle at the current moment as invalid curves; deleting the invalid curves from the set of opening angle curves, and deleting the valid obstacles corresponding to the invalid curves from the set of valid obstacles.

[0018] In the above technical solution, it is determined that the car door will not collide with a valid obstacle even when it is opened to its maximum opening angle, since the theoretical remaining opening angle is less than the remaining opening angle calculated at the current moment. This obstacle has no effect on the opening of the car door. The opening angle curve of the valid obstacle is determined as an invalid curve, and the valid obstacle and the invalid curve are deleted. This can further avoid subsequent calculations of invalid curves, reduce redundant calculations, and improve calculation efficiency.

[0019] Combining the first aspect and the above implementation methods, in some possible implementation methods, during the vehicle door opening process, obtaining a set of effective obstacles outside the vehicle includes: during the vehicle door opening process, obtaining feature information of the obstacles outside the vehicle; based on the feature information, identifying effective obstacles that pose a collision risk with the vehicle door during the vehicle door opening process from the obstacles, thereby obtaining a set of effective obstacles.

[0020] In the above technical solution, by screening obstacles, effective obstacles that pose a collision risk with the car door are selected to obtain a set of effective obstacles. This ensures the effectiveness of the effective obstacles in the target set, while deleting obstacles that do not pose a collision risk avoids redundant calculations and improves computational efficiency.

[0021] Secondly, this application provides a device for controlling a vehicle door, the device comprising: an acquisition module for acquiring a set of valid obstacles outside the vehicle during the opening process of the vehicle door; the set of valid obstacles includes multiple valid obstacles; a determination module for determining, for each valid obstacle in the set of valid obstacles, an opening angle curve of the remaining opening angle of the vehicle door changing over time within a target time period, thereby obtaining a set of opening angle curves; the target time period includes the current moment, a first time period before the current moment, and a second time period after the current moment; and a control module for determining a target obstacle from the set of valid obstacles based on the set of opening angle curves, and limiting the opening angle of the vehicle door based on the target obstacle.

[0022] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to: for each valid obstacle in the set of valid obstacles, determine the remaining opening angle of the vehicle door at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period; M is an integer greater than 1 and N is an integer greater than 1; based on the remaining opening angle at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period corresponding to each valid obstacle, determine the opening angle curve corresponding to each valid obstacle, and obtain the set of opening angle curves.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: for each valid obstacle in the set of valid obstacles, determine the current position of the valid obstacle at the current moment, the N historical positions in the first time period, and the M predicted positions in the second time period; for each valid obstacle, determine the remaining opening angle at the current moment based on the current position, determine the N remaining opening angles based on the N historical positions, and determine the M remaining opening angles based on the M predicted positions.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to: evaluate the threat level of each effective obstacle in the effective obstacle set based on the set of opening angle curves; and determine the effective obstacle with the highest threat level in the effective obstacle set as the target obstacle.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to: determine a first number of minimum angles for each effective obstacle in the effective obstacle set within the target time period based on the set of opening angle curves; the minimum angle is the minimum remaining opening angle of the set of opening angle curves at the same moment; determine a second number of minimum angles for each effective obstacle in the effective obstacle set within the current moment and the second time period based on the set of opening angle curves; and assess the threat level of each effective obstacle in the effective obstacle set based on the first number and the second number.

[0026] In conjunction with the second aspect and the above implementation, in some possible implementations, the device further includes: a filtering module, used to, before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, designate opening angle curves that show an increasing trend in the set of opening angle curves as invalid curves; delete invalid curves from the set of opening angle curves, and delete the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the filtering module is further used to: determine the theoretical remaining opening angle of the vehicle door at the current moment before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves; designate opening angle curves whose theoretical remaining opening angle is less than the remaining opening angle at the current moment as invalid curves; delete invalid curves from the set of opening angle curves, and delete the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0028] Combining the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is specifically used to: acquire feature information of obstacles outside the vehicle during the vehicle door opening process; and based on the feature information, determine the effective obstacles that pose a collision risk with the vehicle door during the vehicle door opening process, thereby obtaining a set of effective obstacles.

[0029] Thirdly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0030] Fourthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0031] Fifthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0032] Figure 1 This is a flowchart illustrating a method for controlling a car door provided in an embodiment of this application.

[0033] Figure 2This is a schematic diagram of an obstacle outside the vehicle on the door opening side provided in an embodiment of this application.

[0034] Figure 3 This is a schematic diagram of obstacle data in a radar coordinate system provided in an embodiment of this application.

[0035] Figure 4 This is a schematic diagram illustrating the prediction of obstacle location information in a single frame, as provided in an embodiment of this application.

[0036] Figure 5 This is a schematic diagram of an opening angle curve provided in an embodiment of this application.

[0037] Figure 6 This is a schematic diagram of another opening angle curve provided in the embodiments of this application.

[0038] Figure 7 This is a schematic diagram of a device for controlling a car door provided in an embodiment of this application.

[0039] Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0040] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0041] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0042] Currently, there are few systems in the vehicle architecture that can avoid obstacles at close range during door opening. These systems are mostly used in high-end models and are mainly triggered by stationary objects outside the vehicle. Traditional door opening warning (DOW) functions mainly warn traffic participants at a relatively far distance from the side and rear of the vehicle during door opening. They only have warning capabilities and cannot combine obstacle position information to implement precise active control of the door opening angle, making it difficult to avoid the risk of door collisions at the root.

[0043] Therefore, how to precisely control the car door to avoid collisions with obstacles when exiting, reduce vehicle maintenance costs, and improve safety and user experience when getting out of the car has become an urgent technical problem to be solved.

[0044] Based on this, this application proposes a method for controlling a car door. By determining the curves of the remaining opening angles of the obstacle in the past, present, and future dimensions, the target obstacle is determined to restrict the opening of the car door. This method can achieve precise control of the car door to avoid collisions with the target obstacle when opening the door, reduce vehicle maintenance costs, and improve the safety and user experience of getting out of the car.

[0045] Figure 1 This is a flowchart illustrating a method for controlling a vehicle door according to an embodiment of this application. The method is applied to an electronic device, which can be a vehicle. Specifically, it can be an electronic control unit within the vehicle.

[0046] For example, such as Figure 1 As shown, the method 100 includes: Step 101: During the vehicle door opening process, obtain a set of valid obstacles outside the vehicle; the set of valid obstacles includes multiple valid obstacles; Step 102: For each valid obstacle in the set of valid obstacles, determine the opening angle curve of the vehicle door as a function of time within the target time period, and obtain the set of opening angle curves; the target time period includes the current time, the first time period before the current time, and the second time period after the current time. Step 103: Determine the target angle based on the set of opening angle curves, and limit the opening angle of the vehicle door based on the target angle.

[0047] exist Figure 1 In the illustrated embodiment, during the vehicle door opening process, for each effective obstacle in the set of effective obstacles outside the vehicle, an opening angle curve is determined. The opening angle curve is a curve showing the change of the vehicle door's remaining opening angle over time during the current moment, the first time period before the current moment, and the second time period after the current moment. This allows for the analysis of the impact of effective obstacles on the door based on the remaining opening angle of the door in the past, present, and future dimensions. This ensures that the target obstacles for subsequently restricting door opening are more accurate, enabling precise control of the door to avoid collisions with target obstacles when opening the door, reducing vehicle maintenance costs, and improving the safety and user experience during the exit scenario.

[0048] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 101, an effective obstacle is an obstacle that poses a risk of collision with the vehicle door during the opening process. An effective obstacle can be a stationary obstacle, such as a vehicle parked in an adjacent location, a curb, a stone block, a wall, or a guardrail; or it can be a dynamic obstacle, such as a pedestrian, a non-motorized vehicle, or a motorized vehicle approaching from the side.

[0049] All valid obstacles are located outside the vehicle. All valid obstacles outside the vehicle can be obtained during the vehicle door opening process and organized into a set of valid obstacles. The set of valid obstacles can include multiple valid obstacles.

[0050] In some embodiments, during the process of opening the vehicle door, obtaining a set of effective obstacles outside the vehicle includes: during the process of opening the vehicle door, obtaining feature information of the obstacles outside the vehicle; and based on the feature information, identifying effective obstacles that pose a collision risk with the vehicle door during the process of opening the vehicle door, thereby obtaining a set of effective obstacles.

[0051] It is understandable that vehicles are usually equipped with radar. For example, the radar can be a millimeter-wave radar, which can detect obstacles around the vehicle in real time. Specifically, the obstacles can refer to all obstacles outside the vehicle measured by the millimeter-wave radar installed near the vehicle door. The millimeter-wave radar can output the characteristic information of the obstacles.

[0052] The specific characteristics of an obstacle may include: obstacle ID (Identification), obstacle height, obstacle's lateral and longitudinal position in the radar coordinate system, lateral and longitudinal velocity, obstacle confidence level, etc.

[0053] Among them, obstacle ID refers to the unique number assigned by the radar to each detected object, which is used to continuously track the same external object in multiple consecutive frames of detection data to achieve object tracking association.

[0054] Obstacle height refers to the vertical spatial dimensions of obstacles detected by radar. It is used to distinguish between low obstacles (such as curbs and bollards) and higher obstacles (such as adjacent vehicles and pedestrians) and to help determine whether the obstacle is within the collision height range of the vehicle door.

[0055] The horizontal and vertical positions of an obstacle in the radar coordinate system represent the two-dimensional spatial coordinates of the obstacle relative to the radar mounting origin, and can be used to determine the relative position between the obstacle and the vehicle door.

[0056] The lateral and longitudinal velocities of obstacles characterize the motion state of obstacles relative to the vehicle and are used to predict the positional change trend of dynamic obstacles. Obstacle confidence represents the probability that the currently detected target is a real obstacle. It is used to filter false targets generated by radar clutter and reduce the probability of false triggering of functions.

[0057] After obtaining the feature information of obstacles outside the vehicle, effective obstacles that pose a collision risk with the vehicle door during the opening process can be identified based on the feature information. These effective obstacles are then organized into a set to obtain the effective obstacle set.

[0058] Specifically, the vehicle can be configured with preset conditions to determine whether an obstacle is a valid obstacle. For example, it can determine whether the obstacle ID (Identification) is valid, whether the obstacle height is greater than a preset height, whether the obstacle is located on the door opening side based on its lateral and longitudinal positions and lateral and longitudinal velocities in the radar coordinate system, and whether the obstacle confidence level is greater than a preset confidence level. This will determine whether the obstacle meets the preset conditions and whether it is a valid obstacle that poses a collision risk with the vehicle door during the opening process.

[0059] The aforementioned preset height can specifically refer to the height corresponding to the minimum ground clearance of the vehicle door. When the height of an obstacle is less than or equal to the preset height, there is no risk of collision between the obstacle and the vehicle door during the door opening process. Only when the height of the obstacle is greater than the preset height will there be a risk of collision between the obstacle and the vehicle door during the door opening process.

[0060] The door opening side refers to the area outside the direction of movement of the vehicle door when it is opened. When an obstacle is located on the door opening side, it is determined that there is a possibility that the obstacle may fall into the door's opening path, that is, it is determined that the obstacle may pose a collision risk to the vehicle door during the vehicle's door opening process.

[0061] Figure 2 This is a schematic diagram of an obstacle outside the vehicle on the door opening side provided in an embodiment of this application.

[0062] For example, such as Figure 2 As shown, the vehicle includes: a vehicle body 10 and a door 30 in the process of opening. The door 30 is equipped with a radar 60, which can be used to detect obstacles outside the vehicle.

[0063] The opened area of ​​the door 30 is region 70, the opening direction of the door 30 is direction 50, the traveling direction of the obstacle 20 is direction 40, and the obstacle 20 is outside the region 70 corresponding to the opened area of ​​the door 30, so it can be determined that the obstacle 20 is on the door opening side.

[0064] Preset confidence level refers to the pre-set confidence threshold of the obstacle, which is the minimum confidence level required to identify the obstacle as a real obstacle. When the obstacle confidence level is greater than the preset confidence level, it can be determined that the obstacle is a real obstacle detected by radar, and only then can the obstacle pose a collision risk to the car door.

[0065] If the obstacle is higher than the preset height, located on the door opening side, and has a confidence level greater than the preset confidence level, the obstacle can be determined to be a real obstacle. If the obstacle is higher than the height corresponding to the lowest clearance between the door and the ground and there is a possibility that the obstacle will fall into the door opening path, the above preset conditions are met. In this case, it is determined that the obstacle poses a collision risk to the door, and thus the obstacle is determined to be a valid obstacle.

[0066] If any one of the three conditions included in the above preset conditions is not met, it can be determined that the obstacle does not pose a collision risk to the car door, the preset conditions are not met, and thus the obstacle is not a valid obstacle.

[0067] For each obstacle detected outside the vehicle, it can be determined whether it meets the above preset conditions, thus determining whether each obstacle is a valid obstacle. The identified valid obstacles are then organized into a set, resulting in the valid obstacle set.

[0068] In the above method, by screening obstacles, effective obstacles that pose a collision risk with the car door are selected to obtain a set of effective obstacles. This ensures the effectiveness of the effective obstacles in the target set, while removing obstacles that do not pose a collision risk avoids redundant calculations and improves computational efficiency.

[0069] In step 102, the target time period is a duration that includes the current time, the first time period before the current time, and the second time period after the current time. That is, the target time period includes three stages: the past, the present, and the future.

[0070] The opening angle curve is a curve showing the remaining opening angle of a vehicle door for each valid obstacle over time, with one curve corresponding to each valid obstacle. For a fixed valid obstacle, the remaining opening angle refers to the maximum angle that the vehicle door can open to, which is the maximum allowed opening angle minus the current opening angle of the vehicle door.

[0071] Understandably, the current opening angle of the vehicle door may change over time, as may the position of the effective obstacle, thus altering the maximum allowable opening angle of the vehicle door for that effective obstacle. Changes in the current and / or maximum opening angle over time will also cause changes in the remaining opening angle.

[0072] For each valid obstacle, the opening angle curve can be plotted based on the change of the remaining opening angle over time in the current moment, the first time period before the current moment, and the second time period after the current moment. The opening angle curves corresponding to each valid obstacle can be organized into a set to obtain the opening angle curve set.

[0073] In some embodiments, for each valid obstacle in the set of valid obstacles, the remaining opening angle of the vehicle door during the target time period is determined as an opening angle curve, resulting in a set of opening angle curves. This includes: for each valid obstacle in the set of valid obstacles, determining the remaining opening angle of the vehicle door at the current moment, N remaining opening angles in the first time period, and M remaining opening angles in the second time period; where M is an integer greater than 1 and N is an integer greater than 1; and based on the remaining opening angle at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period corresponding to each valid obstacle, determining the opening angle curve corresponding to each valid obstacle, resulting in a set of opening angle curves.

[0074] For each valid obstacle, the remaining maximum opening angle of the vehicle door can be determined at the current time, the first time period before the current time, and the second time period after the current time. Then, the opening angle curve corresponding to the valid obstacle can be plotted based on the determined remaining opening angle.

[0075] Specifically, the remaining opening angle can be determined based on the data detected by radar. The current moment corresponds to a frame of detection data, which is recorded as the current frame. Therefore, for each valid obstacle, the remaining opening angle at the current moment can be determined based on the detection data of the current frame.

[0076] The first time period can specifically include N frames of historical detection data, and the second time period can specifically include M frames of predicted detection data. Therefore, for each valid obstacle, N remaining opening angles can be determined based on N frames of historical detection data, and M remaining opening angles can be determined based on M frames of predicted detection data.

[0077] It is understandable that the aforementioned "frame" refers to a frame of detection data collected and output by the radar in a single sensing cycle.

[0078] For each valid obstacle, the remaining opening angle at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period can be obtained. Based on the discrete remaining opening angle sampling points of multiple consecutive frames for each valid obstacle, the opening angle curve can be plotted.

[0079] Specifically, mathematical induction can be used to fit the discrete remaining opening angle sampling points of the effective obstacle across multiple frames. For example, by preprocessing the target curve through quadratic or cubic polynomial fitting, a continuous and smooth remaining opening angle constraint curve can be obtained. This curve can suppress the angle jump caused by single-frame radar detection fluctuations.

[0080] In the above method, by determining the remaining opening angle of each effective obstacle at the current moment in the target time period, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period, it is possible to accurately draw the opening angle curve of the effective obstacle based on the multiple remaining opening angles in the target time period. This accurately describes the impact of effective obstacles on the door in the historical, current, and future stages, making it easier to control the door to avoid collisions with obstacles and improve vehicle safety.

[0081] In some embodiments, for each valid obstacle in the set of valid obstacles, determining the remaining opening angle of the vehicle door at the current moment, N remaining opening angles in a first time period, and M remaining opening angles in a second time period includes: for each valid obstacle in the set of valid obstacles, determining the current position of the valid obstacle at the current moment, N historical positions in the first time period, and M predicted positions in the second time period; for each valid obstacle, determining the remaining opening angle at the current moment based on the current position, determining N remaining opening angles based on the N historical positions, and determining M remaining opening angles based on the M predicted positions.

[0082] A single frame of data detected by radar can include information such as the position and velocity of a valid obstacle. Specifically, the position can include the lateral and longitudinal positions of the valid obstacle in the radar coordinate system, and the velocity can include the longitudinal and lateral velocities of the valid obstacle relative to the radar.

[0083] For the current moment, the current position (including lateral and longitudinal positions) of the effective obstacle detected by the radar can be obtained, and the remaining opening angle of the effective obstacle at the current moment can be determined based on the current position.

[0084] Specifically, the distance from the radar mounting location to the door axis can be obtained. The door axis refers to the central axis on which the door rotates during opening and closing. Based on the distance from the radar mounting location to the door axis, and the current position including both lateral and longitudinal positions, the remaining opening angle of the effective obstacle at the current moment can be calculated.

[0085] Figure 3 This is a schematic diagram of obstacle data in a radar coordinate system provided in an embodiment of this application.

[0086] For example, such as Figure 3 As shown, for radar 60, the x-axis and y-axis can be established as the radar coordinate system. The lateral position of obstacle 20 in the radar coordinate system is... The longitudinal position of obstacle 20 is The distance from the radar installation location to the door axis is The lateral velocity of obstacle 20 is The longitudinal velocity of obstacle 20 is .

[0087] Calculate the remaining opening angle The specific formula is shown in the following formula (1): (1); In the above formula (1), The remaining opening angle at the current moment. The horizontal range included in the current position. The vertical positions included in the current position. This refers to the distance from the radar installation location to the door axis.

[0088] For each valid obstacle, multiple historical positions of the valid obstacle in the radar coordinate system can be obtained by tracing back multiple frames based on the current state data of the valid obstacle. As in the above embodiment, the first time period includes N frames, so N historical positions (including lateral and longitudinal positions) of the valid obstacle in the radar coordinate system can be obtained by tracing back N frames. For each historical position, a remaining opening angle can be determined, resulting in N remaining opening angles.

[0089] For example, if the first time period includes two frames, then the state data of the current valid obstacle is traced back two frames to obtain the historical positions of the valid obstacles in the two frames before the current moment. The historical position of the frame before the current moment is recorded as the first historical position. , The historical positions of the two frames preceding the current moment are recorded as the second historical position. , The remaining opening angle can be calculated for the first historical position. For the second historical position, the remaining opening angle can be calculated. This yields two remaining opening angles.

[0090] Calculate the remaining opening angle The specific formula is shown in the following formula (2): (2); In the above formula (2), The remaining opening angle corresponding to the first historical position. The horizontal position of the first historical position. The vertical position of the first historical position. This refers to the distance from the radar installation location to the door axis.

[0091] Calculate the remaining opening angle The specific formula is shown in the following formula (3): (3); In the above formula (3), The remaining opening angle corresponding to the second historical position. This is the horizontal position of the second historical position. The vertical position of the second historical position. This refers to the distance from the radar installation location to the door axis.

[0092] After obtaining the remaining opening angle at the current moment and the remaining opening angles at N historical positions, we can output the maximum set of angles that the door can continue to open due to the current effective obstacles. , , ).

[0093] For each valid obstacle, multiple predicted positions of the valid obstacle in the radar coordinate system can be predicted in the next few frames based on the current state data of the valid obstacle. As in the above embodiment, the second time period includes M frames, so based on the current position and current velocity of the valid obstacle, M predicted positions (including lateral and longitudinal positions) of the valid obstacle in the second time period can be predicted. For each predicted position, a remaining opening angle can be determined, resulting in M ​​remaining opening angles.

[0094] Specifically, based on the current state data of the effective obstacle, the lateral position, longitudinal position, lateral velocity, and longitudinal velocity of the effective obstacle in the radar coordinate system can be obtained. The lateral and longitudinal positions of the effective obstacle one frame later can be predicted to obtain the predicted position of the effective obstacle one frame later. Based on the predicted position one frame later, the maximum angle at which the door can continue to open one frame later can be calculated to obtain a remaining opening angle.

[0095] For example, if the second time period includes one frame, then based on the current state data of the effective obstacles, a predicted position of the effective obstacles in the radar coordinate system in the next few frames is predicted, denoted as the predicted position. , For predicted location () , The remaining opening angle can be calculated. This yields a remaining opening angle.

[0096] Predict the lateral position of the effective obstacle in the radar coordinate system one frame from now. As shown in the following formula (4): (4); In the above formula (4), The lateral velocity of the effective obstacle at the current moment. Δt represents the lateral position of the effective obstacle at the current moment, and Δt is the radar frame period.

[0097] Predict the longitudinal position of the effective obstacle in the radar coordinate system one frame from now. As shown in the following formula (5): (5); In the above formula (5), The effective obstacle's longitudinal velocity at the current moment. Δt represents the longitudinal position of the effective obstacle at the current moment, and Δt is the radar frame period.

[0098] Predict the remaining opening angle of the door that will allow it to continue opening after 1 frame. As shown in the following formula (6): (6); After obtaining the remaining opening angle at the current moment, the remaining opening angles at N historical positions, and the remaining opening angles at M predicted positions, we can output the maximum set of angles that the door can continue to open due to the current effective obstacles. , , , ).

[0099] Figure 4 This is a schematic diagram illustrating the prediction of obstacle location information in a single frame, as provided in an embodiment of this application.

[0100] For example, such as Figure 4 As shown, the current position of effective obstacle 20 is ( , The current speed is (). The predicted position of effective obstacle 20 after one frame is ( , Based on predicted location ( , The calculated remaining opening angle is: .

[0101] In the above method, by obtaining the historical position and the current position, and predicting obstacles to obtain the predicted position, the first time period and the current moment can be accurately determined based on the historical position, the current position and the predicted position. This allows for the accurate determination of the remaining opening angle of the exit door at each position, which is convenient for drawing the opening angle curve based on the determined remaining opening angle.

[0102] In step 103, one opening angle curve in the set of opening angle curves corresponds to one effective obstacle. Specifically, the opening angle curve includes the remaining opening angle of the effective obstacle from the first time period to the current time period, and then to the second time period and multiple frames.

[0103] The target obstacle can be the obstacle that has the greatest impact on the vehicle door opening process. After obtaining the set of opening angle curves, each effective obstacle can be analyzed based on the opening angle curves, and the target obstacle that has the greatest impact on the vehicle door opening process can be selected from the set of effective obstacles based on the analysis results.

[0104] Once the target obstacle is identified, the remaining opening angle of the car door can be limited to prevent a collision between the car door and the target obstacle.

[0105] In some embodiments, determining a target obstacle from a set of valid obstacles based on a set of opening angle curves includes: assessing the threat level of each valid obstacle in the set of valid obstacles based on the set of opening angle curves; and determining the valid obstacle with the highest threat level in the set of valid obstacles as the target obstacle.

[0106] The aforementioned threat level refers to the degree of influence of an effective obstacle on the vehicle door opening process. The threat level ranges from 0 to 100%, with higher values ​​indicating a greater threat. A higher threat level indicates a greater impact of the effective obstacle on the door opening process, and a higher priority for the vehicle's avoidance control of that effective obstacle during door opening.

[0107] After obtaining the set of opening angle curves, each effective obstacle in the set of effective obstacles can be evaluated based on all the opening angle curves included in the set, and the threat level of each effective obstacle can be determined.

[0108] After obtaining the threat level of each valid obstacle in the set of valid obstacles, the threat levels of each valid obstacle are compared to determine the valid obstacle with the highest threat level, which is then designated as the target obstacle. During subsequent vehicle door opening, the remaining opening angle of the door is limited based on the remaining opening angle corresponding to the target obstacle with the highest threat level, in order to prevent the door from colliding with the target obstacle.

[0109] For example, the set of effective obstacles includes three effective obstacles: Obj1, Obj2, and Obj3. Assuming that the threat level of Obj1 is assessed to be 20%, the threat level of Obj2 is 50%, and the threat level of Obj3 is 60%, then the effective obstacle with the highest threat level can be determined to be Obj3. In this case, Obj3 is used as the target obstacle, and the remaining opening angle of the door is subsequently limited based on the remaining opening angle corresponding to Obj3.

[0110] In the above method, the threat level of each effective obstacle in the effective obstacle set is evaluated by using the set of opening angle curves. The effective obstacle with the highest threat level is identified as the target obstacle. This can identify potential threat targets that exist during the driver or passenger's door opening process, ensuring that the maximum opening angle of the vehicle door is accurately determined based on the target obstacle with the highest threat level for subsequent control of the vehicle door. This improves the accuracy of door control, effectively avoids collisions between the door and obstacles, and enhances vehicle safety.

[0111] In some embodiments, assessing the threat level of each effective obstacle in the effective obstacle set based on the set of opening angle curves includes: determining a first number of minimum angles for each effective obstacle in the effective obstacle set during a target time period based on the set of opening angle curves; the minimum angle being the minimum remaining opening angle of the set of opening angle curves at the same moment; determining a second number of minimum angles for each effective obstacle in the effective obstacle set during the current moment and a second time period based on the set of opening angle curves; and assessing the threat level of each effective obstacle in the effective obstacle set based on the first number and the second number.

[0112] The set of opening angle curves includes the opening angle curve corresponding to each valid obstacle. After obtaining the opening angle curve corresponding to each valid obstacle, the opening angle curve corresponding to each valid obstacle in the set of opening angle curves can be drawn in the same coordinate system.

[0113] Figure 5 This is a schematic diagram of an opening angle curve provided in an embodiment of this application.

[0114] For example, such as Figure 5 As shown, the horizontal axis of the coordinate system represents time t, with units of seconds (s), and the vertical axis represents the remaining opening angle. The unit is rad (radians).

[0115] Figure 5 In the context, the set of valid obstacles includes three valid obstacles: Obj1, Obj2, and Obj3, and the target time period includes the current time. The previous frame at the current moment The two frames before the current moment The next frame after the current moment and the two frames after the current moment .

[0116] The first time period in the above embodiment is Figure 5 In Up to the current moment The corresponding time period, the first time period includes the frame preceding the current time. and the two frames before the current moment The second time period in the above embodiment is... Figure 5 The current moment in to The corresponding time period, the second time period includes the frame following the current time. and the two frames after the current time .

[0117] The curve for each valid obstacle includes the current moment. The corresponding remaining opening angle, the previous frame at the current moment The corresponding remaining opening angle, the two frames before the current moment The corresponding remaining opening angle, the next frame after the current moment. The corresponding remaining opening angle, and the next two frames at the current moment. The corresponding remaining opening angle.

[0118] For each valid obstacle, the first number of minimum angles within the target time period can be determined based on the set of opening angle curves. The minimum angle refers to the minimum remaining opening angle corresponding to all valid obstacles in the set of valid obstacles at the same time.

[0119] It is understandable that for a single valid obstacle, the target time period includes multiple frames corresponding to multiple remaining opening angles, with one frame corresponding to one remaining opening angle. For multiple valid obstacles, one frame corresponds to the remaining opening angles of each of the multiple valid obstacles. For example... Figure 5 , Figure 5 In the target time period, there are 5 remaining opening angles for effective obstacle Obj1, including 5 frames. For effective obstacles Obj1, Obj2, and Obj3, at the same time (e.g., the current time)... The remaining opening angles corresponding to Obj1, Obj2, and Obj3 are respectively.

[0120] Specifically, based on the set of opening angle curves, the minimum remaining opening angle among the remaining opening angles of multiple effective obstacles at each frame time in the target time period is determined, the effective obstacle corresponding to the minimum remaining opening angle at each frame time is determined, and then the number of minimum remaining opening angles included in each effective obstacle in the set of effective obstacles is counted to obtain the first number.

[0121] For example, such as Figure 5 As shown, in the two frames before the current time At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj3; in the previous frame at the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj2; at the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj2; in the next frame after the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj3; in the next two frames after the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj3.

[0122] Statistical analysis shows that within the target time period, the first number of minimum angles included by effective obstacle Obj1 is 0, the first number of minimum angles included by effective obstacle Obj2 is 2, and the first number of minimum angles included by effective obstacle Obj3 is 3.

[0123] Specifically, based on the set of opening angle curves, the minimum remaining opening angle among the remaining opening angles corresponding to multiple effective obstacles at the current time and at each frame time in the second time period is determined. The effective obstacle corresponding to the minimum remaining opening angle at each frame time is determined. Then, the number of minimum remaining opening angles included in each effective obstacle in the set of effective obstacles is counted to obtain the second number.

[0124] For example, such as Figure 5 As shown, at the current moment At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj2; in the next frame after the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj3; in the next two frames after the current time... At time t, among the remaining opening angles corresponding to Obj1, Obj2, and Obj3, the smallest remaining opening angle is the remaining opening angle corresponding to Obj3.

[0125] Statistical analysis shows that the second number of minimum angles included by effective obstacle Obj1 at the current time and during the second time period is 0, the second number of minimum angles included by effective obstacle Obj2 is 1, and the second number of minimum angles included by effective obstacle Obj3 is 2.

[0126] The threat level of each valid obstacle is assessed based on a first and second number of each obstacle. Generally, a larger first number or a larger second number indicates a greater threat level.

[0127] For example, as in the above embodiment, the first quantity and second quantity of effective obstacle Obj1 are 0; the first quantity and second quantity of effective obstacle Obj2 are 2; and the first quantity and second quantity of effective obstacle Obj3 are 3. The first quantity of effective obstacle Obj3 is greater than the first quantity of effective obstacle Obj2 and the first quantity of effective obstacle Obj1, and the second quantity of effective obstacle Obj3 is greater than the second quantity of effective obstacle Obj2 and the second quantity of effective obstacle Obj1. Therefore, it can be determined that effective obstacle Obj3 has the highest threat level. At this time, a first threat level, such as 80%, can be assigned to effective obstacle Obj3.

[0128] If the first number of effective obstacles Obj2 is greater than the first number of effective obstacles Obj1, and the second number of effective obstacles Obj2 is greater than the second number of effective obstacles Obj1, then the threat level of effective obstacle Obj2 can be determined to be less than the threat level of effective obstacle Obj3, but greater than the threat level of effective obstacle Obj1. In this case, a second threat level, such as 50%, can be assigned to effective obstacle Obj2. If the threat level of effective obstacle Obj1 is the lowest, then a third threat level, such as 10%, can be assigned to effective obstacle Obj1.

[0129] If the effective obstacle Obj3 poses the greatest threat, then the target obstacle can be identified as the effective obstacle Obj3.

[0130] In some embodiments, a first total number of minimum angles included in the target time period can be determined, and a first threat level can be determined based on the ratio of the first total number of minimum angles included in the effective obstacles to the first total number; a second total number of minimum angles included in the current time and the second time period can be determined, and a second threat level can be determined based on the ratio of the second total number of minimum angles included in the effective obstacles to the second total number. The threat level of each effective obstacle is determined based on the first threat level and a first weight, the second threat level and a second weight.

[0131] The aforementioned first and second weights can be pre-set, and their sum is 1, with the second weight being greater than the first weight. It can be understood that the first weight corresponds to the first level of threat, and the second weight corresponds to the second level of threat. The first level of threat is determined based on historical moments, the current moment, and future moments, while the second level of threat is determined based on the current moment and future moments. During the vehicle door opening process, to prevent collisions, the current moment and future moments are more important; therefore, the second weight corresponding to the second level of threat is usually slightly larger. For example, the first weight is 0.4, and the second weight is 0.6.

[0132] As in the above embodiment, if the first total number of minimum angles within the target time period is 5, the first number corresponding to Obj1 is 0, then the first threat level of Obj1 is 0%; if the first number corresponding to Obj2 is 2, then the first threat level of Obj2 is 40%; if the first number corresponding to Obj3 is 3, then the first threat level of Obj3 is 60%.

[0133] As in the above embodiment, the second total number of the minimum angles included in the current moment and the second time period is 3, the second number corresponding to Obj1 is 0, so the second threat level of Obj1 is 0%; the second number corresponding to Obj2 is 1, so the second threat level corresponding to Obj2 is approximately 33.33%; the second number corresponding to Obj3 is 2, so the second threat level corresponding to Obj3 is approximately 66.67%.

[0134] The first threat level of Obj1 is 0%, and the second threat level is 0%, so the total threat level of Obj1 is 0%. The first threat level of Obj2 is 40%, and the second threat level is 33.33%, so the total threat level of Obj2 is 40% * 0.4 + 33.33% * 0.6 = 35.998%. The first threat level of Obj3 is 60%, and the second threat level is 66.67%, so the total threat level of Obj3 is 60% * 0.4 + 66.67% * 0.6 = 64.002%. Based on this, we can determine that the effective obstacle with the highest threat level is Obj3.

[0135] In some embodiments, when multiple effective obstacles pose the same threat level, all of the multiple effective obstacles can be identified as target obstacles. When limiting the remaining opening angle of the car door at the current moment, the minimum value among the remaining opening angles of the multiple obstacles at the current moment is taken as the target angle to limit the opening of the car door.

[0136] In the above method, the threat level is assessed by the minimum number of angles included in the effective obstacles, which can ensure that the identified target obstacle is the obstacle that restricts the opening of the car door the most, thus ensuring that the car door is precisely controlled based on the target obstacle. The threat level is assessed by the minimum number of angles in the target time period and the minimum number of angles in the current time and the second time period in the future, which can ensure that the threat level considers the historical period while focusing on the current time and the future period, thereby improving the reliability of the threat level.

[0137] In some embodiments, before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: designating opening angle curves that show an increasing trend in the set of opening angle curves as invalid curves; deleting invalid curves from the set of opening angle curves; and deleting the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0138] The set of opening angle curves may also contain invalid curves. Invalid curves represent the opening angle curves corresponding to effective obstacles that have no impact on the vehicle door opening process. Specifically, invalid curves can be characterized by an increasing trend in the remaining opening angle as time increases within the target time period.

[0139] It is understandable that the effective obstacles in the effective set include dynamic obstacles. There might be a dynamic obstacle whose direction of movement is away from the door, and whose speed is greater than the door's opening speed. In this case, during the door opening process, because the effective obstacle actively moves away from the door, the remaining opening angle may increase over time. When the remaining opening angle increases over time, it can be determined that the effective obstacle will not collide with the door. Therefore, it can be determined that the effective obstacle has no impact on the vehicle door opening process, and the opening angle curve can be identified as an invalid curve.

[0140] Figure 6 This is a schematic diagram of another opening angle curve provided in the embodiments of this application.

[0141] For example, such as Figure 6 As shown, the set of opening angle curves includes the curve corresponding to the effective obstacle Obj1 and the curve corresponding to the effective obstacle Obj2. Figure 6 If the curve corresponding to the effective obstacle Obj1 increases with time, then the curve corresponding to the effective obstacle Obj1 can be determined to be an invalid curve.

[0142] Once invalid curves are identified, they can be removed from the set of opening angle curves. At the same time, the valid obstacles corresponding to the invalid curves can be removed from the set of valid obstacles. After the removal, a new set of opening angle curves and a new set of valid obstacles can be obtained. Subsequently, the target obstacle with the greatest threat level can be determined from the new set of valid obstacles based on the new set of opening angle curves.

[0143] In the above method, if the opening angle curve shows an increasing trend, it can be determined that the obstacle has no effect on the opening of the car door. The opening angle curve showing an increasing trend is identified as an invalid curve, and the valid obstacle and the invalid curve are deleted. This can avoid subsequent calculations of invalid curves, reduce redundant calculations, and improve calculation efficiency.

[0144] In some embodiments, before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: determining the theoretical remaining opening angle of the vehicle door at the current moment; designating opening angle curves whose theoretical remaining opening angle is less than the remaining opening angle at the current moment as invalid curves; deleting invalid curves from the set of opening angle curves, and deleting the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0145] The theoretical remaining opening angle of a vehicle door refers to the maximum angle that the vehicle door can still open relative to its current opening angle when there are no obstacles during the opening process. The theoretical remaining opening angle is usually obtained by subtracting the current opening angle from the maximum opening angle of the door.

[0146] The maximum opening angle of the car door mentioned above refers to the limit of the opening angle allowed by the mechanical structure of the door, that is, the maximum rotation angle that the door can reach under the condition that there is no obstacle interfering with it. The maximum opening angle of the car door can be a pre-calibrated fixed value and can be obtained directly.

[0147] After obtaining the theoretical remaining opening angle of the vehicle door at the current moment, this theoretical remaining opening angle can be compared with the remaining opening angle calculated based on the current position of the effective obstacle. If it is determined that the theoretical remaining opening angle is less than the remaining opening angle calculated at the current moment, then the opening angle curve corresponding to the effective obstacle is determined as an invalid curve.

[0148] It is understandable that when the theoretical remaining opening angle is less than the remaining opening angle calculated at the current moment, it can be determined that the door will not collide with the effective obstacle even when it is opened to the maximum opening angle. In other words, the effective obstacle will not affect the opening of the door. At this time, the opening angle curve of the effective obstacle is determined to be an invalid curve.

[0149] Once invalid curves are identified, they can be removed from the set of opening angle curves. At the same time, the valid obstacles corresponding to the invalid curves can be removed from the set of valid obstacles. After the removal, a new set of opening angle curves and a new set of valid obstacles can be obtained. Subsequently, the target obstacle with the greatest threat level can be determined from the new set of valid obstacles based on the new set of opening angle curves.

[0150] In some embodiments, invalid curves can be determined based on the increasing trend of the opening angle curve and the fact that the theoretical remaining opening angle is less than the remaining opening angle at the current moment. The determined invalid curves are then removed from the set of opening angle curves, and the valid obstacles corresponding to the invalid curves are also removed from the set of valid obstacles.

[0151] In the above method, it is determined that the door will not collide with a valid obstacle even when it is opened to its maximum opening angle, since the theoretical remaining opening angle is less than the remaining opening angle calculated at the current moment. This obstacle has no effect on the opening of the door. The opening angle curve of the valid obstacle is determined as an invalid curve, and the valid obstacle and the invalid curve are deleted. This can further avoid subsequent calculations of invalid curves, reduce redundant calculations, and improve calculation efficiency.

[0152] Figure 7 This is a schematic diagram of a device for controlling a car door provided in an embodiment of this application.

[0153] For example, such as Figure 7 As shown, the device 700 includes: The acquisition module 701 is used to acquire a set of valid obstacles outside the vehicle during the vehicle door opening process; the set of valid obstacles includes multiple valid obstacles; The determination module 702 is used to determine, for each valid obstacle in the set of valid obstacles, the opening angle curve of the vehicle door changing with time during the target time period, and obtain the set of opening angle curves; the target time period includes the current time, the first time period before the current time and the second time period after the current time. The control module 703 is used to determine the target obstacle from the set of valid obstacles based on the set of opening angle curves, and to limit the opening angle of the vehicle door based on the target obstacle.

[0154] In some embodiments, the determining module 702 is specifically used to: for each valid obstacle in the set of valid obstacles, determine the remaining opening angle of the vehicle door at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period; M is an integer greater than 1 and N is an integer greater than 1; based on the remaining opening angle at the current moment corresponding to each valid obstacle, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period, determine the opening angle curve corresponding to each valid obstacle, and obtain a set of opening angle curves.

[0155] In some embodiments, the determining module 702 is specifically configured to: for each valid obstacle in the set of valid obstacles, determine the current position of the valid obstacle at the current moment, N historical positions in the first time period, and M predicted positions in the second time period; for each valid obstacle, determine the remaining opening angle at the current moment based on the current position, determine N remaining opening angles based on the N historical positions, and determine M remaining opening angles based on the M predicted positions.

[0156] In some embodiments, the control module 703 is specifically used to: evaluate the threat level of each effective obstacle in the effective obstacle set based on the set of opening angle curves; and determine the effective obstacle with the highest threat level in the effective obstacle set as the target obstacle.

[0157] In some embodiments, the control module 703 is specifically configured to: determine a first number of minimum angles for each effective obstacle in the effective obstacle set within a target time period based on the set of opening angle curves; the minimum angle is the minimum remaining opening angle of the set of opening angle curves at the same moment; determine a second number of minimum angles for each effective obstacle in the effective obstacle set within the current moment and the second time period based on the set of opening angle curves; and assess the threat level of each effective obstacle in the effective obstacle set based on the first number and the second number.

[0158] In some embodiments, the device 700 further includes: a filtering module, configured to, before determining a target obstacle from a set of valid obstacles based on a set of opening angle curves, designate opening angle curves that show an increasing trend as invalid curves; delete invalid curves from the set of opening angle curves; and delete the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0159] In some embodiments, the filtering module is further configured to: determine the theoretical remaining opening angle of the vehicle door at the current moment before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves; designate opening angle curves whose theoretical remaining opening angle is less than the remaining opening angle at the current moment as invalid curves; delete invalid curves from the set of opening angle curves and delete the valid obstacles corresponding to invalid curves from the set of valid obstacles.

[0160] In some embodiments, the acquisition module 701 is specifically used to: acquire feature information of obstacles outside the vehicle during the vehicle door opening process; and determine effective obstacles that pose a collision risk with the vehicle door during the vehicle door opening process based on the feature information, thereby obtaining a set of effective obstacles.

[0161] Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0162] For example, such as Figure 8 As shown, the vehicle 800 includes a memory 801 and a processor 802. The memory 801 stores executable program code 8011, and the processor 802 is used to call and execute the executable program code 8011 to perform a method for controlling a vehicle door provided in this application embodiment.

[0163] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling a car door provided in embodiments of this application.

[0164] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0165] When the functional modules are divided according to their respective functions, the device may also include an acquisition module, a determination module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0166] It should be understood that the device provided in this embodiment is used to perform the above-described method for controlling a car door, and therefore can achieve the same effect as the above-described implementation method.

[0167] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0168] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0169] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling a car door provided in the above embodiments.

[0170] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for controlling a car door provided in the above embodiment.

[0171] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling a car door provided in the above embodiment.

[0172] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0173] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0174] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0175] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle door, characterized in that, The method includes: During the vehicle door opening process, a set of valid obstacles outside the vehicle is acquired; the set of valid obstacles includes multiple valid obstacles. For each valid obstacle in the set of valid obstacles, determine the opening angle curve of the vehicle door as a function of time within the target time period, and obtain the set of opening angle curves; the target time period includes the current time, the first time period before the current time, and the second time period after the current time. The target obstacle is determined from the set of effective obstacles based on the set of opening angle curves, and the opening angle of the vehicle door is restricted based on the target obstacle.

2. The method according to claim 1, characterized in that, For each valid obstacle in the set of valid obstacles, the remaining opening angle of the vehicle door during the target time period is determined as an opening angle curve, resulting in a set of opening angle curves, including: For each valid obstacle in the set of valid obstacles, determine the remaining opening angle of the vehicle door at the current moment, the N remaining opening angles in the first time period, and the M remaining opening angles in the second time period; M is an integer greater than 1 and N is an integer greater than 1. Based on the remaining opening angle of each effective obstacle at the current moment, the N remaining opening angles of the first time period, and the M remaining opening angles of the second time period, the opening angle curve corresponding to each effective obstacle is determined, and the opening angle curve set is obtained.

3. The method according to claim 2, characterized in that, For each valid obstacle in the set of valid obstacles, determining the remaining opening angle of the vehicle door at the current moment, N remaining opening angles in the first time period, and M remaining opening angles in the second time period includes: For each valid obstacle in the set of valid obstacles, determine the current position of the valid obstacle at the current moment, N historical positions in the first time period, and M predicted positions in the second time period; For each of the effective obstacles, the remaining opening angle at the current moment is determined based on the current position, N remaining opening angles are determined based on N historical positions, and M remaining opening angles are determined based on M predicted positions.

4. The method according to claim 1, characterized in that, The step of determining the target obstacle from the set of valid obstacles based on the set of opening angle curves includes: Based on the set of opening angle curves, assess the threat level of each effective obstacle in the set of effective obstacles; The effective obstacle with the highest threat level in the set of effective obstacles is identified as the target obstacle.

5. The method according to claim 4, characterized in that, The assessment of the threat level of each effective obstacle in the effective obstacle set based on the set of opening angle curves includes: Based on the set of opening angle curves, determine the first number of minimum angles for each effective obstacle in the set of effective obstacles during the target time period; the minimum angle is the minimum remaining opening angle of the set of opening angle curves at the same time. Based on the set of opening angle curves, determine the second number of minimum angles for each effective obstacle in the set of effective obstacles during the current time and the second time period; Based on the first quantity and the second quantity, the threat level of each effective obstacle in the set of effective obstacles is assessed.

6. The method according to claim 1, characterized in that, Before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: Opening angle curves that show an increasing trend in the set of opening angle curves are considered invalid curves; The invalid curve is removed from the set of opening angle curves, and the valid obstacle corresponding to the invalid curve is removed from the set of valid obstacles.

7. The method according to claim 2, characterized in that, Before determining the target obstacle from the set of valid obstacles based on the set of opening angle curves, the method further includes: Determine the theoretical remaining opening angle of the vehicle door at the current moment; The opening angle curves where the theoretical remaining opening angle is less than the remaining opening angle at the current moment are considered invalid curves. The invalid curve is removed from the set of opening angle curves, and the valid obstacle corresponding to the invalid curve is removed from the set of valid obstacles.

8. The method according to any one of claims 1 to 7, characterized in that, The process of acquiring a set of valid obstacles outside the vehicle during the vehicle door opening includes: During the vehicle door opening process, acquire feature information of obstacles outside the vehicle; Based on the feature information, effective obstacles that pose a collision risk with the vehicle door during the opening process are identified from the obstacles, thus obtaining the set of effective obstacles.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

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