Method and apparatus for controlling an automated vehicle - Patents.com

Abstract

The present application discloses a method and apparatus for controlling an automated vehicle. The method includes the steps of: monitoring driving safety information before or while the vehicle is entering a curve; acquiring a vehicle position in response to the driving safety information; acquiring curve information, the curve information including at least one of a position of a start point of the curve and a position of an end point of the curve; and controlling the vehicle to stop at a position outside the curve based on the vehicle position and the curve information. This application can avoid the risk of accidents such as rear-end collisions caused by the vehicle stopping inside the curve, thereby improving the driving safety of the automated vehicle.

Description

[Technical field]

[0001] The present application relates to the field of vehicle safety and vehicle driving automation, and in particular to a method and apparatus for controlling an automated vehicle. [Background technology]

[0002] As the number of automobiles continues to increase, problems such as traffic congestion, road safety, and environmental pollution caused by automobiles are becoming more serious. Intelligent connected vehicles based on autonomous driving technology and networked communication technology will emerge in accordance with the requirements of the times. Through intelligent information exchange and sharing between vehicles and X (people, roads, vehicles, cloud, etc.), safe, efficient, comfortable and energy-saving driving of automated vehicles will be realized.

[0003] Currently, when a high-level automated driving system (ADS) controls a vehicle, the automated driving system replaces humans to complete the driving environment monitoring and vehicle driving operations on the vehicle. For example, the automated driving system is a Highway Pilot (HWP) system. If an automated driving system failure occurs on a vehicle driving on a highway (e.g., the sensor is broken, the software has a bug, or the dense fog / heavy rain in the driving environment exceeds the limit preset in the automated driving system), the vehicle no longer meets the driving environment conditions allowed by the automated driving, and the HWP system sends a takeover request for the driver to control the vehicle and continue driving. If the driver does not respond, the HWP system will initiate a minimum risk control based on the failure of a specific component or function of the vehicle to immediately stop the vehicle or change lanes to stop the vehicle, allowing the vehicle to reach the minimum risk condition and keeping the vehicle and the people in the vehicle away from potential injury risks.

[0004] Although the current minimum risk control strategy can enable the vehicle to stop as quickly as possible when the autonomous driving system fails, there are still accidents such as rear-end collisions with stopped vehicles due to the untimely reaction of the following vehicles, which reduces the safety of vehicle driving. Summary of the Invention [Means for solving the problem]

[0005] The embodiments of the present application disclose a method and apparatus for controlling an automated vehicle, which avoids the risk of accidents such as rear-end collisions caused by a vehicle stopping at a curve, and improves the driving safety of the automated vehicle.

[0006] According to a first aspect, an embodiment of the present application provides a method for controlling an automated vehicle, the method including the steps of: monitoring driving safety information before or when the vehicle enters a curve, acquiring a position of the vehicle in response to the driving safety information, acquiring curve information, the curve information including at least one of a position of a start point of the curve and a position of an end point of the curve, and controlling the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information.

[0007] The curve in this embodiment of the present application is a road section of a highway, a first-class road, a second-class road, a third-class road, or a fourth-class road, the radius of curvature of which is 800 meters or less. The start point of the curve indicates the beginning of the curve, and the end point of the curve indicates the end of the curve. In this embodiment of the present application, the start point and the end point of the curve are defined based on the traveling direction of the lane in which the vehicle is located. Specifically, the position where the vehicle is about to enter the curve when the vehicle is driving toward the curve may be defined as the start point, and the position where the vehicle is about to exit the curve when the vehicle is exiting the curve may be defined as the end point. For example, the entrance of the curve may be defined as the start point of the curve, and the exit of the curve may be defined as the end point of the curve. Correspondingly, "before the vehicle enters the curve" in this embodiment of the present application means that the position of the vehicle is before the start point of the curve, and "when the vehicle is entering the curve" in this embodiment of the present application means that the position of the vehicle is between the start point of the curve and the end point of the curve. Of course, the start point and the end point of the curve may be defined in another way.

[0008] The driving safety information is information that affects the driving safety of the vehicle or causes the vehicle to exit and stop the automatic driving state. In one possible implementation form, the driving safety information can be generated by the vehicle or can be transmitted to the vehicle by a roadside unit (RSU), a base station, or another vehicle.

[0009] It can be seen that in this embodiment of the present application, the vehicle can monitor driving safety information in real time. When the vehicle detects driving safety information near or in a curve, the vehicle controls the vehicle based on the current vehicle position and the curve information, for example, controls the vehicle to brake, shift gears, slow down, or change lanes, so as to ensure that the vehicle finally stops at a position outside the curve, for example, before entering or after passing the curve. By implementing this embodiment of the present application, the vehicle can be stopped outside the curve. The road outside the curve is usually a straight road, and has fewer driving blind spots, so that it is ensured that the following vehicle has a sufficiently good field of vision and a long enough reaction time to take avoidance measures in a timely manner. This avoids rear-end collisions between vehicles. Based on the first aspect, in one possible embodiment, the driving safety information is system failure information, and the system failure information indicates that a system failure has occurred in the vehicle, and the step of monitoring the driving safety information includes the step of obtaining the system failure information by detecting the system status of the vehicle.

[0010] The driving safety information may also be the system fault information of the vehicle, and the fault severity of the vehicle may affect the driving safety of the vehicle, so that the vehicle needs to stop. The system fault information may be, for example, a side rear sensor fault of the vehicle, an inability to sense the steering mechanism, a bug in the system software, or an inability to sense the brake mechanism. In other words, when a system fault occurs in the automated vehicle, in order to ensure the safety of the vehicle, the vehicle may automatically exit the automated driving state and enable a stop control strategy, or use a corresponding stop control strategy in the case of no response within a preset period after the handover request is proposed, to keep the vehicle and people in the vehicle away from potential injury risks.

[0011] Based on the first aspect, in one possible embodiment, the driving safety information is environmental risk information, the environmental risk information indicates that the driving environment of the vehicle does not meet the risk conditions pre-set in the autonomous driving system, and the step of monitoring the driving safety information includes a step of obtaining the environmental risk information by detecting the conditions of the environment in which the vehicle is located.

[0012] It can be seen that the driving safety information can be environmental risk information. No fault has occurred in the vehicle. However, since the vehicle is an automated vehicle and the automated driving system has preset environmental conditions, when the vehicle detects that some parameters of the current environment exceed the preset environmental conditions of the automated driving system, the safe driving of the vehicle will be affected and the vehicle needs to be stopped. The environmental risk information can be, for example, that the parameters such as the concentration of rainfall / snowfall / thick fog in the environment where the vehicle is located do not match the environmental parameters preset for automated driving, or that the type of road section where the vehicle should be driven does not match the type of road section preset in the automated driving system. In other words, when the environment where the automated vehicle is located changes dramatically, in order to ensure the driving safety of the vehicle, the vehicle can automatically exit the automated driving state and enable a stop control strategy, or use a corresponding stop control strategy in the case of no response within a preset period after the handover request is proposed, to keep the vehicle and people in the vehicle away from potential injury risks.

[0013] Based on the first aspect, in one possible embodiment, the driving safety information is curve obstacle information, the curve obstacle information indicating that there is an obstacle blocking passage at the curve, and the step of monitoring the driving safety information includes the step of receiving the curve obstacle information transmitted by a roadside unit (RSU).

[0014] It can be seen that the driving safety information can be curve obstacle information. In this case, no obstacle has occurred in the vehicle, and the current driving environment of the vehicle meets the environmental conditions preset in the autonomous driving system. However, there exists an obstacle (e.g., a large rock, a fallen tree, a ground collapse, or an accident vehicle, or a vehicle temporarily parked in the curve) in the curve, which prevents the vehicle from passing through the curve, so that the vehicle needs to be stopped from entering the curve in a timely manner. In other words, the RSU located near the curve can detect the smooth condition of the curve in real time. Upon finding that an obstacle exists in the curve, the RSU generates curve obstacle information and transmits the curve obstacle information to the vehicle, and the curve obstacle information is used to indicate that there is an obstacle that prevents the vehicle from passing through the curve. After the vehicle receives the curve obstacle information, in order to ensure the driving safety of the vehicle, the vehicle will exit the autonomous driving system and use a corresponding stop control strategy, or use a corresponding stop control strategy when there is no response within a preset period after the handover request is proposed, to keep the vehicle and the people in the vehicle away from potential injury risks.

[0015] According to the first aspect, in one possible embodiment, the step of obtaining the curve information includes the step of receiving the curve information transmitted by a roadside unit (RSU).

[0016] Based on the first aspect, in one possible embodiment, the step of obtaining curve information includes the steps of receiving motion trajectory information transmitted by a reference vehicle entering the curve, and processing the motion trajectory information to obtain the curve information.

[0017] According to the first aspect, in one possible embodiment, the step of obtaining the curve information comprises processing map data in the vehicle to obtain the curve information.

[0018] Based on the first aspect, in one possible embodiment, the step of controlling the vehicle to stop at an outside position of the curve based on the vehicle position and the curve information includes a step of determining a relative positional relationship between the vehicle and the curve based on the vehicle position and the curve information, where the relative positional relationship indicates that the vehicle is not entering the curve or is entering the curve, and a step of controlling the vehicle to stop at an outside position of the curve based on the relative positional relationship.

[0019] It can be seen that in the present application, a stopping strategy for the vehicle is determined by determining the relative positional relationship between the vehicle and the curve, so as to ensure that the vehicle stops at a safe position outside the curve to avoid rear-end collision with the following vehicle, thereby reducing accidents in the curve section and improving the driving safety of the automated vehicle.

[0020] Based on the first aspect, in one possible embodiment, the step of controlling the vehicle to stop at a position on the outside of the curve based on the relative position relationship includes a step of controlling the vehicle to stop at a position before a start point of the curve or controlling the vehicle to stop at a position after an end point of the curve if the relative position relationship indicates that the vehicle is not entering a curve, and a step of controlling the vehicle to stop at a position after an end point of the curve if the relative position relationship indicates that the vehicle is entering a curve.

[0021] When the driving safety information is monitored, it is found that if the vehicle is not entering a curve, the vehicle is stopped before entering the curve, or is driven into the curve and stopped after the end of the curve (in this case, the driving safety information is not curve obstacle information). If the vehicle is entering a curve, the vehicle is stopped at a position after the end of the curve.

[0022] Based on the first aspect, in one possible embodiment, when the relative positional relationship indicates that the vehicle is entering a curve, the step of controlling the vehicle to stop at a position behind the curve includes the steps of obtaining a first safety distance, the safety distance being a maximum braking distance to prevent a following vehicle from colliding with the vehicle, and controlling the vehicle to stop at a position that is at least the first safety distance from the end of the curve.

[0023] Considering that the field of view of the following vehicle in the curve is limited, in this application, it is found that the distance between the stopping position of the vehicle and the end point of the curve is equal to or greater than the first safety distance, so that the following vehicle has enough reaction time to take evasive measures to avoid collision with the stopped vehicle. The first safety distance is the maximum braking distance determined by considering factors such as the speed of the following vehicle, the reaction time to detect the parked vehicle ahead, and the braking force of the following vehicle relative to the positive farthest distance of the following vehicle.

[0024] Based on the first aspect, in one possible embodiment, the curve information further includes a radius of curvature of the curve, and the step of obtaining the first safety distance includes a step of obtaining the first safety distance based on the radius of curvature of the curve.

[0025] In this embodiment of the present application, the first safety distance is used to prevent a following vehicle in a curve from colliding with a stopped vehicle at the end of the curve due to limited visibility.

[0026] Based on the first aspect, in one possible embodiment, the method further includes a step of receiving steering wheel rotation angle information transmitted by a reference vehicle entering the curve, and a radius of curvature of the curve is obtained by processing based on the steering wheel rotation angle information.

[0027] Based on the first aspect, in one possible embodiment, the step of obtaining the first safety distance based on the radius of curvature of the curve includes the steps of performing a calculation based on the radius of curvature of the curve to obtain a safe speed of the vehicle, and obtaining the first safety distance based on the radius of curvature of the curve and the safe speed.

[0028] It can be seen that the first safety distance can be obtained by the vehicle by calculation based on the obtained radius of curvature.

[0029] Based on the first aspect, in one possible embodiment, the step of obtaining a first safety distance based on the radius of curvature of the curve includes a step of searching mapping information based on the radius of curvature of the curve to obtain the first safety distance, wherein the mapping information includes a mapping relationship between a combination of a safe speed and a radius of curvature and the safety distance.

[0030] It can be seen that the first safety distance can be obtained by searching for mapping information, which is a mapping relationship between the radius of curvature of the curve, the safe speed and the safety distance, and the mapping information can be pre-stored in the vehicle, or can be sent by the roadside unit, or can be sent by a server.

[0031] Based on the first aspect, in one possible embodiment, the method further includes the step of acquiring a position of the parked vehicle when the parked vehicle is detected to be at a position that is at least a first safety distance from the end point of the curve. The step of controlling the vehicle to stop at a position that is at least the first safety distance from the end point of the curve includes the steps of acquiring a second safety distance based on the position of the parked vehicle and the first safety distance, where the second safety distance is greater than the first safety distance, and controlling the vehicle to stop at a position that is at least the second safety distance from the end point of the curve.

[0032] It can be seen that when the vehicle obtains the first safety distance, the vehicle's final stopping position after the vehicle exits the curve is obtained. However, if another parked vehicle is detected at the preset final stopping position when the vehicle approaches the end of the curve, the vehicle may obtain a second safety distance based on the position of the other parked vehicle detected and the first safety distance to obtain a new stopping position after the curve.

[0033] Based on the first aspect, in one possible embodiment, when a parked vehicle is detected at a position that is more than a first safety distance from the end of the curve, the step of controlling the vehicle to stop at a position that is more than a first safety distance from the end of the curve specifically includes a step of controlling the vehicle to stop at a position in an adjacent lane to the lane in which the parked vehicle is located that is more than the first safety distance from the end of the curve.

[0034] It will be appreciated that the adjacent lane may be the adjacent lane to the left or right of a straight lane after the vehicle has exited a curve, or it may be an emergency stopping area on the far right side of the road after the vehicle has exited a curve.

[0035] Based on the first aspect, in one possible embodiment, the method further includes, after the step of controlling the vehicle to stop at an outside position of the curve based on the vehicle position and the curve information, performing at least one of the steps of instructing the vehicle to turn on a hazard warning signal light to provide a danger signal warning, instructing the vehicle to initiate an automatic shutdown command to shut down the engine, instructing the doors to be automatically unlocked when the doors are locked, and instructing the vehicle to activate an emergency rescue system.

[0036] According to the first aspect, in one possible embodiment, the step of obtaining the curve information includes the step of receiving the curve information transmitted by a cloud server.

[0037] Based on the first aspect, in one possible embodiment, obtaining the location of the parked vehicle includes receiving the location of the parked vehicle transmitted by a roadside unit (RSU).

[0038] According to the first aspect, in one possible embodiment, obtaining the position of the parked vehicle comprises receiving the position of the parked vehicle transmitted by the parked vehicle.

[0039] In this embodiment of the present application, when the emergency driving safety information is monitored before the vehicle enters the curve or after the vehicle enters the curve, the automatic control of the vehicle can be realized, so that the vehicle can be stopped at a safe position outside the curve. This avoids the risk of accidents such as rear-end collisions caused by the vehicle stopping in the curve. The vehicle is controlled to stop at a certain distance from the end of the curve after the vehicle exits the curve, so that the following vehicle in the curve has enough reaction time to take avoidance measures to avoid collision with the stopped vehicle ahead. This reduces accidents in the curve section and improves the driving safety of the automated vehicle.

[0040] According to a second aspect, an embodiment of the present application provides an apparatus for controlling an automated vehicle, the apparatus including: a monitoring apparatus configured to monitor driving safety information before or when the vehicle enters a curve, the monitoring apparatus including a sensor or transceiver disposed on the vehicle; and a positioning apparatus configured to acquire a position of the vehicle in response to the driving safety information, the transceiver further configured to acquire curve information, the curve information including at least one of a position of a start point of the curve and a position of an end point of the curve; and the apparatus includes a processor configured to control the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information.

[0041] It is understood that the monitoring device may be a hardware in the vehicle that can detect or indicate the system status of the vehicle, such as a sensor such as a radar, an inertial measurement unit, a lidar, a global positioning system, or a camera, a steering mechanism, a braking mechanism, or other hardware. Alternatively, the monitoring device may be a sensor in the vehicle that can detect an environmental parameter, such as a rainfall sensor, an illuminance sensor, or a fog density detector. Alternatively, the monitoring device may be a transceiver in the vehicle and configured to receive driving safety information transmitted by a roadside unit, a server, etc.

[0042] The positioning device in this embodiment of the present application may be one or more of an in-vehicle Global Positioning System (GPS), an Assisted Global Positioning System (AGPS), a Mapbar Position System (MPS), a Beidou satellite positioning system, a Global Navigation Star System (GLONASS), a Galileo satellite positioning system, etc.

[0043] Based on the second aspect, in one possible embodiment, the driving safety information is system fault information, the system fault information indicates that a system fault has occurred in the vehicle, and the sensor is specifically configured to obtain the system fault information by detecting a system status of the vehicle.

[0044] Based on the second aspect, in one possible embodiment, the driving safety information is environmental risk information, where the environmental risk information indicates that the driving environment of the vehicle does not meet the risk conditions pre-set in the autonomous driving system, and the sensor is specifically configured to acquire the environmental risk information by detecting conditions of the environment in which the vehicle is located.

[0045] Based on the second aspect, in one possible embodiment, the driving safety information is curve obstacle information, the curve obstacle information indicating that there is an obstacle blocking passage at the curve, and the transceiver is specifically configured to receive the curve obstacle information transmitted by a roadside unit (RSU).

[0046] According to the second aspect, in one possible embodiment, the transceiver is specifically configured to receive curve information transmitted by a roadside unit (RSU).

[0047] According to the second aspect, in one possible embodiment, the processor is specifically configured to obtain curve information provided by map data in the vehicle.

[0048] Based on the second aspect, in one possible embodiment, the transceiver is further configured to receive motion trajectory information transmitted by the reference vehicle that has entered the curve, and the processor is specifically configured to process the motion trajectory information to obtain the curve information.

[0049] Based on the second aspect, in one possible embodiment, the processor is specifically configured to determine a relative positional relationship between the vehicle and the curve based on the vehicle position and the curve information, where the relative positional relationship indicates that the vehicle is not entering the curve or is entering the curve, and control the vehicle to stop at an outside position of the curve based on the relative positional relationship.

[0050] Based on the second aspect, in one possible embodiment, the processor is specifically configured to control the vehicle to stop at a position before the start of the curve or control the vehicle to stop at a position after the end of the curve if the relative position relationship indicates that the vehicle is not entering a curve, and to control the vehicle to stop at a position after the end of the curve if the relative position relationship indicates that the vehicle is entering a curve.

[0051] Based on the second aspect, in one possible embodiment, when the relative positional relationship indicates that the vehicle is entering a curve, the processor is specifically configured to obtain a first safety distance, the safety distance being a maximum braking distance to prevent a following vehicle from colliding with the vehicle, and to control the vehicle to stop at a position that is equal to or greater than the first safety distance from the end of the curve.

[0052] Based on the second aspect, in one possible embodiment, the transceiver is further configured to receive steering wheel rotation angle information transmitted by a reference vehicle entering the curve, and the processor is specifically configured to process the steering wheel rotation angle information to obtain a radius of curvature.

[0053] Based on the second aspect, in one possible embodiment, the curve information further includes a radius of curvature of the curve, and the processor is specifically configured to obtain the first safety distance based on the radius of curvature of the curve.

[0054] Based on the second aspect, in one possible embodiment, the processor is specifically configured to perform calculations based on a radius of curvature of the curve to obtain a safe speed of the vehicle, and to obtain a first safety distance based on the radius of curvature of the curve and the safe speed.

[0055] Based on the second aspect, in one possible embodiment, the processor is specifically configured to search mapping information based on information of the vehicle speed and the radius of curvature of the curve to obtain the first safety distance, and the mapping information includes a mapping relationship between a combination of the speed and the radius of curvature and the safety distance.

[0056] Based on the second aspect, in one possible embodiment, when a parked vehicle is detected at a position that is more than a first safety distance from the end of the curve, the processor is specifically configured to obtain a position of the parked vehicle, obtain a second safety distance based on the position of the parked vehicle and the first safety distance, and control the vehicle to stop at a position that is more than the second safety distance from the end of the curve, where the second safety distance is greater than the first safety distance.

[0057] Based on the second aspect, in one possible embodiment, when a parked vehicle is detected at a position that is more than a first safe distance from the end of the curve, the processor is specifically configured to control the vehicle to stop at a position in an adjacent lane to the lane in which the parked vehicle is located that is more than the first safe distance from the end of the curve.

[0058] Based on the second aspect, in one possible embodiment, the processor is further configured to specifically perform at least one of the following: instruct the vehicle to turn on a hazard warning signal light to provide a danger signal warning; instruct the vehicle to initiate an automatic shutdown command to shut down the engine; instruct the doors to be automatically unlocked when the doors are locked; and instruct the vehicle to activate an emergency rescue system.

[0059] According to the second aspect, in one possible embodiment, the transceiver is specifically configured to receive curve information transmitted by a cloud server.

[0060] According to the second aspect, in one possible embodiment, the transceiver is specifically configured to receive the location of the parked vehicle transmitted by a roadside unit (RSU).

[0061] According to the second aspect, in one possible embodiment, obtaining the position of the parked vehicle includes receiving the position of the parked vehicle transmitted by the parked vehicle.

[0062] According to a third aspect, an embodiment of the present application provides an apparatus for controlling an automated vehicle, the apparatus including: a safety monitoring unit configured to monitor driving safety information before the vehicle enters a curve or when the vehicle enters a curve, an information acquiring unit configured to acquire a position of the vehicle in response to the driving safety information, the information acquiring unit further configured to acquire curve information, the curve information including at least one of a position of a start point of the curve and a position of an end point of the curve, and a processing control unit configured to control the vehicle to stop at an outer position of the curve based on the position of the vehicle and the curve information.

[0063] Based on the third aspect, in one possible embodiment, the driving safety information is system fault information, the system fault information indicates that a system fault has occurred in the vehicle, and the safety monitoring unit is specifically configured to obtain the system fault information by detecting a system status of the vehicle.

[0064] Based on the third aspect, in one possible embodiment, the driving safety information is environmental risk information, and the environmental risk information indicates that the driving environment of the vehicle does not meet the risk conditions pre-set in the autonomous driving system, and the safety monitoring unit is specifically configured to obtain the environmental risk information by detecting the conditions of the environment in which the vehicle is located.

[0065] Based on the third aspect, in one possible embodiment, the driving safety information is curve obstacle information, the curve obstacle information indicating that there is an obstacle blocking passage at the curve, and the safety monitoring unit is specifically configured to receive the curve obstacle information sent by a roadside unit (RSU).

[0066] Based on the third aspect, in one possible embodiment, the information obtaining unit is specifically configured to receive curve information transmitted by a roadside unit (RSU).

[0067] According to the third aspect, in one possible embodiment, the processing control unit is specifically configured to process map data in the vehicle to obtain the curve information.

[0068] Based on the third aspect, in one possible embodiment, the information acquisition unit is specifically configured to receive motion trajectory information transmitted by a reference vehicle entering a curve, and acquire curve information based on the motion trajectory information.

[0069] Based on the third aspect, in one possible embodiment, the processing control unit is specifically configured to determine a relative positional relationship between the vehicle and the curve based on the vehicle position and the curve information, where the relative positional relationship indicates that the vehicle is not entering the curve or is entering the curve, and to control the vehicle to stop at an outside position of the curve based on the relative positional relationship.

[0070] Based on the third aspect, in one possible embodiment, the processing control unit is specifically configured to control the vehicle to stop at a position before the start of the curve or to control the vehicle to stop at a position after the end of the curve if the relative position relationship indicates that the vehicle is not entering a curve, and to control the vehicle to stop at a position after the end of the curve if the relative position relationship indicates that the vehicle is entering a curve.

[0071] Based on the third aspect, in one possible embodiment, when the relative positional relationship indicates that the vehicle is entering a curve, the processing control unit is specifically configured to obtain a first safety distance, the safety distance being a maximum braking distance to prevent a following vehicle from colliding with the vehicle, and to control the vehicle to stop at a position that is equal to or greater than the first safety distance from the end of the curve.

[0072] Based on the third aspect, in one possible embodiment, the information acquisition unit is further configured to receive steering wheel rotation angle information transmitted by a reference vehicle entering the curve, and the processing control unit is configured to process the steering wheel rotation angle information in particular to obtain a curvature radius.

[0073] Based on the third aspect, in one possible embodiment, the curve information further includes a radius of curvature of the curve, and the processing control unit is specifically configured to obtain the first safety distance based on the radius of curvature of the curve.

[0074] Based on the third aspect, in one possible embodiment, the processing control unit is specifically configured to perform a calculation based on a radius of curvature of the curve to obtain a safe speed of the vehicle, and to obtain a first safety distance based on the radius of curvature of the curve and the safe speed.

[0075] Based on the third aspect, in one possible embodiment, the processing control unit is specifically configured to search mapping information based on a radius of curvature of the curve to obtain the first safety distance, and the mapping information includes a mapping relationship between a combination of the safe speed and the radius of curvature and the safety distance.

[0076] Based on the third aspect, in one possible embodiment, when it is detected that the parked vehicle is at a position that is equal to or greater than a first safety distance from the end point of the curve, the information acquisition unit is further configured to acquire a position of the parked vehicle. The processing control unit is specifically configured to acquire a second safety distance based on the position of the parked vehicle and the first safety distance, and control the vehicle to stop at a position that is equal to or greater than the second safety distance from the end point of the curve, where the second safety distance is greater than the first safety distance.

[0077] Based on the third aspect, in one possible embodiment, when a parked vehicle is detected at a position that is more than a first safe distance from the end of the curve, the processing control unit is specifically configured to control the vehicle to stop at a position in an adjacent lane to the lane in which the parked vehicle is located that is more than the first safe distance from the end of the curve.

[0078] Based on the third aspect, in one possible embodiment, the information obtaining unit is specifically configured to receive the curve information transmitted by the cloud server.

[0079] Based on the third aspect, in one possible embodiment, the information acquiring unit is specifically configured to receive the location of the parked vehicle transmitted by a roadside unit (RSU).

[0080] Based on the third aspect, in one possible embodiment, the information acquiring unit is specifically configured to receive the location of the parked vehicle transmitted by the parked vehicle.

[0081] Based on the third aspect, in one possible embodiment, the processing control unit is further configured to specifically perform at least one of the following: instruct the vehicle to turn on a hazard warning signal light to provide a danger signal warning; instruct the vehicle to initiate an automatic shutdown command to shut down the engine; instruct the doors to be automatically unlocked when the doors are locked; and instruct the vehicle to activate an emergency rescue system.

[0082] According to a fourth aspect, an embodiment of the present application provides a chip, the chip including a processor and a data interface, the processor reads instructions stored in a memory via the data interface to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0083] Optionally, in one implementation, the chip may further include a memory. The memory stores instructions. The processor is configured to execute the instructions stored in the memory. When the instructions are executed, the processor is configured to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0084] According to a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, the computer-readable storage medium storing a program code to be executed by a device, the program code including instructions for performing a method according to the first aspect or any one of the possible implementations of the first aspect.

[0085] According to a sixth aspect, an embodiment of the present application provides a computer software product. The computer program software product includes program instructions. When the computer software product is executed by an apparatus, the apparatus performs the method according to the first aspect. The computer software product may be a software installation package. When the method provided in any possible design of the first aspect needs to be used, the computer software product may be downloaded and executed on the apparatus to implement the method of the first aspect.

[0086] It can be seen that in the embodiment of the present application, driving safety information is monitored in real time. When the vehicle detects driving safety information near or in a curve, the vehicle controls the vehicle based on the current position of the vehicle and the curve information, so that the vehicle finally stops at a position outside the curve. For example, the vehicle stops before entering or after passing the curve to avoid a rear-end collision between the vehicle and the following vehicle. This reduces accidents in the curve section and improves the driving safety of the automated vehicle.

[0087] In order to more clearly describe the technical solutions in the embodiments of the present application, the following briefly describes the accompanying drawings for describing the embodiments. The accompanying drawings in the following description illustrate some embodiments of the present application, and it is obvious that those skilled in the art can further derive other drawings from these accompanying drawings without difficulty. [Brief description of the drawings]

[0088] [Figure 1] FIG. 1(1) and FIG. 1(2) are schematic diagrams of a scenario for controlling an automated vehicle in the prior art. [Diagram 2] 2(1) to 2(3) are schematic diagrams of several scenarios for controlling an automated vehicle according to an embodiment of the present application. [Diagram 3] FIG. 1 is a diagram of a system architecture of a communication system for an automated vehicle according to an embodiment of the present application. [Figure 4] 1 is a schematic diagram of an automated vehicle structure according to an embodiment of the present application; [Diagram 5] 1 is a flowchart of a method for controlling an automated vehicle according to an embodiment of the present application. [Figure 6] 1 is a flowchart of a method for controlling an automated vehicle before the automated vehicle enters a curve, according to one embodiment of the present application. [Figure 7] 7(1) to 7(4) are schematic diagrams of several scenarios before an automated vehicle enters a curve, according to one embodiment of the present application. [Figure 8] 1 is a flowchart of a method for controlling an automated vehicle after the automated vehicle enters a curve, according to one embodiment of the present application. [Figure 9] 9(1) and 9(2) are schematic diagrams of several scenarios after an automated vehicle enters a curve, according to one embodiment of the present application. [Figure 10] 4 is a flowchart of another method for controlling an automated vehicle after the automated vehicle enters a curve, according to an embodiment of the present application. [Figure 11]11(1) to 11(3) are schematic diagrams of several scenarios after an automated vehicle enters a curve, according to one embodiment of the present application. [Figure 12] 4 is a flowchart of another method for controlling an automated vehicle before the automated vehicle enters a curve, according to an embodiment of the present application. [Figure 13] 13(1) to 13(4) are schematic diagrams of several scenarios before an automated vehicle enters a curve, according to one embodiment of the present application. [Figure 14] 4 is a flowchart of another method for controlling an automated vehicle after the automated vehicle enters a curve, according to an embodiment of the present application. [Figure 15] 15(1) to 15(3) are schematic diagrams of several scenarios after an automated vehicle enters a curve, according to one embodiment of the present application. [Figure 16] 1 is a schematic diagram of a functional structure of an apparatus used in an automated vehicle according to an embodiment of the present application; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0089] Hereinafter, the technical solutions in the embodiments of the present application will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present application. It is clear that the described embodiments are only a part, not all, of the embodiments of the present application. All other embodiments that can be easily obtained by those skilled in the art based on the embodiments of the present application shall fall within the protection scope of the present application.

[0090] It should be noted that the terms used in the embodiments of this application are merely for describing certain embodiments and are not intended to limit the present application. The singular terms "a", "the" and "this" used in the embodiments of this application and the appended claims are also intended to include the plural unless the context clearly dictates otherwise. In addition, "include", "have" and any other variations thereof are intended to cover non-exclusive inclusions. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0091] Since the present application relates to a minimum risk control method for an automated vehicle, in order to facilitate understanding, the following first describes relevant terms that may be used in the embodiments of the present application.

[0092] (1) Intelligent Connected Vehicles An Intelligent Connected Vehicle (ICV) is an organic combination of autonomous driving technology and networked communication technology. It is equipped with devices such as advanced on-board sensors, controllers, and actuators, and integrates the latest communication and network technologies to realize intelligent information exchange and sharing between the vehicle and X (people, vehicles, roads, cloud, etc.), enabling the vehicle to have functions such as complex environmental sensing, intelligent decision-making, and cooperative control, achieving "safe, comfortable, energy-saving, environmentally friendly, and efficient" driving, and is the next-generation vehicle that can ultimately replace human driving.

[0093] (2) Autonomous Driving Automated driving technology has evolved from low-level Advanced Driver Assistance System (ADAS) to high-level Automated Driving System (ADS). High-level Automated Driving System (ADS) means that the system continuously performs all Dynamic Driving Tasks (DDT) within the Operational Domain Design (ODD) of the system. In other words, the mechanical system is allowed to undertake all tasks of automatic control of the vehicle only in designated appropriate driving scenarios, i.e., the system is activated when the vehicle meets the ODD conditions, and the system replaces the human driver as the main driver of the vehicle. The Dynamic Driving Task (DDT) is to continuously perform lateral (left and right steering) and longitudinal motion control (acceleration, deceleration, and constant speed) for the vehicle, and to detect and respond to targets and events in the vehicle's driving environment. The Operational Design Domain (ODD) refers to the conditions under which the automated driving system can operate safely. The set conditions may include geographic location, road type, speed range, weather, time, national and local traffic laws, etc. The Highway Pilot (HWP) system is used as an example. The system recognizes that the vehicle is in the ODD (e.g., the vehicle is currently traveling on the highway, the weather is clear, the vehicle is at an appropriate speed, the lighting conditions are good, and the Global Positioning System (GPS) has a stable signal), and the HWP system continues to execute all DDTs after the driver confirms that the system is activated.

[0094] (3) Networked Communications Network communication technology is applied to vehicles and is usually called the Internet of Vehicles, which is a large-scale system network for wireless communication and information exchange between vehicles and X (vehicles, roads, people, clouds, etc.) based on intra-vehicle networks, inter-vehicle networks, and in-vehicle mobile Internet according to agreed communication protocols and data exchange standards, i.e., the Internet of Vehicles can implement real-time online communication between vehicles, between vehicles and infrastructure, between vehicles and clouds, etc. Communication between vehicles is also called Vehicle to Vehicle (V2V). Communication between vehicles and infrastructure is also called Vehicle to Infrastructure (V2I), i.e., vehicles communicate with the road through roadside communication devices. Communication between vehicles and clouds is also called Vehicle to Network (V2N), i.e., vehicles communicate with the cloud through cellular networks.

[0095] (4) Minimum risk conditions When a high-level automated driving system controls the driving of a vehicle, sometimes the vehicle needs to exit the automated driving state for some reason. When this happens, the automated driving system sends a Request to Intervene (RTI) to request the driver in the vehicle to take over and continue executing all the vehicle's Dynamic Driving Tasks (DDTs). If the driver does not respond to the takeover request within the takeover time preset in the system, the system enters the Minimal Risk Maneuver (MRM) mode and performs longitudinal control (acceleration, deceleration, constant speed, etc.) or longitudinal and lateral control (left and right steering) on ​​the vehicle to change the driving situation of the vehicle and stop the vehicle. This indicates that the vehicle has reached a Minimal Risk Condition (MRC). Specifically, existing implementation solutions for the Minimal Risk Maneuver (MRM) mode rely on the failure of certain components or functions of the vehicle. In this case, the corresponding outcome after the minimum risk maneuver (MRM) is performed may be the vehicle stopping on the shoulder, the vehicle stopping directly in the original lane, the vehicle stopping in the original lane, or the vehicle stopping in an adjacent lane.

[0096] Figure 1(1) and Figure 1(2) are schematic diagrams of a scenario of minimum risk maneuver of an automated vehicle in the prior art. A high-level automated driving system controls a vehicle to drive inside a curve on a road. As shown in Figure 1(1), the vehicle is entering a curve. Assume that the steering mechanism of the vehicle is faulty at this time (e.g., does not sense steering), the vehicle is in a state where it cannot be controlled by the automated driving system, and there is no response within a preset period after the system proposes a handover request to the driver. In this case, the system enters a minimum risk maneuver mode and performs deceleration control on the vehicle to stop the vehicle as soon as possible. The stopping position is P1 in Figure 1(1), which is located inside the curve. As shown in Figure 1(2), the following vehicle is about to enter the curve. However, due to the limited field of view inside the curve, it is difficult for the following vehicle near the entrance of the curve to make an accurate and timely judgment, and the following vehicle cannot respond in a timely manner due to reduced visibility or other reasons, which is likely to cause an accident such as a rear-end collision between the following vehicle and the vehicle stopped at P1 inside the curve.

[0097] 2(1) to 2(3) are schematic diagrams of several scenarios of minimum-risk maneuvers of an automated vehicle according to an embodiment of the present application. A high-level automated driving system controls a vehicle to drive in a curve of a road. As shown in FIG. 2(1), the vehicle enters the curve. Assume that the steering mechanism of the vehicle is faulty at this time (e.g., does not sense steering), the vehicle is in a state where it cannot be controlled by the automated driving system, and there is no response within a preset period after the system issues a takeover request to the driver. When the solution of the present application is applied to the vehicle system, when the takeover request is not responded to, the vehicle can automatically take relevant measures in a timely manner to allow the vehicle to exit the curve and stop at P2. Since the field of view of the following vehicle entering the curve is not limited with respect to this stopping position, the following vehicle can take evasive action in a timely manner, and the rear-end collision accident of FIG. 1(2) is avoided. If an automated vehicle is about to enter a curve when an obstacle occurs and the vehicle cannot be controlled by the automated driving system, as shown in FIG. 2(2), if the solution of the present application is applied to the vehicle system, the vehicle can automatically take corresponding measures in a timely manner to stop at P3 before entering the curve. This stopping position does not exceed the beginning of the curve and provides a good field of vision for the following vehicle, so that the following vehicle can take evasive action in a timely manner to avoid a rear-end collision. In addition, the solution of the present application further provides another stopping solution. As shown in FIG. 2(3), the vehicle enters the curve and stops at P4 after exiting the curve. This stopping position provides a good field of vision for the following vehicle in the curve, so that the following vehicle can take evasive action in a timely manner to avoid a rear-end collision.

[0098] The following describes a system architecture to which the embodiments of the present application are applied. Please refer to Figure 3. Figure 3 is an example of a diagram of a vehicle communication system architecture. The communication system includes at least a vehicle 10, one or more wireless network devices 12, a roadside unit (RSU) 14, a wired network 16, and a server 18. It should be understood that the disclosed method can be used with any number of different systems and is not specifically limited to the operating environment shown herein.

[0099] The vehicle 10 is a means of transportation equipped with a high-level automated driving system and a V2X communication function, and is mainly realized in the form of a passenger car or automobile. Of course, in some possible embodiments, the vehicle 10 may alternatively be another vehicle, such as a truck, a sports utility vehicle, a bus, or a bus in a mountain scenic area. The vehicle 10 has at least an information and communication unit, a global positioning system (GPS) module, an audio system, multiple functional components, and the like. It should be noted that multiple devices in the vehicle may be directly connected to the information and communication unit, or may be indirectly connected to the information and communication unit using a communication bus or the like. The information and communication unit not only transmits status information and control signals between electronic components in the vehicle on an in-vehicle network, so that the vehicle can perform operations such as status sensing and fault diagnosis. In addition, the information and communication unit may further transmit information about the vehicle and the surrounding traffic environment, as well as data information in the cloud, on the network, so that the vehicle can obtain a series of traffic information, such as live traffic information, road information, pedestrian information, and the like.

[0100] Wireless network device 12 may be a network device in a 2G, 3G, 4G, 5G, or future communication system and includes multiple cell towers (only one shown) and any other networking components for connecting wireless network device 12 to wired network 16. Each cell tower includes a transmit antenna and a receive antenna and a base station. Wireless network device 12 may implement any suitable communication technology and various configurations of cell towers / base stations are possible and may be used with wireless network device 12. For example, base stations and cell towers may be co-located or may be relatively far from each other. Each base station may respond to a single cell tower or a single base station may service all cell towers. Only a few possible configurations are listed here.

[0101] The roadside unit (RSU) 14 is mainly used for vehicle-to-infrastructure (V2I) communication and is a key device for realizing smart roads and vehicle-to-infrastructure systems. It includes a read-write antenna (RSU antenna) and a radio frequency controller (RSU controller). The roadside unit (RSU) 14 is usually placed on the roadside and performs two-way communication and data exchange with vehicles passing nearby. Specifically, the roadside unit (RSU) 14 may be connected to road surface sensing monitoring devices (e.g., traffic lights, cameras, microwave radars) to collect road information and abnormal conditions on the road surface, such as pedestrian and animal intrusion, emergency lane parking, wrong-way driving, vehicle breakdown, traffic accidents, dense fog, falling rocks, ice, etc. The roadside unit (RSU) 14 may further pre-store parameter information of some adjacent roads, such as the radius of curvature, the position coordinates of the start point of the curve, and the position coordinates of the end point. In one specific implementation, the roadside unit (RSU) 14 may further simply analyze the information acquired by the roadside unit to obtain information such as traffic volume. It is understood that the roadside unit (RSU) 14 may transmit all the information acquired by the roadside unit to the passing vehicle 10 in real time, or may upload the information to the server 18, so that the server 18 may transmit some road anomaly information to the vehicle 10 in advance.

[0102] Wired network 16 may be a conventional wired communications network connecting wireless network devices 12 and roadside units 14 to server 18. One or more portions of wired network 16 may be implemented using a standard wired network, optical fiber or another optical network, a cable network, power lines, and any combination thereof.

[0103] The server 18 may be a service center computer, and diagnostic information and other driving data information of the vehicle 10 may be uploaded by using an information communication unit in the vehicle 10 via the wireless carrier communication system 12. A vehicle owner or another user may use the server 18 in such a manner as to access or receive vehicle data, set or configure user parameters, control vehicle functions, or access a third party library, which may be provided to or from the third party library via communication with the vehicle 10 or the roadside unit (RSU) 14, or between the two. The server 18 may also be configured to provide Internet connectivity, such as DNS (Domain Name Server) services, and may be used as a network address server to assign IP addresses to the vehicle 10 by using DHCP (Dynamic host configuration protocol) or another suitable protocol.

[0104] It should be noted that the vehicle 10 may communicate with the roadside unit (RSU) 14 and the server 18, in other words, the vehicle 10 may obtain relevant road information from the roadside unit (RSU) 14 and the server 18 during the driving process. In one possible embodiment, the vehicle 10 may further communicate with another vehicle (not shown in FIG. 3 ) on the road surface to obtain information such as past motion trajectory information and future motion trajectory information transmitted by another vehicle around it. Based on the obtained information, the vehicle 10 helps the vehicle itself to make intelligent control decisions during driving.

[0105] Please refer to FIG. 4. FIG. 4 is a schematic diagram of an exemplary vehicle structure according to an embodiment of the present application. Components coupled to or included in the vehicle 10 may include a propulsion system 102, a sensor system 104, a control system 106, peripheral devices 108, a power source 110, a computing device 111, a transceiver 115, and a user interface 112. The computing device 111 further includes a processor 113 and a memory 114. The memory 114 may store data and program code that may be executed by the processor 113. The components of the vehicle 10 may be configured to operate to be interconnected with each other and / or to other components coupled to various systems. For example, the power source 110 may provide power to all components of the vehicle 10. The computing device 111 may be configured to receive data from and control the propulsion system 102, the sensor system 104, the control system 106, and the peripheral devices 108. In other examples, the vehicle 10 may include more, fewer, or different systems, and each system may include more, fewer, or different components. Additionally, the illustrated systems and components may be combined or divided in any manner, and this is not limited in this application. The components and systems of the vehicle 10 may be communicatively linked to each other via a system bus, a network, and / or another connection mechanism.

[0106] The propulsion system 102 is configured to power the vehicle 10. As shown in Figure 4, the propulsion system 102 includes an engine / motor 118, an energy source 120, a transmission 122, and wheels / tires 124.

[0107] The engine / motor 118 may be or include an internal combustion engine, an electric motor, a Stirling engine, any combination of other motors and engines, etc. In some examples, the propulsion system 102 of a gasoline-electric hybrid vehicle may include a gasoline engine and an electric motor.

[0108] The energy source 120 may be used completely or partially to provide energy to the engine / motor 118, in other words, the energy source 120 may be converted into mechanical energy by the engine / motor 118. The energy source 120 may be gasoline, diesel, another petroleum-based fuel, propane, another compressed gas-based fuel, anhydrous alcohol, solar panels, batteries, etc. In some examples, the energy source 120 may also provide energy to other systems of the vehicle 10.

[0109] The transmission 122 may be configured to transmit mechanical power from the engine / motor 118 to the wheels / tires 124. As such, the transmission 122 may include a gearbox, a clutch, a differential, a drive shaft, and / or other elements. The wheels / tires 124 may include any combination of metal and rubber, or other combinations of materials.

[0110] The sensor system 104 may include a number of sensors configured to sense information about the environment in which the vehicle 10 is located. As shown in the figure, the sensor system 104 includes a Global Positioning System (GPS) 126, an Inertial Measurement Unit (IMU) 128, a Radar 130, a Lidar 132, and a camera 134. In one possible embodiment, the sensor system 104 may further include other sensors, such as sensors for monitoring internal systems of the vehicle 10 (e.g., fuel gauge and oil temperature).

[0111] The Global Positioning System (GPS) 126 is configured to geolocate the vehicle 10 to obtain real-time position coordinates of the vehicle 10. The Global Positioning System data may be used by the computing device 111 to determine a positional relationship between the driving path of the vehicle 10 and actual roads with reference to map data.

[0112] The inertial measurement unit 128 is configured to sense changes in position and orientation of the vehicle 10 based on information such as inertial acceleration. In one possible embodiment, the inertial measurement unit 128 may include an accelerometer, a gyroscope, or another sensor.

[0113] RADAR 130 detects object characteristics such as the height, direction, and speed of an object based on radio waves. LIDAR 132 detects objects based on illumination or measures other information such as distance to an object, and includes components such as a light source (e.g., laser light, ultraviolet light, infrared light, visible light), a scanner, an optical system, a photodetector, and a receiver electronic device.

[0114] Camera 134 may be any camera configured to capture images of the environment in which vehicle 10 is located. For example, an infrared camera may be configured to monitor pedestrians, animals, etc. at night, a visual camera may be configured to monitor blind spots, assist with parking, etc., a 3D camera may be configured to monitor driving, perform scene detection, etc.

[0115] The sensor system 104 may additionally or alternatively include components other than those shown.

[0116] The control system 106 is used to control the motion state of the vehicle 10. The control system 106 may include a steering mechanism 136, a throttle 138, and a brake mechanism 140. The steering mechanism 136 is configured to control the direction of travel of the vehicle by adjusting the left and right steering of the vehicle 10. The throttle 138 is configured to control the operating speed and acceleration of the engine / motor 118 to further control the driving speed of the vehicle 10. The brake mechanism 140 is configured to decelerate the vehicle 10. In one example, the brake mechanism 140 may decelerate the vehicle by increasing friction between the wheels / tires 124 and the ground.

[0117] It should be noted that the computing device 111 analyzes individual objects and / or features in the environment, such as lane information, traffic signals, and detected obstacles, based on the data of each sensor in the sensor system 104, and sends corresponding instructions, such as obstacle avoidance, route change, turning, etc., to the control system 106 based on the analysis result. The control system 106 controls corresponding hardware to turn left and right and / or accelerate and decelerate to perform operations such as turning and obstacle avoidance according to the received instruction information.

[0118] The peripheral devices 108 may be configured to enable the vehicle 10 to interact with external sensors, other vehicles, and / or a user. Thus, the peripheral devices 108 may include, for example, a transceiver 115, a touch screen 142, a microphone 144, a speaker 146, and / or a warning light 148.

[0119] The transceiver 115 may include an antenna and a chipset for communicating directly or over an air interface with another vehicle, a roadside unit, a sensor, or another entity. The transceiver 115 may be configured to receive and transmit information according to one or more other types of wireless communications (e.g., protocols), such as Bluetooth, IEEE 802.11 communications protocols, cellular technologies, Worldwide Interoperability for Microwave Access (WiMAX) or long term evolution (LTE), ZigBee protocols, Dedicated Short Range Communications (DSRC), Radio Frequency Identification (RFID) communications, etc.

[0120] The touchscreen 142 may be used to input commands to the vehicle 10 by a user. The touchscreen 142 may include one or more translucent or transparent insulating layers and one or more translucent or transparent conductive layers. The microphone 144 may be configured to receive audio (e.g., voice commands or another audio input) from a user of the vehicle 10. Similarly, the speaker 146 may be configured to output audio to the user of the vehicle 10.

[0121] The status lights 150 may be configured to indicate the status of the vehicle while it is in motion. The status lights 150 may include at least LED lights, halogen lights, HID xenon lights, HID lamps, turn lights, width lights, fog lights, signal lights, etc. In another embodiment, the status lights 150 may be further configured to inform the vehicle owner of the functional status of each component within the vehicle, including a safety belt reminder light, an engine emission warning light, an engine oil indicator, etc.

[0122] The peripheral device 108 may additionally or alternatively include components other than those illustrated.

[0123] The power source 110 is configured to provide power to some or all of the components of the vehicle 10 and may be a rechargeable lithium ion or lead acid battery. The user interface 112 is configured to allow a user to input information into the vehicle 10 to conduct an interaction with the vehicle.

[0124] The processor 113 included in the computing device 111 may include one or more general-purpose processors and / or one or more dedicated processors (e.g., image processors and digital signal processors). The memory 114 in the computing device 111 may include one or more volatile storage components and / or one or more non-volatile storage components, such as optical storage devices, magnetic storage devices, and / or organic storage devices. In addition, the memory 114 may be fully or partially integrated with the processor 113. The memory 114 may be configured to store program codes and data, and the stored program codes include sensor fusion algorithms, target detection algorithms, structure from motion reconstruction algorithms, target tracking algorithms, and the like. The stored data includes map data, detection data of each sensor in the vehicle, and road information data transmitted by a roadside unit (RSU) (e.g., a radius of curvature of a curve, a position coordinate of a start point, and a position coordinate of an end point), user input information received by a user interface, and the like.

[0125] In the present application, the processor 113 is configured to invoke the program codes and data in the memory 114 to execute the methods described in the following embodiments.

[0126] Based on the above description, please refer to Figure 5. The following describes a method for controlling an automated vehicle according to an embodiment of the present application. The method includes but is not limited to the following steps:

[0127] S101: Monitor driving safety information before a vehicle enters a curve or when the vehicle is entering a curve.

[0128] In this embodiment of the present application, before the vehicle enters a curve or when the vehicle enters a curve, the vehicle in the automatic driving state detects driving safety information, which affects the driving safety of the vehicle. Therefore, after the driving safety information is monitored, the vehicle system automatically exits the automatic driving state and enters a minimum risk maneuver mode, or exits the automatic driving system and proposes a handover request for the driver to drive the vehicle. If the system does not receive a response from the driver within a preset period after the system proposes a handover request, the system defaults to entering a minimum risk maneuver mode and takes subsequent actions on the vehicle to ensure that the vehicle reaches a minimum risk condition.

[0129] It can be seen that many accidental events may occur during the autonomous driving of a vehicle. For example, a branch of a tree on the side of the road may hit the front cover of the vehicle, or the windshield wiper may be notified that the vehicle is out of order when the vehicle is driving on a sunny day, or the rain sensor may be notified that the vehicle is out of order when the vehicle is driving on a sunny day. It can be easily seen that these events are neither urgent nor dangerous for the vehicle in the corresponding scenarios of these events to exit the autonomous driving state and stop immediately. Therefore, none of these events belong to the driving safety information in this application. It should be noted that the driving safety information in this application is information that affects the driving safety of the vehicle or causes the vehicle to exit the autonomous driving state and stop.

[0130] For example, the driving safety information may be system fault information of the vehicle, and the system fault information indicates that a fault has occurred in the vehicle. On the other hand, the driving safety information may be fault information of a sensor of the vehicle. For example, a side rear sensor of the vehicle notifies of a fault. As a result, the system is unable to detect and respond to the situation of the rear adjacent lane, and is unable to perform control such as lane change. Of course, in some possible embodiments, an ultrasonic sensor for obstacle detection, a dead reckoning sensor for distance measurement, etc. may fail. On the other hand, the driving safety information may alternatively be fault information of a steering mechanism or a brake mechanism of the vehicle. For example, the steering mechanism notifies of a fault that causes the steering angle set by the system to not match the actual steering angle of the vehicle when the system performs left and right steering control on the vehicle. This affects the driving safety of the vehicle during automatic driving.

[0131] For example, the driving safety information may alternatively be environmental risk information. The environmental risk information indicates that the driving environment of the vehicle does not meet the risk range preset in the autonomous driving system, in other words, the parameters of the environment in which the vehicle is currently located exceed the operational design domain (ODD) of the vehicle in the autonomous driving state. For example, the environmental parameters such as rainfall, snowfall, dense fog density, or road section information in the current driving environment do not meet the operational design domain (ODD). In this case, the vehicle exits the autonomous driving state.

[0132] For example, the driving safety information may alternatively be curve obstacle information, which indicates that there is an obstacle in the curve that blocks passage. For example, the driving safety information may be a received event that the road is blocked due to a vehicle collision accident occurring in the curve section ahead, or the curve is blocked by large rocks, tree branches, etc. due to a natural disaster such as a landslide, typhoon, earthquake, etc. In this case, the vehicle is forced to stop at the entrance of the curve and cannot enter the curve.

[0133] It should be noted that monitoring driving safety information can be performed by the vehicle through detection, or by receiving information transmitted by a roadside unit or a cloud server.

[0134] S102: Obtain a vehicle location in response to driving safety information.

[0135] In this embodiment of the application, the vehicle's location is obtained in response to monitored driving safety information.

[0136] For example, the vehicle's position may be obtained using the Global Positioning System (GPS), the Assisted Global Positioning System (AGPS), the Mapbar Position System (MPS), the Beidou satellite positioning system, the Global Navigation Satellite System (GLONASS), or the Galileo satellite positioning system.

[0137] For example, if the vehicle's positioning system sensor fails, the vehicle's position can be determined based on images taken by a calibrated camera in the vehicle and including the vehicle body and surrounding reference objects, with reference to the camera's calibration parameters and the position coordinates of surrounding reference objects (road boundaries, pavement traffic marking lines, landmark buildings, etc.) provided in the map data.

[0138] In one possible embodiment, the location of the vehicle may alternatively be detected by a roadside unit (RSU), and the location of the vehicle is transmitted to the corresponding target vehicle. It should be noted that the method of obtaining the location of the vehicle is not particularly limited in this application.

[0139] S103: Acquire curve information, where the curve information includes at least one of a position of a start point of the curve and a position of an end point of the curve.

[0140] In this embodiment of the present application, curve information needs to be further obtained. The curve information includes at least one of the position of the start point of the curve and the position of the end point of the curve. It should be noted that the position of the start point of the curve and the position of the end point of the curve are determined based on the direction in which the vehicle enters the curve. For example, assume that AB represents a curve and the traveling direction of the vehicle is from A to B. In this case, for this vehicle, A is the position of the start point of the curve and B is the position of the end point of the curve.

[0141] A curve in this embodiment of the present application is a road section of a highway, a first-class road, a second-class road, a third-class road, or a fourth-class road whose radius of curvature is 800 meters or less.

[0142] For example, the curve information acquired by the vehicle may be the corresponding curve information transmitted to the vehicle by the roadside unit beside the target curve when the vehicle approaches the target curve. The curve information may be transmitted in a unicast manner, a multicast manner, or a broadcast manner, which is not particularly limited in the present application.

[0143] For example, the way in which the vehicle obtains the curve information may alternatively be for the vehicle to use a Global Positioning System (GPS) or an Assisted Global Positioning System (AGPS) or a Map-Bar Positioning System (MPS) to detect that there is a curve ahead and obtain the corresponding curve information from map data.

[0144] In one possible embodiment, the curve information acquired by the vehicle may alternatively be transmitted by a cloud server. It should be noted that the method of acquiring the curve information is not particularly limited in this application.

[0145] S104: Based on the vehicle position and the curve information, the vehicle is controlled to stop at a position outside the curve.

[0146] In this embodiment of the present application, the vehicle performs longitudinal control (acceleration, deceleration, constant speed, etc.) on the vehicle, or performs lateral control (left / right steering) and longitudinal control (acceleration, deceleration, constant speed, etc.) on the vehicle based on the acquired position of the vehicle and the curve information, to change the vehicle's motion state to ensure that the vehicle reaches a minimum risk condition and finally the vehicle is controlled to stop at a position outside the curve, for example, before entering or after passing through the curve.

[0147] It should be noted that the location on the outside of the curve may be some distance from the beginning of the curve or some distance from the end of the curve, where a vehicle stopped can be easily noticed by the following vehicle, in other words, the vehicle is within the field of view of the following vehicle, and the following vehicle has enough reaction time to take evasive action to avoid a collision.

[0148] It should be noted that after the vehicle is controlled to stop at the outside position of the curve, optionally the vehicle may be controlled to further perform at least one of the following actions: turning on hazard warning signal lights to provide a danger signal warning; controlling the vehicle to initiate an automatic shutdown command to shut down the engine; instructing the doors to be automatically unlocked when they are locked to facilitate rescue personnel in performing rescue; and instructing the vehicle to activate an emergency rescue system.

[0149] It is known that the driving safety information is monitored in real time, so that when the vehicle detects the driving safety information near or in the curve, the vehicle controls the vehicle based on the current vehicle position and the curve information, for example, controls the vehicle to brake, shift gears, slow down, or change lanes, so as to ensure that the vehicle finally stops at the position outside the curve. The road outside the curve is usually a straight road, and there are few driving blind spots, so that it is ensured that the following vehicle has a sufficiently good field of vision and a long enough reaction time to take avoidance measures in a timely manner, so that the rear-end collision caused by stopping in the curve is avoided, and the driving safety of the vehicle is improved.

[0150] See Figure 6. To illustrate one possible implementation scenario of the solution when the vehicle is not entering a curve, the following describes a method for controlling an automated vehicle before the automated vehicle enters a curve according to an embodiment of the present application. The method includes but is not limited to the following steps:

[0151] S201: Optionally, a roadside unit transmits driving safety information to a vehicle.

[0152] Specifically, the roadside unit detects driving safety information in a curve through a road surface detection sensing device connected to the roadside unit, and transmits the driving safety information to the vehicle. The information may be transmitted in a unicast, multicast, or broadcast manner. The driving safety information transmitted by the roadside unit to the vehicle may be curve obstacle information, which indicates that there is an obstacle in the curve that blocks passage. For example, the monitored driving safety information may be a multi-vehicle collision accident occurring in the curve, a large stone or a large tree falling across the curve due to a storm, a typhoon, or the like, or the road surface of the curve being damaged due to an earthquake. The monitored driving safety information may be used to warn the following vehicles that the current curve is blocked or dangerous and not to enter the curve.

[0153] S202: Optionally, the vehicle detects driving safety information.

[0154] Specifically, the vehicle detects driving safety information related to the vehicle using software or hardware, such as a sensor or software system of the vehicle. In one specific implementation, the driving safety information may be system failure information of the vehicle, indicating that a failure has occurred in the vehicle. For example, hardware, such as a side rear sensor of the vehicle (configured to detect a following vehicle), a steering mechanism (configured to perform left and right steering), or a dead reckoning sensor (configured to perform distance measurement), has failed. In another specific implementation, the driving safety information may be environmental risk information, specifically, the vehicle detects that the current driving environment (weather conditions, road section type, etc.) does not meet the operating range set by the autonomous driving system of the vehicle. For example, the amount of rainfall in the current driving environment acquired by a rainfall sensor of the vehicle exceeds a rainfall threshold preset in the autonomous driving system.

[0155] It should be noted that in one specific implementation, step S201 may be replaced with step S202, in other words, either step S201 or step S202 is performed.

[0156] S203: The vehicle obtains the vehicle's location in response to the driving safety information. For the specific implementation of this step, please refer to the relevant description of S102 in the embodiment of FIG. 5. The details will not be described again here.

[0157] S204: The roadside unit transmits curve information to the vehicle.

[0158] Specifically, the roadside unit (RSU) pre-stores parameter information related to the curve, such as the position of the start point of the curve, the position of the end point of the curve, and the curvature radius of the curve. When the roadside unit detects that the vehicle is about to enter the curve using a camera connected to the roadside, the roadside unit transmits the curve information (including at least one of the position of the start point of the curve and the position of the end point of the curve) to the vehicle. Of course, in some possible embodiments, the curve information may be directly provided by map data in the vehicle, or may be obtained by processing map data in the vehicle, or may be transmitted by a cloud server. The curve information may alternatively be obtained by receiving a motion trajectory transmitted by another normal driving vehicle in the curve based on vehicle-to-vehicle communication, including the curve information, and the curve information is obtained from the obtained motion trajectory.

[0159] It should be noted that in step S201 and step S203, the roadside unit (RSU) may send corresponding information to the vehicle twice, or all information may be sent to the vehicle once in step S201, in other words, the driving safety information and the curve information are sent to the vehicle together in step S201, which is not particularly limited in this application.

[0160] S205: Based on the vehicle position and the curve information, it is determined that the vehicle is not entering a curve, and the vehicle is controlled to stop at a position before the start point of the curve.

[0161] Specifically, the relative positional relationship between the vehicle and the curve can be determined by comparing the position of the vehicle with the position of the start point of the curve and the position of the end point of the curve in the curve information. The relative positional relationship includes that the vehicle is in the curve and that the vehicle is outside the curve. If the relative positional relationship is that the vehicle is outside the curve and the vehicle is approaching the position of the start point of the curve, it can be determined that the vehicle is not entering the curve. In this case, the distance between the vehicle and the position of the start point of the curve is calculated, and a braking force threshold for the vehicle to stop at the position of the start point of the curve (in other words, the speed of the vehicle is 0) may be calculated based on the real-time speed of the vehicle, and then the brake mechanism of the vehicle is controlled to provide a braking force equal to or greater than the braking force threshold to change the motion state of the vehicle so as to ensure that the vehicle stops at a position before the start point of the curve.

[0162] In another embodiment of the present application, before the vehicle enters the curve (in other words, when the vehicle drives towards the start of the curve), if the vehicle detects that the vehicle is parked before the start of the curve using hardware such as a camera in the vehicle, the position of the parked vehicle before the start of the curve is obtained, the distance between the position of the vehicle and the position of the parked vehicle is calculated, and the minimum braking force for the vehicle to stop before the position of the parked vehicle is calculated based on the real-time speed of the vehicle, and finally, the brake mechanism of the vehicle is controlled to provide a corresponding braking force to quickly decelerate the vehicle, so as to ensure that the vehicle stops before the position of the parked vehicle when there is a parked vehicle before the start of the curve, thereby avoiding a collision with the parked vehicle. It is noted that the position obtained by the vehicle of the parked vehicle before the start of the curve may alternatively be a stopping position transmitted by the roadside unit or received from the parked vehicle and broadcast by the parked vehicle based on vehicle-to-vehicle communication.

[0163] In another embodiment of the present application, when the driving safety information detected before the vehicle enters the curve in step S101 is system fault information or environmental risk information, the curve information sent from the roadside unit and received by the vehicle further includes the curvature radius of the curve. The vehicle can obtain the corresponding safe speed and the corresponding safe stopping distance (i.e., the first safety distance in the following embodiment of FIG. 8) based on the curvature radius of the curve. Finally, the vehicle is controlled to enter the curve at a safe speed and stop at a position of the safe stopping distance from the end point of the curve after the vehicle exits the curve.

[0164] It should be noted that the safe stopping distance and the safe speed may be obtained by the vehicle through calculation based on the obtained curvature radius, or may be transmitted by the roadside unit or cloud server, or may be obtained by searching based on the mapping information between the curvature radius, the safe speed, and the safe stopping distance pre-stored in the vehicle. The mapping information may be similar to the mapping relationship table shown in Table 1. As shown in Table 1, the specific values ​​in the table may be pre-defined in the vehicle by the vehicle manufacturer or the system provider, or may be pre-defined in the roadside unit and transmitted to the vehicle. The values ​​in Table 1 are not particularly limited in this embodiment of the present application, but it can be seen that a larger curvature radius of the curve indicates a higher corresponding safe speed and a longer safe stopping distance.

[0165] It should be noted that in one specific implementation, the specific stopping position of the vehicle before the beginning of the curve may be further determined with reference to the traffic rules of the curve section.

[0166] In this embodiment of the present application, when the vehicle detects driving safety information that affects the normal driving of the vehicle before entering the curve, the vehicle can refer to the position of the vehicle and the curve information sent by the roadside unit to know that the vehicle is controlled to stop before entering the curve, i.e., before the start position of the curve. Alternatively, the vehicle is controlled to stop after safely passing the curve, i.e., after the end position of the curve. By implementing this embodiment of the present application, the vehicle can be stopped on the outside of the curve. The road after the curve is usually a straight road, and there are fewer driving blind spots, so it is guaranteed that the following vehicle can take avoidance measures in a timely manner. This avoids rear-end collisions between vehicles.

[0167] [Table 1]

[0168] Please refer to FIG. 7(1) to FIG. 7(4). The following describes the method in the embodiment of FIG. 6 using some specific application scenarios. As shown in FIG. 7(1), before entering a curve, a vehicle receives road obstacle information transmitted by a road side unit (RSU). For example, a large stone blocks the road in the curve and prevents traffic. The vehicle further receives the position coordinates of the start point of the curve transmitted by the road side unit (RSU). The vehicle is controlled to decelerate based on the distance between the vehicle and the start point of the curve, so as to ensure that the vehicle stops in time before entering the curve, i.e., before the start point of the curve. As shown in FIG. 7(2), assume that the vehicle receives road obstacle information transmitted by a road side unit (RSU) before entering a curve. For example, a large stone blocks the road in the curve and prevents traffic. In the deceleration process, if the vehicle detects that there is a parked vehicle A ahead of the start point of the curve, the vehicle controls the vehicle to decelerate based on the distance between the vehicle and the detected position of the parked vehicle, so as to ensure that the vehicle stops behind the parked vehicle A. In some possible application scenarios, the road obstacle information received by the vehicle and transmitted by the roadside unit (RSU) may alternatively be that a vehicle in the curve has collided and blocked the road (not shown in Figs. 7(1)-7(4)), that a tree has fallen due to a natural disaster and blocked the curve (not shown in Figs. 7(1)-7(4)), etc.

[0169] In another scenario of the present application, as shown in Fig. 7(3), before entering a curve, the vehicle detects that the vehicle's sensor is faulty. For example, the steering function of the steering mechanism is insensible, specifically, the set rotation angle of the steering wheel and the actual steering angle of the vehicle do not match the preset relationship, the side rear sensor of the vehicle is faulty and cannot detect the traffic behind the vehicle, or the rain sensor of the vehicle detects that the rain in the current driving environment exceeds the rainfall threshold preset in the automatic driving system, so that the system issues an environmental risk warning. After detecting the driving safety information (including the system failure information and the environmental risk information), the vehicle can automatically control the vehicle to decelerate to ensure that the vehicle stops before the start of the curve.

[0170] In another scenario of the present application, as shown in Fig. 7(4), before entering a curve, the vehicle detects that the steering mechanism is insensitive or the environmental parameters (e.g., rainfall) in the current driving environment are not consistent with the driving environment parameters preset in the autonomous driving system. The vehicle receives the curve information sent by the roadside unit (RSU), obtains a safe speed and a first safety distance based on the curve information, and controls the vehicle to enter the curve at a safe speed and stop at a first safety distance from the end of the curve.

[0171] See Figure 8. To illustrate one possible implementation scenario of the solution when the vehicle is entering a curve, the following describes a method for controlling an automated vehicle after the automated vehicle enters a curve according to an embodiment of the present application. The method includes but is not limited to the following steps:

[0172] S301: A vehicle detects driving safety information and obtains the vehicle's location. For the specific implementation of this step, please refer to the relevant description of step S202 and step S203 in the embodiment of FIG. 6. Details will not be described again here.

[0173] S302: The roadside unit sends curve information to the vehicle. For the specific implementation of this step, please refer to the related description of step S204 in the embodiment of Figure 6. The details will not be described again here.

[0174] S303: The vehicle determines that the vehicle is entering a curve based on the vehicle position and the curve information.

[0175] Specifically, the relative positional relationship between the vehicle and the curve can be determined by comparing the position of the vehicle with the position of the start point of the curve and the position of the end point of the curve in the curve information. If the relative positional relationship indicates that the vehicle is in the curve, the vehicle is entering the curve.

[0176] It should be noted that the relative positional relationship between the vehicle and the curve can be determined based on the position of the vehicle and the position coordinates of the start point and the end point of the curve. Specifically, if the threshold distance between the vehicle and the start point and the threshold distance between the vehicle and the end point are within a certain range, and the position of the vehicle is between the position coordinates of the start point and the position coordinates of the end point of the curve, the vehicle can be determined to be in the curve. In another embodiment of the present application, the vehicle can also be determined to be in the curve by using a navigation system in the vehicle.

[0177] S304: The roadside unit transmits the radius of curvature of the curve to the vehicle.

[0178] Specifically, the roadside unit may store the radius of curvature of the curve in advance and transmit the radius of curvature of the curve to a passing vehicle to assist the vehicle in driving. It is known that the curve is an area where traffic accidents frequently occur. In the curve section, vehicles often skid or roll over due to excessive speed, and rear-end collisions occur due to obstructed visibility. However, the radius of curvature of the curve is closely related to the safe driving speed of the vehicle. After knowing the radius of curvature of the curve, the vehicle may timely adjust its own driving speed in the curve to ensure the safe driving of the vehicle.

[0179] A typical radius of curvature of a curve may be 60m, 125m, 250m, 400m, 500m, 600m, or another value. The specific parameters are determined by the actual curve.

[0180] It should be noted that in step S304 and step S302, the roadside unit (RSU) may send the corresponding information to the vehicle twice, or all the information may be sent to the vehicle once in step S302, in other words, the position of the start point, the position of the end point, and the curvature radius of the curve are sent to the vehicle together in step S202, which is not particularly limited in this application.

[0181] S305: Obtain a first safety distance based on the radius of curvature of the curve.

[0182] Specifically, the vehicle first obtains the vehicle's safe speed under the radius of the curve based on the radius of curvature of the curve, and determines the safe stopping distance after the curve based on the obtained safe speed and the radius of curvature of the curve. The safe stopping distance is also referred to as the first safety distance in this application.

[0183] It should be noted that the first safety distance is used to prevent a following vehicle in a curve from colliding with a stopped vehicle at the end of the curve because the following vehicle cannot react immediately due to limited visibility. Specifically, the first safety distance is the maximum braking distance determined by considering factors such as the speed of the following vehicle, the reaction time to detect a parked vehicle ahead, and the braking force of the following vehicle relative to the positive farthest distance of the following vehicle. In other words, if the stopping position of the target vehicle is equal to or greater than the first safety distance, even if the following vehicle in the curve is about to exit the curve and discovers that there is a stopped target vehicle at the end of the curve, the target vehicle will not collide with the following vehicle.

[0184] It can be seen that when a vehicle runs through a curve, if the radius of curvature of the curve is too small or the driving speed of the vehicle is too high, the vehicle body is prone to skid or rollover. In order to ensure driving safety, the speed of the vehicle needs to be controlled when the vehicle enters the curve. Therefore, it is useful to calculate the relationship between the radius of curvature of the curve (or also called the turning radius) and the safe speed of the vehicle. Specifically, the maximum speed of the vehicle when the vehicle turns under different radii of curvature of the curve, or the minimum turning radius allowed by different speeds, can be calculated according to D'Alembert's principle. Furthermore, once the radius of curvature and the safe speed corresponding to the vehicle are determined, the safe stopping distance after the vehicle exits the curve is calculated to obtain the corresponding relationship between the radius of curvature of the curve, the safe speed of the vehicle, and the safe stopping distance of the vehicle. It can be seen that the corresponding relationship may be pre-stored in the vehicle by the automobile manufacturer, or may be transmitted to the vehicle by the roadside unit, or may be calculated by the vehicle based on the information acquired in real time.

[0185] It should be noted that the first safety distance may be predefined and stored in the memory of the vehicle by the automobile manufacturer with reference to information such as vehicle model parameters and the curvature radius of the curve when the vehicle is in delivery, or may be a recommended value prestored in a roadside unit (RSU) at the curve, or may be obtained by the autonomous driving system of the vehicle through calculation based on relevant information obtained in real time. The manner in which the vehicle obtains the first safety distance is not limited in this application.

[0186] For example, the safe speed of the vehicle corresponding to the radius of curvature of the curve may be determined in the following manner. The safe speed in this case is the maximum speed at which the vehicle is allowed to travel around the curve when the radius of curvature of the curve is determined. In one specific implementation, the safe speed of the vehicle is determined when the vehicle reaches a skid critical state. The vehicle travels at a constant speed around the curve, with the speed being v, the mass of the vehicle being m, the gravitational acceleration being g, the coefficient of friction between the tire and the ground being μ, the turning radius of the vehicle (i.e., the radius of curvature of the curve) being r,

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[0187] S306: The vehicle is controlled to stop at a position that is at least a first safety distance from the end of the curve.

[0188] Specifically, based on the first safety distance and the corresponding safe speed obtained in step S305, the vehicle is controlled to travel around the curve at a speed equal to or less than the safe speed, and deceleration control is performed on the vehicle to ensure that the vehicle stops at a position that is equal to or more than the first safety distance from the end of the curve.

[0189] When driving on a curve, the vehicle can further communicate with another vehicle driving on the curve. Specifically, in the process of changing the vehicle's motion state, the vehicle can further receive the past motion trajectory information or future motion trajectory information sent by another vehicle driving on the curve, to help the vehicle avoid collision with another vehicle in the curve, so that the vehicle stops after exiting the curve more safely.

[0190] It should be noted that in one specific implementation, the specific stopping position of the vehicle after the end of the curve may be further determined with reference to the traffic rules of the curve section and the first safety distance.

[0191] In this embodiment of the present application, when the vehicle monitors driving safety information that affects the normal driving of the vehicle in a curve, it can see that the vehicle is controlled to stop at a preset distance from the end of the curve after exiting the curve with reference to the vehicle's position and the curve information sent by the roadside unit. The preset distance after the end of the curve ensures that the following vehicle in the curve has a sufficiently good vision and a long enough reaction time to take avoidance measures in a timely manner, so that rear-end collision accidents between vehicles are avoided.

[0192] Please refer to Figure 9(1) and Figure 9(2). Below, some specific application scenarios are used to illustrate the method in the embodiment of Figure 8.

[0193] In the application scenario of the present application, as shown in FIG. 9(1), a vehicle enters a curve and detects that a fault occurs in a sensor of the vehicle during the driving process. For example, the steering function of the steering mechanism is insensible, specifically, the set rotation angle of the steering wheel and the actual steering angle of the vehicle do not match the preset relationship. In response to the detected fault information, the vehicle receives the curve information (including the positions of the start and end points of the curve, and the curvature radius of the curve) transmitted by the roadside unit (RSU), obtains the safe speed of the vehicle in the curve and the safe stopping distance after the curve (also referred to as the first safety distance in the present application) based on the curvature radius of the curve, and controls the vehicle to decelerate so as to ensure that the vehicle stops at a position of the first safety distance from the end point of the curve. In some possible application scenarios, the vehicle may be further controlled to stop at a position farther than the first safety distance from the end point of the curve.

[0194] In another application scenario of the present application, as shown in FIG. 9(2), the vehicle is entering a curve. The curve is currently under a rainstorm. The rainfall sensor in the vehicle detects that the rainfall in the current driving environment is greater than the rainfall threshold preset in the autonomous driving system of the vehicle (i.e., the current environment does not meet the environmental conditions preset in the autonomous driving system), and gives an environmental risk warning to the system of the vehicle. In response to the environmental risk warning information, the vehicle receives the curve information (including the positions of the start and end points of the curve and the curvature radius of the curve) sent by the roadside unit (RSU), and obtains the safe speed of the vehicle in the curve and the safe stopping distance after the curve (also referred to as the first safety distance in this application) based on the curvature radius of the curve, and controls the vehicle to decelerate so as to ensure that the vehicle stops at a position of the first safety distance from the end point of the curve. In some possible application scenarios, the vehicle may be further controlled to stop at a position farther than the first safety distance from the end point of the curve.

[0195] See Figure 10. To illustrate one possible implementation scenario of the solution when the vehicle is entering a curve, the following describes a method for controlling an automated vehicle after the automated vehicle enters a curve according to an embodiment of the present application. The method includes but is not limited to the following steps:

[0196] S401: A vehicle detects driving safety information and obtains the vehicle's location. For the specific implementation of this step, please refer to the relevant description of step S202 and step S203 in the embodiment of FIG. 6. Details will not be described again here.

[0197] S402: The roadside unit sends curve information to the vehicle. For the specific implementation of this step, please refer to the related description of step S204 in the embodiment of Figure 6. The details will not be described again here.

[0198] S403: Determine that the vehicle is entering a curve according to the vehicle position and the curve information. For the specific implementation of this step, please refer to the relevant description of step S303 in the embodiment of FIG. 8. Details will not be described again here.

[0199] S404: The roadside unit sends the curvature radius of the curve to the vehicle. For the specific implementation of this step, please refer to the related description of step S304 in the embodiment of Figure 8. The details will not be described again here.

[0200] S405: Obtain a first safety distance based on the curvature radius of the curve. For the specific implementation of this step, please refer to the related description of step S305 in the embodiment of FIG. 8. Details will not be described again here.

[0201] S406: Detect the position of the parked vehicle, which is a first safety distance from the end point of the curve, and obtain a second safety distance based on the first safety distance and the position of the parked vehicle.

[0202] Specifically, after the vehicle acquires the first safety distance, when the vehicle is approaching the end of the curve, the vehicle uses the vehicle's camera or sensor to detect that there is a parked vehicle at the first safety distance from the end of the curve. In this case, the vehicle cannot stop at the pre-calculated position that is the first safety distance from the end of the curve. Therefore, the vehicle re-determines a second safety distance suitable for safely stopping the vehicle based on the acquired position of the parked vehicle ahead and the first safety distance. It is found that the second safety distance is greater than the first safety distance.

[0203] It should be noted that the vehicle may detect the position of the parked vehicle using the vehicle's sensors, and the obtained position of the parked vehicle after the end of the curve may alternatively be transmitted by the roadside unit or may be a stopping position received from the parked vehicle and broadcast by the parked vehicle based on vehicle-to-vehicle communication.

[0204] It should be noted that the second safety distance may be a simple sum of the first safety distance and the length of the body of the parked vehicle. If the distance between the parked vehicle and the end of the curve is greater than the first safety distance, the second safety distance may also be the distance between the parked vehicle and the end of the curve. Alternatively, the second safety distance may be calculated based on the position of the parked vehicle and the first safety distance, with reference to the running situation of the vehicle.

[0205] In another embodiment of the present application, the position of the parked vehicle at a first safe distance from the end of the curve can be detected by a roadside unit (RSU) and sent to the vehicle. In this case, the vehicle may be driving on a curve and does not detect the parked vehicle at the end of the curve in its current field of view. In this case, the vehicle may directly calculate in advance the second safe distance of the vehicle based on the obtained position of the end of the curve, the position of the parked vehicle, and the curvature radius of the curve.

[0206] S407: The vehicle is controlled to stop at a position that is at least a second safe distance from the end of the curve.

[0207] Specifically, the vehicle is controlled to travel around the curve at a speed equal to or less than the safe speed based on the safe speed obtained in step S405 to ensure that the vehicle exits the curve safely. In addition, the vehicle is decelerated to ensure that the vehicle stops at a position that is a second safe distance from the end of the curve. Of course, in some possible embodiments, the vehicle may be stopped at a position that is farther than the second safe distance from the end of the curve.

[0208] In another embodiment of the present application, if the vehicle detects that there is a parked vehicle at the predicted stopping position after the curve in the original lane (i.e., a position that is a first safe distance from the end of the curve), steps S406 and S407 may not be performed. If the sensor system in the vehicle is good, the vehicle may be further controlled to perform a lane change operation after exiting the curve to ensure that the vehicle stops in a lane adjacent to the lane in which the parked vehicle is located, at a position that is at least a first safe distance from the end of the curve.

[0209] It should be noted that in one specific implementation, the specific stopping position of the vehicle after the end of the curve may be further determined with reference to the traffic rules of the curve section and a second safety distance.

[0210] It can be seen that in this embodiment of the present application, when the vehicle detects driving safety information in the curve that affects the normal driving of the vehicle, the vehicle can obtain a preset stopping position after the curve by referring to the position of the vehicle and the curve information sent by the roadside unit. If the vehicle detects that the preset stopping position is blocked by a parked vehicle in the process of exiting the curve, the vehicle can recalculate the stopping position after the curve, so that the following vehicle in the curve can take avoidance measures in a timely manner when it finds the vehicle. This avoids rear-end collision accidents between vehicles and improves the driving safety of the vehicle.

[0211] Please refer to Figure 11(1) to Figure 11(3). Below, the method in the embodiment of Figure 10 is described using some specific application scenarios.

[0212] In the application scenario of the present application, as shown in FIG. 11(1), a vehicle is entering a curve. When detecting that a hardware device of the vehicle (e.g., a side rear sensor or a steering mechanism of the vehicle) has failed, the vehicle receives the curve information (including the positions of the start and end points of the curve and the curvature radius of the curve) transmitted by the roadside unit (RSU), obtains a first safety distance and a safe speed of the vehicle based on the curvature radius in the curve information, and controls the vehicle to travel at a speed equal to or less than the safe speed. When approaching the end point of the curve, the vehicle detects that a parked vehicle B is located at a position of the first safety distance from the end point of the curve, and obtains the position of the parked vehicle B. Then, the vehicle calculates a second safety distance based on the position of the parked vehicle B and the first safety distance, or based on the position of the parked vehicle B, the first safety distance, and the real-time speed of the vehicle, and controls the vehicle to stop at a position of the second safety distance from the end point of the curve. In some possible application scenarios, the vehicle may be further controlled to stop at a position farther than the second safety distance from the end point of the curve.

[0213] In another application scenario of the present application, as shown in FIG. 11(2), the vehicle is entering a curve, and the curve is currently under a rainstorm. The rainfall sensor in the vehicle detects that the rainfall in the current driving environment is greater than a preset rainfall threshold for the vehicle's automatic driving system, and gives an environmental risk warning to the system of the vehicle. In response to the environmental risk warning information, the vehicle receives the curve information (including the positions of the start and end points of the curve and the curvature radius of the curve) sent by the roadside unit (RSU), obtains a first safe distance and a safe speed of the vehicle based on the curvature radius of the curve, and controls the vehicle to travel at a speed equal to or less than the safe speed. When approaching the end point of the curve, the vehicle detects that there is a parked vehicle B near the end point, and obtains the position of the parked vehicle B. If the distance between the parked vehicle B and the end point of the curve is greater than or equal to the first safe distance, the vehicle recalculates a second safe distance suitable for the vehicle to stop based on the first safe distance and the position of the parked vehicle B, and finally controls the vehicle to stop at a position of the second safe distance from the end point of the curve. In some possible application scenarios, the vehicle may be further controlled to stop further than a second safe distance from the end of the curve.

[0214] In another application scenario of the present application, as shown in FIG. 11(3), a vehicle traveling on a curve detects that the amount of rainfall, i.e., the current driving environment parameter, exceeds the rainfall threshold preset in the automated driving system, and an environmental risk warning is given to the system. The vehicle receives the curve information sent by the roadside unit, obtains parameters such as a first safe distance and a safe speed of the vehicle based on the curve information, and controls the vehicle to travel at a safe speed. When the vehicle approaches the end of the curve, if the vehicle detects that there is a parked vehicle at a preset stopping position in the current lane after the curve (i.e., at a position of the first safe distance from the end of the curve), the vehicle is controlled to stop in the adjacent lane at a position of the first safe distance from the straight line where the end of the curve is located. In some possible application scenarios, the adjacent lane may alternatively be the emergency stopping area on the rightmost side of the current lane.

[0215] See Figure 12. To illustrate one possible implementation scenario of the solution when the vehicle is not entering a curve, the following describes another method for controlling an automated vehicle before the automated vehicle enters a curve according to an embodiment of the present application. The method includes, but is not limited to, the following steps:

[0216] S501: A vehicle detects driving safety information and obtains the location of a target vehicle. For the specific implementation of this step, please refer to the relevant description of step S202 and step S203 in the embodiment of FIG. 6. Details will not be described again here.

[0217] S502: A reference vehicle in a curve transmits motion trajectory information to a target vehicle.

[0218] In order to distinguish the reference vehicle from the vehicle of the present application, the vehicle of the present application may also be called a target vehicle. Specifically, the target vehicle may communicate with the reference vehicle that normally travels around a curve. Thus, the target vehicle may receive the motion trajectory information transmitted by the reference vehicle that is entering the curve. The motion trajectory information includes at least the position of the start point of the curve.

[0219] It should be noted that the reference vehicle in this application is a normal driving vehicle that is located ahead of the target vehicle and is entering a curve, and the motion trajectory information of the reference vehicle can be past motion trajectory information or future motion trajectory information. The motion trajectory information of the reference vehicle includes at least the position of the start point of the curve, and naturally can further include the position of the end point of the curve, the real-time rotation angle information of the vehicle, etc.

[0220] S503: The vehicle obtains curve information based on the motion trajectory information of the reference vehicle, and determines that the target vehicle is not entering a curve based on the curve information and the position of the target vehicle.

[0221] Specifically, the target vehicle and the reference vehicle in the curve may implement a vehicle-to-vehicle communication function based on a wireless communication system. The motion trajectory information of the reference vehicle includes the position of the start point of the curve, the position of the end point of the curve, etc. The target vehicle obtains the position of the start point of the curve from the motion trajectory information of the reference vehicle, and then determines the relative positional relationship between the target vehicle and the curve by referring to the position of the target vehicle. If the relative positional relationship indicates that the vehicle is outside the curve and the traveling direction of the vehicle is the same as the direction of the curve, it can be determined that the target vehicle is not entering the curve.

[0222] S504: Based on the position of the start point of the curve in the curve information, the target vehicle is controlled to stop before the position of the start point of the curve.

[0223] Specifically, the target vehicle calculates the distance between the target vehicle's position and the position of the start of the curve, and a braking force threshold for the vehicle to stop at the position of the start of the curve (in other words, the vehicle's speed is 0) may be calculated based on the real-time speed of the target vehicle, and then the vehicle's brake mechanism is controlled to provide a braking force equal to or greater than the braking force threshold to change the vehicle's motion state so as to ensure that the vehicle stops at a position before the start of the curve.

[0224] In another embodiment of the present application, after the target vehicle detects that an obstacle occurs in the target vehicle before entering a curve, and receives the motion trajectory information transmitted by the reference vehicle in the curve to determine the position of the start point of the curve, if the target vehicle detects that there is a parked vehicle ahead of the position of the start point of the curve, the target vehicle calculates the distance between the position of the target vehicle and the parked vehicle and the position, and controls the vehicle to decelerate, so as to ensure that the target vehicle stops ahead of the position of the parked vehicle ahead of the start point of the curve, and prevent the target vehicle from colliding with the parked vehicle.

[0225] It should be noted that the vehicle may detect the location of the parked vehicle using the vehicle's sensors, and the obtained location of the parked vehicle may alternatively be transmitted by a roadside unit or may be a stopping position received from the parked vehicle and broadcast by the parked vehicle based on vehicle-to-vehicle communication.

[0226] It should be noted that in one specific implementation, the specific stopping position of the vehicle before the beginning of the curve may be further determined with reference to the traffic rules of the curve section.

[0227] In this embodiment of the present application, it can be seen that when a vehicle monitors driving safety information affecting the normal driving of the vehicle before entering a curve, the vehicle receives a motion trajectory including the curve information transmitted by another vehicle in the curve based on vehicle-to-vehicle communication. In combination with the vehicle's position and the curve information, the vehicle is controlled to stop before entering the curve or to stop after safely passing the curve, so that the vehicle is stopped outside the curve and the vehicle rear-end collision caused by stopping in the curve is avoided. In addition, whether the vehicle stops before the start of the curve or after the end of the curve, the following vehicle has a sufficiently good vision and a sufficiently long reaction time to take avoidance measures. This improves the driving safety of the vehicle and reduces traffic accidents in the curve section.

[0228] Please refer to Figure 13(1) to Figure 13(4). Below, the method in the embodiment of Figure 12 is described using some specific application scenarios.

[0229] As shown in FIG. 13(1), before entering the curve, the target vehicle detects that a fault has occurred in the vehicle itself, for example, the side rear sensor of the vehicle has failed or the steering mechanism is unable to sense, or (as shown in FIG. 13(2)) the target vehicle detects that the amount of rainfall in the current rainstorm environment exceeds the rainfall threshold preset in the vehicle's automated driving system (i.e., the current driving environment no longer meets the environmental conditions preset in the automated driving system). In this case, the target vehicle receives the motion trajectory information transmitted by the reference vehicle normally driving the curve, obtains the position of the start point of the curve from the motion trajectory information, and controls the vehicle to decelerate based on the distance between the target vehicle and the start point of the curve to ensure that the vehicle stops before the start point of the curve. In some possible application scenarios, as shown in FIG. 13(3), in the deceleration process, the vehicle detects that there is a parked vehicle in a position before the start point of the curve, and the target vehicle obtains the position of the parked vehicle, calculates the distance between the target vehicle and the parked vehicle, and controls the vehicle to decelerate to ensure that the target vehicle stops behind the parked vehicle.

[0230] In another application scenario of the present application, as shown in Figure 13 (4), before entering a curve, the target vehicle detects that the current driving environment parameters exceed the environmental parameters preset in the automatic driving system (for example, the amount of rainfall exceeds a threshold), or detects that a failure occurs in the vehicle's sensor, receives the motion trajectory information transmitted by the reference vehicle, obtains the position of the end point of the curve and the curvature radius of the curve from the motion trajectory information, and obtains a first safe distance and a safe speed based on the curvature radius of the curve. In this case, the target vehicle is controlled to travel at a speed equal to or less than the safe speed, and the target vehicle is stopped at a position equal to or more than the first safe distance from the end point of the curve.

[0231] See Figure 14. To illustrate one possible implementation scenario of the solution when the vehicle is entering a curve, the following describes another method for controlling an automated vehicle after the automated vehicle enters a curve according to an embodiment of the present application. The method includes but is not limited to the following steps:

[0232] S601: Detect driving safety information and obtain the location of the target vehicle. For the specific implementation of this step, please refer to the relevant description of step S202 and step S203 in the embodiment of Figure 6. Details will not be described again here.

[0233] S602: The reference vehicle transmits motion trajectory information to the target vehicle.

[0234] Specifically, the target vehicle and the reference vehicle in the curve may implement a vehicle-to-vehicle communication function based on a wireless communication system. The reference vehicle is a vehicle that normally travels around the curve, and the motion trajectory information transmitted by the reference vehicle may be at least one of past motion trajectory information and future motion trajectory information. The motion trajectory information includes at least the position information of the start point and the end point of the curve and the curvature radius of the curve.

[0235] S603: Obtain curve information based on the motion trajectory information of the reference vehicle, and determine that the target vehicle is entering a curve based on the curve information and the position of the target vehicle.

[0236] Specifically, after receiving the motion trajectory information sent by the reference vehicle, the target vehicle can obtain the start point and end point of the curve based on the motion trajectory information, and can roughly calculate the curvature radius of the curve by referring to the shape of the motion trajectory after the start point and end point of the curve are determined. To determine the relative position relationship between the target vehicle and the curve, the real-time position of the target vehicle is compared with the positions of the start point and end point of the curve. If the relative position relationship is that the target vehicle is in the curve, it indicates that the target vehicle is entering the curve. In one possible embodiment, the position of the target vehicle can be further compared with the position information of the reference vehicle in the motion trajectory information of the reference vehicle to determine that the target vehicle is entering the curve.

[0237] In some possible embodiments, in addition to receiving the motion trajectory information transmitted by the reference vehicle, the target vehicle further acquires steering wheel rotation angle information transmitted by the reference vehicle in real time, and processes the acquired steering wheel rotation angle information using an algorithm to obtain a more accurate curvature radius of the curve.

[0238] S604: Obtain a first safety distance according to the curvature radius of the curve in the curve information. For the specific implementation of this step, please refer to the relevant description of step S305 in the embodiment of FIG. 8. Details will not be described again here.

[0239] S605: Control the target vehicle to stop at a position that is at least a first safe distance from the end of the curve. For the specific implementation of this step, please refer to the relevant description of step S306 in the embodiment of FIG. 8. Details will not be described again here.

[0240] In some possible embodiments, the vehicle obtains the first safety distance, but when approaching the end of the curve, the target vehicle detects, using the camera or sensor of the target vehicle, that there is a parked vehicle at the first safety distance from the end of the curve. In this case, the target vehicle cannot stop at the pre-calculated position that is the first safety distance from the end of the curve. Therefore, the target vehicle re-determines a second safety distance suitable for safely stopping the vehicle based on the obtained position of the parked vehicle ahead and the first safety distance. It is found that the second safety distance is greater than the first safety distance. Finally, the target vehicle travels at a speed equal to or less than the safe speed in step S604 and stops at a position that is the second safety distance from the end of the curve. Of course, in some possible embodiments, the vehicle may be stopped at a position that is farther away from the end of the curve than the second safety distance.

[0241] In another embodiment of the present application, if the vehicle detects that there is a parked vehicle at a predicted stopping position after the curve in the original lane (i.e., a position that is a first safe distance from the end of the curve) and the sensor system in the vehicle is good, the vehicle can be further controlled to perform a lane change operation after exiting the curve to ensure that the vehicle stops at a position in a lane adjacent to the lane in which the parked vehicle is located that is at least a first safe distance from the end of the curve.

[0242] It should be noted that the position of the parked vehicle near the end of the curve may be detected by the target vehicle, or may be detected by the reference vehicle and transmitted to the target vehicle, or may be received from the parked vehicle and broadcast by the parked vehicle via vehicle-to-vehicle communication. In this case, the target vehicle may directly calculate the second safety distance in advance based on the position of the end of the curve, the curvature radius of the curve, and the position of the parked vehicle.

[0243] Note that the target vehicle in FIG. 14 is the vehicle of the embodiment of FIGS.

[0244] It should be noted that in one specific implementation, the specific stopping position of the vehicle after the end of the curve may be further determined with reference to the traffic rules for the curve section and a first safety distance, or with reference to the traffic rules for the curve section and a second safety distance.

[0245] In this embodiment of the present application, it can be seen that when detecting driving safety information affecting the normal driving of the vehicle in the curve, the vehicle receives a motion trajectory including the curve information transmitted by another vehicle in the curve based on the vehicle-to-vehicle communication. The vehicle is controlled to stop at a position of a preset distance from the end point of the curve after exiting the curve with reference to the vehicle's position and the curve information. The vehicle can flexibly adjust the preset distance based on whether another parked vehicle blocks the position after the curve to avoid collision with another parked vehicle at the exit of the curve and collision with a following vehicle exiting the curve. This improves the driving safety of the vehicle and reduces traffic accidents in the curve section.

[0246] Please refer to Figure 15(1) to Figure 15(3). Below, the method in the embodiment of Figure 14 is described using some specific application scenarios.

[0247] In the application scenario of the present application, as shown in FIG. 15(1), the target vehicle is entering a curve. The target vehicle detects that the current environmental parameters exceed the environmental conditions preset in the automated driving system (e.g., the amount of rainfall exceeds a preset rainfall threshold), or detects that a failure has occurred in the hardware device of the target vehicle (e.g., the side rear sensor or steering mechanism of the vehicle), receives motion trajectory information transmitted by a reference vehicle in the curve, obtains the end point of the curve and the curvature radius of the curve from the motion trajectory information, obtains a first safe distance and a safe speed based on the curvature radius of the curve and the end point of the curve, controls the target vehicle to travel at a speed equal to or less than the safe speed, and stops at a position that is the first safe distance from the end point of the curve. In some possible embodiments, the target vehicle may be stopped at a position farther away than the first safe distance from the end point of the curve. In some possible scenarios, as shown in FIG. 15(2), when approaching the end point of the curve, the target vehicle detects that a parked vehicle is blocking the stop position that is the first safe distance from the end point of the curve. The target vehicle obtains the position of the parked vehicle, obtains a second safety distance by recalculation based on the first safety distance and the position of the parked vehicle, and controls the target vehicle to stop at a position of the second safety distance from the end of the curve. In some possible scenarios, the target vehicle may be stopped at a position farther than the second safety distance from the end of the curve.

[0248] In another application scenario of the present application, as shown in FIG. 15(3), a vehicle traveling on a curve detects that the amount of rainfall, i.e., the current driving environment parameter, exceeds the rainfall threshold preset in the automated driving system, and an environmental risk warning is given to the system. The vehicle receives the motion trajectory information transmitted by the vehicle traveling on the curve normally, and obtains the start point, end point, curvature radius, etc. of the curve where the vehicle is located based on the motion trajectory information, to obtain parameters such as a first safety distance and a safe speed of the vehicle, and controls the vehicle to travel at a safe speed. When the vehicle approaches the end point of the curve, if the vehicle detects that there is a parked vehicle at a preset stopping position (i.e., a position at a first safety distance from the end point of the curve) in the current lane after the curve, the vehicle is controlled to stop at a position at a first safety distance from the straight line where the end point of the curve is located in the adjacent lane. In some possible application scenarios, the adjacent lane may alternatively be an emergency stopping area on the rightmost side of the current lane.

[0249] Please refer to FIG. 16. An embodiment of the present application provides a diagram of the functional structure of an apparatus used in an automated vehicle. The apparatus 100 includes a safety monitoring unit 1131, an information acquisition unit 1132, and a processing control unit 1133. The apparatus 100 may be implemented by hardware, software, or a combination of software and hardware. For example, the safety monitoring unit 1131 may be the steering mechanism 136, the braking mechanism 140, the radar 130, the lidar 132, etc. of FIG. 3, or may be a rainfall sensor, a pressure sensor, etc. not shown in FIG. 3, or other hardware that can detect vehicle system fault information and vehicle driving environment information. The safety monitoring unit 1131 may further be implemented, for example, using the transceiver 115 of FIG. 3, and is configured to receive curve obstacle information transmitted by a roadside unit, etc. The information acquisition unit 1132 is implemented, for example, using the transceiver 115 and / or the processor 113 of FIG. 3. The processing control unit 1133 may be, for example, a software module running on the processor 113 of FIG.

[0250] The safety monitoring unit 1131 is configured to monitor driving safety information before the vehicle enters the curve or when the vehicle enters the curve. The information acquiring unit 1132 is configured to acquire a position of the vehicle in response to the driving safety information. The information acquiring unit 1132 is further configured to acquire curve information, where the curve information includes at least one of a position of a start point of the curve and a position of an end point of the curve. The processing control unit 1133 is configured to control the vehicle to stop at an outer position of the curve based on the position of the vehicle and the curve information.

[0251] The functional modules of the device 100 may be configured to implement the method shown in Fig. 5. In the embodiment of Fig. 5, the security monitoring unit 1131 may be configured to perform step S101, the information acquiring unit 1132 may be configured to perform step S102 and step S103, and the processing control unit 1133 may be configured to perform step S104. The functional modules of the device 100 may be further configured to perform the embodiments of Fig. 6, Fig. 8, Fig. 10, Fig. 12, and Fig. 14. For the sake of brevity, the details will not be described again here in this application.

[0252] An embodiment of the present application further provides a computer storage medium, which stores a computer program used for electronic data exchange, the computer program enabling a computer to perform some or all of the steps of any of the method described in the method embodiments above.

[0253] An embodiment of the present application further provides a computer program product. The computer program product includes a non-transitory computer-readable storage medium storing a computer program. The computer program operates to enable a computer to perform some or all of the steps of any method described in the above method embodiments. The computer program product may be a software installation package, and the computer includes an electronic device.

[0254] It should be noted that those skilled in the art can understand that all or part of the steps in each method of the above-mentioned embodiments can be implemented by a program instructing relevant hardware. The program can be stored in a computer-readable storage medium. The storage medium includes a Read-Only Memory (ROM), a Random Access Memory (RAM), a Programmable Read-only Memory (PROM), an Erasable Programmable Read-Only Memory (EPROM), a One-time Programmable Read-Only Memory (OTPROM), an Electrically-Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc Read-Only Memory (CD-ROM), or another optical disk memory, a magnetic disk memory, a magnetic tape memory, or any other computer-readable medium that can be configured to carry or store data.

[0255] In the above embodiments, the description of each embodiment has its own focus. For the parts not described in detail in an embodiment, please refer to the related descriptions of other embodiments.

[0256] In some embodiments provided in the present application, it should be understood that the disclosed system, device, and method may be implemented in other ways. For example, the described device embodiment is merely an example. For example, the unit division is merely a logical functional division, and may be other divisions in actual implementation. For example, multiple units or components may be combined or incorporated into another system, and some features may be ignored or not implemented. In addition, the mutual couplings or direct couplings or communication connections shown or discussed may be implemented using some interfaces. Indirect couplings or communication connections between devices or units may be implemented in electronic, mechanical, or other forms.

[0257] The units described as separate parts may or may not be physically separated, and the parts shown as units may or may not be physical units, located in one place, or distributed over multiple network units. Some or all of the units may be selected based on the actual requirements for achieving the objectives of the solutions of the embodiments.

[0258] In addition, the functional units in the embodiments of the present application may be integrated into one processing unit, each of the units may exist physically alone, or two or more units may be integrated into one unit. The integrated unit may be implemented in the form of hardware or in the form of a software functional unit.

[0259] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, the integrated unit may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present application may be essentially implemented in the form of a software product, or the part that contributes to the prior art, or all or part of the technical solution may be implemented in the form of a software product. The computer software product is stored in a storage medium and includes some instructions for instructing a device (which may be a personal computer, a server, or a network device, a robot, a single-chip microcomputer, a chip, a robot, etc.) to execute all or part of the steps of the method described in the embodiments of the present application. The aforementioned storage medium includes any medium that can store program code, such as a USB flash drive, a removable hard disk, a read-only memory, a random access memory, a magnetic disk, an optical disk, etc.

[0260] The embodiments of the present application have been described in detail above. The principles and implementations of the present application are described herein using specific examples. The description of the embodiments is merely provided to aid in understanding the method and core concepts of the present application. In addition, those skilled in the art may make modifications and changes to specific implementations and application scopes based on the concepts of the present application. Therefore, the contents of this specification should not be construed as limitations on the present application. [Explanation of symbols]

[0261] 10 Vehicles 12 Wireless Network Devices 14 Roadside Unit (RSU) 16 Wired Network 18 Server 100 devices 102 Propulsion System 104 Sensor System 106 Control System 108 Peripheral Devices 110 Power supply 111 Computing Devices 112 User Interface 113 Processors 114 Memory 115 Transceiver 118 Engine / Motor 120 Energy Sources 122 Transmission Device 124 Wheels / Tires 126 Global Positioning System 128 Inertial Measurement Unit 130 Radar 132 Rider 134 Camera 136 Steering mechanism 138 Throttle 140 Brake mechanism 142 Touchscreen 144 Microphone 146 Speaker 148 Status Light 1131 Safety Monitoring Unit 1132 Information Acquisition Unit 1133 Processing Control Unit

Claims

1. 1. A method for controlling an automated vehicle, comprising: monitoring driving safety information when the vehicle is entering a curve; obtaining a location of the vehicle in response to the driving safety information; acquiring curve information, the curve information including a position of an end point of the curve and a radius of curvature of the curve; controlling the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information; Including, The step of controlling the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information, A step of obtaining a first safety distance, which is a maximum braking distance for preventing a following vehicle from colliding with the vehicle, based on the radius of curvature of the curve, wherein the first safety distance is longer when the radius of curvature of the curve is larger; controlling the vehicle to stop at a position that is at least the first safe distance from the end point of the curve; A method comprising:

2. The driving safety information is system fault information, and the system fault information indicates that a system fault has occurred in the vehicle; The step of monitoring driving safety information includes: obtaining the system fault information by detecting a system status of the vehicle; 2. The method of claim 1, comprising:

3. The driving safety information is environmental risk information, and the environmental risk information indicates that the driving environment of the vehicle does not satisfy a risk condition preset in the autonomous driving system; The step of monitoring driving safety information includes: obtaining the environmental risk information by detecting conditions of an environment in which the vehicle is located; 2. The method of claim 1, comprising:

4. The driving safety information is curve obstacle information, and the curve obstacle information indicates that there is an obstacle that obstructs passage at the curve, The step of monitoring driving safety information includes: receiving the curve obstacle information transmitted by a roadside unit (RSU); 2. The method of claim 1, comprising:

5. The step of acquiring curve information includes: receiving the curve information transmitted by a roadside unit (RSU); 2. The method of claim 1, comprising:

6. The step of acquiring curve information includes: processing map data in the vehicle to obtain the curve information; 2. The method of claim 1, comprising:

7. The step of acquiring curve information includes: receiving motion trajectory information transmitted by a reference vehicle entering the curve; processing the motion trajectory information to obtain the curve information; 2. The method of claim 1, comprising:

8. The step of obtaining the first safety distance based on the radius of curvature of the curve includes: performing a calculation based on the radius of curvature of the curve to obtain a safe speed for the vehicle; obtaining the first safety distance based on the radius of curvature of the curve and the safe speed; 8. The method of claim 1 , comprising:

9. The step of obtaining the first safety distance based on the radius of curvature of the curve includes: searching mapping information based on the radius of curvature of the curve to obtain the first safety distance, the mapping information including a mapping relationship between a combination of a safe speed and the radius of curvature and a safety distance; 8. The method of claim 1 , comprising:

10. If a parked vehicle is detected at the position that is greater than or equal to the first safe distance from the end point of the curve, the method further comprises: obtaining the location of the parked vehicle Further comprising: The step of controlling the vehicle to stop at a position that is equal to or greater than the first safe distance from the end point of the curve includes: obtaining a second safety distance based on the position of the parked vehicle and the first safety distance, the second safety distance being greater than the first safety distance; controlling the vehicle to stop at a position that is at least the second safe distance from the end point of the curve; 10. The method of any one of claims 1 to 9, comprising:

11. When it is detected that a parked vehicle is present at the position that is the first safety distance or more from the end point of the curve, the step of controlling the vehicle to stop at a position that is the first safety distance or more from the end point of the curve includes: controlling the vehicle to stop at a position in a lane adjacent to the lane in which the parked vehicle is located that is at least the first safe distance from the end point of the curve; 11. The method of any one of claims 1 to 10, comprising:

12. After the step of controlling the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information, the method further comprises: instructing the vehicle to turn on a hazard warning signal light to provide a hazard signal warning; instructing the vehicle to initiate an automatic shutdown command to shut down the engine; indicating that the door is to be automatically unlocked when the door is locked; and Instructing said vehicle to activate its emergency rescue system. The method according to claim 1 , further comprising the step of performing at least one of the following:

13. 1. An apparatus for controlling an automated vehicle, comprising: A monitoring device configured to monitor driving safety information when a vehicle is entering a curve, the monitoring device comprising a sensor or a transceiver disposed on the vehicle; a positioning device configured to obtain a position of the vehicle in response to the driving safety information; Equipped with the transceiver is further configured to obtain curve information, the curve information including a location of an end point of the curve and a radius of curvature of the curve; The apparatus, a processor configured to control the vehicle to stop at an outside position of the curve based on the position of the vehicle and the curve information, A first safety distance is obtained based on the radius of curvature of the curve, the first safety distance being a maximum braking distance for preventing a following vehicle from colliding with the vehicle, and the first safety distance is longer when the radius of curvature of the curve is larger; a processor configured to control the vehicle to stop at a location that is greater than or equal to the first safe distance from the end of the curve. An apparatus comprising:

14. The driving safety information is system fault information, the system fault information indicates that a system fault has occurred in the vehicle, and the sensor: Obtaining the system fault information by detecting the system status of the vehicle The apparatus of claim 13 configured to:

15. The driving safety information is environmental risk information, and the environmental risk information indicates that the driving environment of the vehicle does not satisfy a risk condition preset in the autonomous driving system, and a sensor: The environmental risk information is obtained by detecting the conditions of the environment in which the vehicle is located. The apparatus of claim 13 configured to:

16. The driving safety information is curve obstacle information, the curve obstacle information indicating that there is an obstacle that prevents passage through the curve, and the transceiver: Receive the curve obstacle information transmitted by the roadside unit (RSU). The apparatus of claim 13 configured to:

17. The transceiver, Receive the curve information transmitted by the roadside unit (RSU) The apparatus of claim 13 configured to:

18. The processor, Process map data in the vehicle to obtain the curve information The apparatus of claim 13 configured to:

19. 14. The apparatus of claim 13, wherein the transceiver is further configured to receive motion trajectory information transmitted by a reference vehicle entering the curve, and the processor is configured to process the motion trajectory information to obtain the curve information.

20. The processor, performing a calculation based on the radius of curvature of the curve to obtain a safe speed for the vehicle; Obtaining the first safety distance based on the radius of curvature of the curve and the safe speed.

20. The apparatus of claim 13, configured to:

21. The processor, 20. The apparatus of claim 13, further comprising: a first safety distance determining section configured to determine whether the first safety distance is greater than the first safety distance and to determine whether the first safety distance is greater than the first safety distance;

22. If a parked vehicle is detected at the position that is equal to or greater than the first safe distance from the end point of the curve, the processor: Obtaining the location of the parked vehicle; configured to obtain a second safety distance based on the position of the parked vehicle and the first safety distance, the second safety distance being greater than the first safety distance; 22. Apparatus according to any one of claims 13 to 21, wherein the processor is configured to control the vehicle to stop at a location that is at least the second safe distance from the end of the curve.

23. If a parked vehicle is detected at the position that is equal to or greater than the first safe distance from the end point of the curve, the processor: Controlling the vehicle to stop at a position in a lane adjacent to the lane in which the parked vehicle is located that is at least the first safety distance from the end point of the curve.

23. Apparatus according to any one of claims 13 to 22, configured to:

24. The processor, instructing the vehicle to turn on a hazard warning signal light to provide a hazard signal warning; instructing the vehicle to initiate an automatic shutdown command to shut down the engine; indicating that the door is to be automatically unlocked when the door is locked; and Instructing said vehicle to activate its emergency rescue system.

24. The apparatus of claim 13, further configured to:

25. A computer readable storage medium comprising a program which, when executed by a processor, performs the method according to any one of claims 1 to 12.

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