Vehicle control method and apparatus, vehicle, storage medium, and computer program

Abstract

A vehicle control method and apparatus, a vehicle, a storage medium, and a computer program, relating to the technical field of assisted driving. The method comprises: acquiring a relative position relationship between a vehicle and a speed bump at a current moment, wherein the relative position relationship comprises at least two of the following: the vehicle is located in an approach transition area before the speed bump, the vehicle is located in an ascending area of the speed bump, the vehicle is located in a descending area of the speed bump, and the vehicle is located in an exit transition area behind the speed bump; if the relative position relationship is that the vehicle is located in the approach transition area, increasing the vehicle speed of the vehicle; if the relative position relationship is that the vehicle is located in the ascending area, increasing the output torque of the vehicle; if the relative position relationship is that the vehicle is located in the descending area, reducing the output torque of the vehicle, and / or increasing the braking force of the vehicle; and if the vehicle is located in the exit transition area, controlling the vehicle speed of the vehicle to be reduced to a target vehicle speed. In this way, the problems in the prior art of poor intelligence of a control mode of a vehicle passing through a speed bump, and the like are solved.

Description

Vehicle control method, device, vehicle, storage medium and computer program

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on February 2, 2023, with application number 202410151718.4, and invention name “Vehicle Control Method, Device, Vehicle, Storage Medium and Computer Program”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of assisted driving technology, and in particular to a vehicle control method, device, vehicle, storage medium, and computer program. Background Art

[0003] In assisted driving fields such as autonomous driving or automatic parking, driving scenes with speed bumps are often encountered. Speed ​​bumps, also called deceleration ridges, are traffic facilities installed on the road to slow down passing vehicles.

[0004] In the prior art, when a vehicle passes over a speed bump, it typically slows down first, then increases torque to pass the bump. Finally, to avoid driving safety issues caused by overspeed, the vehicle is controlled to apply emergency braking force to decelerate. However, the control methods used in the prior art for passing over speed bumps lack intelligence, reducing the user's assisted driving experience.

[0005] Summary of the Invention

[0006] The present application provides a vehicle control method, device, vehicle, storage medium and computer program to solve the problem in the related art that the control method of the vehicle passing through the speed bump is poor in intelligence, resulting in a poor assisted driving experience.

[0007] A first aspect embodiment of the present application provides a vehicle control method, comprising the following steps: obtaining the relative position relationship between the vehicle and the speed bump at the current moment, the relative position relationship including at least two of the following: the vehicle is located in a rising preparatory zone in front of the speed bump, the vehicle is located in a rising zone of the speed bump, the vehicle is located in a falling zone of the speed bump, and the vehicle is located in a falling end zone behind the speed bump, wherein the rising preparatory zone is an area within a first preset range in front of the speed bump, the rising zone is an area before the top of the speed bump, the falling zone is an area after the top of the speed bump, and the falling end zone is an area within a second preset range behind the speed bump; controlling the vehicle driving process based on the relative position relationship between the vehicle and the speed bump at the current moment, wherein, if the relative position relationship is that the vehicle is located in the rising preparatory zone, increasing the vehicle speed; if the relative position relationship is that the vehicle is located in the rising zone, increasing the vehicle output torque; if the relative position relationship is that the vehicle is located in the falling zone, reducing the vehicle output torque, and / or increasing the vehicle braking force; if the vehicle is located in the falling end zone, controlling the vehicle speed to reduce to a target speed.

[0008] Optionally, the relative position relationship between the vehicle and the speed bump at the current moment is the relative position relationship between the vehicle and the speed bump predicted at the previous moment, wherein the prediction of the relative position relationship between the vehicle and the speed bump at the current moment at the previous moment is the same as the prediction method of predicting the relative position relationship between the vehicle and the speed bump at the next moment at the current moment. Predicting the relative position relationship between the vehicle and the speed bump at the next moment at the current moment includes: establishing a vehicle coordinate system; obtaining the position of the speed bump at the historical moment in the vehicle coordinate system; and predicting the relative position relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump at the historical moment in the vehicle coordinate system.

[0009] Optionally, obtaining the position of the speed bump in the vehicle coordinate system at the historical moment includes: determining the size of the speed bump; determining the coordinates of each vertex of the speed bump at the historical moment based on the distance between the vehicle and the speed bump at the historical moment, and the size of the speed bump; determining the position of the speed bump in the vehicle coordinate system at the historical moment based on the coordinates of one or more vertices of the speed bump at the historical moment.

[0010] Optionally, before determining the position of the speed bump at the historical moment in the vehicle coordinate system based on the coordinates of one or more vertices of the speed bump at the historical moment, it also includes: calculating the first coordinate confidence of each vertex of the speed bump at the historical moment based on the distance between the vehicle and the speed bump at the historical moment, and the first coordinate of each vertex of the speed bump at the historical moment; obtaining the second coordinate and the second coordinate confidence of each vertex of the speed bump at the previous moment of the historical moment, and calculating the change distance of each vertex based on the first coordinate and the second coordinate of each vertex; and correcting the coordinates and coordinate confidence of each vertex at the historical moment based on the first coordinate confidence, the second coordinate confidence and the change distance of each vertex.

[0011] Optionally, the coordinates and coordinate confidence of each vertex at the historical moment are corrected based on the first coordinate confidence, the second coordinate confidence and the change distance, including: if the change distance of the target vertex in each vertex is less than the distance threshold, the coordinate confidence of the target vertex is corrected to the sum of the first coordinate confidence and the second coordinate confidence; if the change distance of the target vertex is greater than or equal to the distance threshold, the coordinate confidence of the target vertex is corrected to the highest coordinate confidence of the first coordinate confidence and the second coordinate confidence, and the coordinates of the target vertex are corrected to the coordinates with the highest coordinate confidence.

[0012] Optionally, before predicting the relative position relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump in the vehicle coordinate system at the historical moment, it also includes: calculating the position confidence of the speed bump at each moment based on the coordinate confidence of each vertex of the speed bump at each moment in the historical moment in the vehicle coordinate system; and selecting the position with the highest position confidence from the positions of the speed bump at each moment in the historical moment.

[0013] Optionally, before selecting the position with the highest position confidence from the position of the speed bump at each historical moment, it also includes: determining the time interval between the current moment and each historical moment; and updating the position confidence of the relative position relationship between the vehicle and the speed bump at each historical moment based on the time interval.

[0014] Optionally, based on the motion trajectory of the vehicle at the next moment and the position of the speed bump at the historical moment in the vehicle coordinate system, the relative position relationship between the vehicle and the speed bump at the next moment is predicted, including: obtaining the moving distance of the vehicle from the historical moment to the current moment; predicting the distance increment of the vehicle based on the motion trajectory of the vehicle at the next moment; calculating the relative position relationship between the vehicle and the speed bump at the next moment based on the moving distance, the distance increment and the position of the speed bump at the historical moment in the vehicle coordinate system.

[0015] Optionally, after predicting the relative position relationship between the vehicle and the speed bump at the next moment, the method further includes: obtaining an acceleration change curve of the vehicle passing through the speed bump; and correcting the relative position relationship between the vehicle and the speed bump at the next moment according to the acceleration change curve.

[0016] Optionally, the relative position relationship between the vehicle and the speed bump at the next moment is corrected according to the acceleration change curve, including: predicting the first speed of the vehicle at the next moment based on the acceleration and speed of the vehicle at the current moment; performing time integration on the acceleration change curve to obtain the second speed of the vehicle at the next moment; and correcting the relative position relationship according to the first speed and the second speed.

[0017] Optionally, the relative position relationship is corrected according to the first vehicle speed and the second vehicle speed, including: calculating the difference between the first vehicle speed and the second vehicle speed; if the difference is less than or equal to a correction threshold, the relative position relationship is not corrected; if the difference is greater than the correction threshold, when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the next zone; when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the previous zone.

[0018] A second embodiment of the present application provides a vehicle control device, including the functional modules of the above-mentioned vehicle control method.

[0019] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method as described above.

[0020] The fourth aspect of the present application provides a computer-readable storage medium on which a computer program is stored. The program is executed by a processor to implement the vehicle control method as described above.

[0021] The fifth aspect of the present application provides a computer program, which, when executed, is used to implement the above-mentioned vehicle control method.

[0022] Therefore, this application has at least the following beneficial effects:

[0023] The embodiment of the present application can control the vehicle's driving process according to the relative position relationship between the vehicle and the speed bump. If the vehicle is in the ascending preparatory area, the vehicle's speed is increased to increase the initial speed of the vehicle entering the speed bump; if the vehicle is in the ascending area, the vehicle's output torque is increased to reduce the acceleration change of the vehicle entering the ascending area; if the vehicle is in the descending area, the vehicle's output torque is reduced and / or the vehicle's braking force is increased to reduce the acceleration change of the vehicle entering the descending area; if the vehicle is in the descending end area, the vehicle's speed is controlled to decrease to a target speed to reduce the speed change of the vehicle leaving the speed bump. Thus, the embodiment of the present application can perform different controls according to the different areas in which the vehicle is located, realizing refined control of the vehicle passing over the speed bump, reducing the acceleration change of the vehicle after entering the speed bump, improving the riding experience, and reducing the noise and jerk caused by the sudden increase in brake pressure due to excessive acceleration change, as well as the system loss of the entire vehicle system caused by the need to coordinate multiple systems due to the sudden increase in brake pressure, thereby improving the smoothness and comfort of the vehicle when passing over the speed bump, realizing the vehicle's seamless passing over the speed bump, and providing users with a more user-friendly assisted driving experience. This solves technical problems in related technologies such as poor intelligence in the control method for vehicles passing through speed bumps, resulting in poor assisted driving experience.

[0024] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0026] FIG1 is a flow chart of a vehicle control method according to an embodiment of the present application;

[0027] FIG2 is a schematic diagram of area division according to relative positional relationships provided in an embodiment of the present application;

[0028] FIG3 is a schematic diagram of a simplified model of a speed bump provided according to an embodiment of the present application;

[0029] FIG4 is a schematic diagram of a surrounding range of deceleration provided according to an embodiment of the present application;

[0030] FIG5 is a schematic diagram of acceleration curves before and after optimization according to an embodiment of the present application;

[0031] FIG6 is a schematic structural diagram of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0032] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0033] The following describes the vehicle control method, apparatus, vehicle, storage medium, and computer program according to the embodiments of the present application with reference to the accompanying drawings. It should be noted that the vehicle control method in the following embodiments is applied to assisted driving fields such as autonomous driving or automatic parking, and is executed by a vehicle. The vehicle control method in the following embodiments is used to control the vehicle to smoothly pass over speed bumps, thereby improving the vehicle's comfort when passing over speed bumps.

[0034] Specifically, FIG1 is a flow chart of a vehicle control method provided in an embodiment of the present application.

[0035] As shown in FIG1 , the vehicle control method includes the following steps:

[0036] In step S101, the relative position relationship between the vehicle and the speed bump at the current moment is obtained, and the relative position relationship includes at least two of the following: the vehicle is located in a rising preparatory zone in front of the speed bump, the vehicle is located in a rising zone of the speed bump, the vehicle is located in a descending zone of the speed bump, and the vehicle is located in a descending end zone after the speed bump. The rising preparatory zone is an area within a first preset range in front of the speed bump, the rising zone is an area before the top of the speed bump, the descending zone is an area after the top of the speed bump, and the descending end zone is an area within a second preset range after the speed bump.

[0037] Among them, the first preset range and the second preset range can be set according to actual conditions. For example, the first preset range is 0.5 or 0.4 meters in front of the speed bump, and the second preset range is 0.3 or 0.4 meters behind the speed bump, etc., without specific limitation.

[0038] It is understood that the relative position relationship is used to represent the relative position between the vehicle and the speed bump. Using one object as a reference, the relative position of the other object can be determined. For example, using the vehicle as a reference, the phase position relationship is the position of the speed bump relative to the vehicle. For another example, using the speed bump as a reference, the relative position relationship is the position of the vehicle relative to the speed bump. In embodiments of the present application, the speed bump and the surrounding area of ​​the speed bump can be divided into multiple areas based on the boundary line and top of the speed bump. The relative position relationship specifically refers to the relative position relationship between the wheels and the speed bump.

[0039] Specifically, as shown in Figure 2, when a vehicle passes over a speed bump, the position of the wheels on the speed bump can be roughly divided into two types of position areas: the rising area and the falling area. The area within a certain range before the rising area is defined as the rising preparatory area; after leaving the falling area, the area within a certain range after the falling area is defined as the falling end area. This embodiment of the application can determine the specific area in which the vehicle is currently located based on the location coordinates of the speed bump and the current vehicle driving conditions.

[0040] The embodiments of the present application can divide the speed bump and / or the area around the speed bump into two areas, three areas, four areas, etc. according to actual conditions. Among them, if the area around the speed bump is not considered, the speed bump can be divided into a rising area and a falling area; if the area before the speed bump is considered, the speed bump and the area around the speed bump are divided into a rising area, a falling area, and a rising preparatory area; if the area behind the speed bump is not considered, the speed bump and the area around the speed bump are divided into a rising area, a falling area, and a falling end area; if the areas before and after the speed bump are considered at the same time, the speed bump and the area around the speed bump are divided into a rising preparatory area, a rising area, a falling area, and a falling end area.

[0041] In step S102, the vehicle driving process is controlled based on the relative position relationship between the vehicle and the speed bump at the current moment, wherein, if the relative position relationship is that the vehicle is located in the rising preparation area, the vehicle speed is increased; if the relative position relationship is that the vehicle is located in the rising area, the vehicle output torque is increased; if the relative position relationship is that the vehicle is located in the descending area, the vehicle output torque is reduced, and / or the vehicle braking force is increased; if the vehicle is located in the descending end area, the vehicle speed is controlled to be reduced to the target speed.

[0042] It can be understood that the embodiments of the present application can adopt appropriate vehicle control strategies according to the position of the speed bump. The current position is already in front of the speed bump, or the current position is at the top of the speed bump, or the current position has passed the top of the speed bump. According to the current position, the current vehicle control strategy is planned and the vehicle driving force and braking force are processed.

[0043] Specifically, if the current position of the vehicle is in the rising preparation zone, in order to increase the initial speed of the vehicle entering the speed bump, the embodiment of the present application can increase the vehicle speed to a first target value Vadd before the end of the rising preparation zone. The increased speed is V*(1+Vadd) and remains stable, where V represents the vehicle speed and Vadd is the value obtained according to the speed bump calibration.

[0044] If the current position of the vehicle is in an ascending area, in order to reduce the acceleration change of the vehicle entering the ascending area, the embodiment of the present application can control the output torque of the vehicle to increase a second target value f(add). The increased output torque is Torq*(1+f(add)), where Torq is the output torque of the vehicle and f(add) is the value obtained according to the calibration of the speed bump, so as to avoid a significant deceleration of the vehicle due to an excessive reduction in acceleration caused by the speed bump.

[0045] If the current position of the vehicle is in a descending zone, in order to reduce the acceleration change of the vehicle entering the descending area, the embodiment of the present application can reduce the output torque of the vehicle in advance, and / or increase the braking force of the vehicle to avoid the obvious acceleration of the vehicle caused by the excessive increase in acceleration due to the speed bump.

[0046] If the current position of the vehicle is in the descent end zone, in order to reduce the speed change of the vehicle leaving the speed bump, the embodiment of the present application can control the vehicle speed to return to the target speed after entering the descent end zone, where the target speed can be the stable speed of the vehicle before entering the speed bump area.

[0047] Therefore, the embodiment of the present application performs the above control actions on the vehicle when the vehicle passes through the speed bump, which can reduce the acceleration change of the vehicle after entering the speed bump, improve the riding experience, and at the same time reduce the noise caused by the sudden increase in brake pressure due to excessive acceleration change, that is, reduce the noise generated by the motor and brakes due to active deceleration required for speed overshoot, avoid the sense of frustration caused by the sudden increase in brake pressure, and the system loss of the entire vehicle system caused by the need to coordinate multiple systems due to the sudden increase in brake pressure, improve the smoothness and comfort of the vehicle when passing through the speed bump, realize the vehicle's seamless passing through the speed bump, and provide users with a more user-friendly assisted driving experience.

[0048] It should be noted that in step S101, the embodiment of the present application can sense the distance between the vehicle and the speed bump through sensors such as ultrasonic sensors, lidar, and visual sensors, and identify and track the speed bump through the above sensors. Since the sensors are usually installed around the vehicle body, when the speed bump is under the vehicle, the speed bump is in the blind spot of the sensor, and the relative position relationship between the vehicle and the speed bump cannot be determined through the data detected by the sensor. Therefore, in the embodiment of the present application, the rising preparation area and the descending end area can be set as critical areas where the vehicle cannot identify the speed bump. Before the vehicle enters the rising preparation area and after leaving the descending end area, the vehicle can track the speed bump in real time; after entering the rising preparation area and before leaving the descending end area, the vehicle cannot use the sensor to determine the relative position relationship between the vehicle and the speed bump at the current moment.

[0049] Therefore, when the vehicle has not entered the rising preparation area, the relative position relationship between the vehicle and the speed bump at the current moment can be determined through the data detected by the sensor; when the vehicle is about to enter the rising preparation area, the embodiment of the present application can predict the relative position relationship between the vehicle and the speed bump. At this time, the relative position relationship between the vehicle and the speed bump at the current moment is the relative position relationship between the vehicle and the speed bump predicted at the previous moment, wherein the prediction method and correction method of the relative position relationship between the vehicle and the speed bump at the current moment at the previous moment are the same as the prediction method and correction method of the relative position relationship between the vehicle and the speed bump at the next moment at the current moment.

[0050] That is, in one or more of the following embodiments, the following methods of predicting the relative position relationship between the vehicle and the speed bump at the next moment, selecting the position of the speed bump at a historical moment in the vehicle coordinate system based on the confidence level, and correcting the relative position relationship based on the acceleration curve at the current moment are also applicable to predicting the relative position relationship at the previous moment, selecting the position of the speed bump at a historical moment in the vehicle coordinate system, and correcting the relative position relationship based on the acceleration curve. Therefore, to avoid redundancy, one or more of the following embodiments will be described using the following method of predicting the relative position relationship between the vehicle and the speed bump at the next moment, selecting the position of the speed bump at a historical moment in the vehicle coordinate system based on the confidence level, and correcting the relative position relationship based on the acceleration curve as an example.

[0051] Based on one or more of the above embodiments, the vehicle control method will be described below through a second embodiment. This embodiment focuses on the prediction of relative position relationships. The details between the various embodiments may be referenced to each other, as follows:

[0052] In an embodiment of the present application, the relative position relationship between the vehicle and the speed bump at the next moment is predicted at the current moment, including: establishing a vehicle coordinate system; obtaining the position of the speed bump at the historical moment in the vehicle coordinate system; and predicting the relative position relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump at the historical moment in the vehicle coordinate system.

[0053] It is understood that the vehicle coordinate system can be a coordinate system established with any point on the vehicle as the origin. For example, in embodiments of the present application, the vehicle coordinate system can be established with the center of mass of the vehicle as the coordinate origin. A historical moment can refer to any moment before the current moment. In embodiments of the present application, the locations of speed bumps at multiple historical moments have been stored before the current moment, and the location of a speed bump at a historical moment can be selected from the locations of speed bumps at multiple historical moments.

[0054] Therefore, after obtaining the position of the speed bump at a historical moment, the embodiment of the application uses this as a prediction basis and combines the motion trajectory of the vehicle at the next moment to predict the relative position relationship between the vehicle and the speed bump at the next moment.

[0055] In an embodiment of the present application, obtaining the position of the speed bump at a historical moment in the vehicle coordinate system includes: determining the size of the speed bump; determining the coordinates of each vertex of the speed bump at the historical moment based on the distance between the vehicle and the speed bump at the historical moment, and the size of the speed bump; determining the position of the speed bump at the historical moment in the vehicle coordinate system based on the coordinates of one or more vertices of the speed bump.

[0056] It can be understood that after establishing the vehicle coordinate system, since the size of the speed bump is known, after the distance between the vehicle and the speed bump is determined, the coordinates of each vertex of the speed bump in the vehicle coordinate system can be obtained, and the position of the speed bump is represented by one or more vertex coordinates.

[0057] Specifically, before the vehicle reaches the deceleration rising preparation zone, it can sense the distance between the vehicle and the speed bump through ultrasonic sensors, lidar, visual sensors and other sensors, and identify and track the speed bump through the above sensors.

[0058] In order to accurately express the position of the speed bump at each moment, the center of mass of the vehicle can be used as the coordinate origin and the speed bump can be simplified into a rectangle, as shown in Figure 3. After the vehicle coordinate system is established and the speed bump is simplified into a rectangle, the coordinates of each vertex of the rectangle can be obtained, namely: P1 (x1, y1), P2 (x2, y2), P3 (x3, y3) and P4 (x4, y4).

[0059] To predict the need, it is necessary to store a quantity greater than N at a time interval of Δt. maxThe number of location data is recorded to record the coordinates of the speed bumps. For example, for the first speed bump, it is necessary to store the coordinates from time t0 to time t Nmax The storage space also has a certain range. If it exceeds this range, the data will be stored in a loop to ensure that the latest coordinates can be correctly saved.

[0060] Therefore, the vehicle can store the position of the speed bump while tracking it. Once the vehicle is about to enter the rising preparation area, the relative position relationship between the vehicle and the speed bump at the next moment is predicted based on the stored position of the speed bump at the historical moment and the movement trajectory of the vehicle at the next moment.

[0061] It should be noted that the speed bump recognition position needs to be within a certain range. Taking the simplified model shown in Figure 4 as an example, it is approximately a rectangle centered on the vehicle center, and its longitudinal length is the maximum distance d from the front and rear bumpers of the vehicle. l_max , the maximum distance between its lateral width and the left and right sides of the vehicle is d w_max It is required that the coordinates of at least three of the four vertices P1, P2, P3, and P4 shown in Figure 3 are within this range.

[0062] In an embodiment of the present application, based on the motion trajectory of the vehicle at the next moment and the position of the speed bump at the historical moment in the vehicle coordinate system, the relative position relationship between the vehicle and the speed bump at the next moment is predicted, including: obtaining the moving distance of the vehicle from the historical moment to the current moment; predicting the distance increment of the vehicle based on the motion trajectory of the vehicle at the next moment; calculating the relative position relationship between the vehicle and the speed bump at the next moment based on the moving distance, the distance increment and the position of the speed bump at the historical moment in the vehicle coordinate system.

[0063] It can be understood that the embodiment of the present application can predict the distance traveled by the vehicle along the motion trajectory based on the vehicle's own information, the position coordinates of the speed bump at the current moment and the time interval Δt, that is, the distance increment of the vehicle from the current moment to the next moment. However, combined with the moving distance of the vehicle from the historical moment to the current moment, the distance traveled by the vehicle from the historical moment to the next moment is predicted. Since the position of the speed bump at the historical moment is known, the relative position relationship between the vehicle and the speed bump at the next moment can be predicted.

[0064] Specifically, the location of the speed bump at a historical moment includes the coordinates of one or more vertices of the speed bump. Embodiments of the present application can predict the distance a vehicle will travel from a historical moment to the next moment. Based on the predicted distance traveled by the vehicle from the historical moment to the next moment and the travel distance, the coordinates of one or more vertices of the speed bump at the next moment can be calculated. Since the center of mass of the vehicle is used as the coordinate origin, the coordinates of the wheels can be determined, and the wheel coordinates are fixed values. At the same time, when the coordinates of each vertex are known, the relative positional relationship between the vehicle and the speed bump can be calculated based on the coordinates. Therefore, embodiments of the present application can determine the relative positional relationship between the vehicle and the speed bump at the next moment by using the coordinates of one or more vertices of the speed bump at the next moment.

[0065] Therefore, the embodiment of the present application can accurately predict the relative position relationship between the vehicle and the speed bump at the next moment based on the deceleration position at the stored historical moment, and can plan the vehicle control method at the next moment in advance by predicting the position of the speed bump, effectively improving the intelligence of the vehicle's control method when passing through the speed bump, and enhancing the user's assisted driving experience.

[0066] Based on one or more of the above embodiments, the vehicle control method will be described below through a third embodiment. This embodiment focuses on accurately determining the relative position relationship based on the confidence level. The details between the various embodiments may be referenced to each other, as follows:

[0067] In an embodiment of the present application, before representing the position of the speed bump at the historical moment based on the coordinates of one or more vertices of the speed bump at the historical moment in the vehicle coordinate system, it also includes: calculating the first coordinate confidence of the coordinates of each vertex of the speed bump at the historical moment in the vehicle coordinate system based on the distance between the vehicle and the speed bump at the historical moment, and the coordinates of each vertex of the speed bump at the historical moment in the vehicle coordinate system; obtaining the coordinates and the second coordinate confidence of each vertex in the vehicle coordinate system at the previous moment of the historical moment, and calculating the change distance of each vertex of the speed bump from the previous moment of the historical moment to the historical moment; and correcting the coordinates and coordinate confidence of each vertex of the speed bump at the historical moment in the vehicle coordinate system based on the first coordinate confidence, the second coordinate confidence and the change distance of each vertex of the speed bump.

[0068] The coordinate confidence level indicates the accuracy of the coordinates of the vertex. In the embodiment of the present application, a higher coordinate confidence level indicates a higher accuracy of the coordinates. On the contrary, a lower coordinate confidence level indicates a lower accuracy of the coordinates.

[0069] It can be understood that before the vehicle reaches the deceleration rising preparation zone, the embodiment of the present application collects the coordinates of one or more vertices of the speed bump in real time, and compares the coordinates of the same vertex at adjacent collection moments to determine whether the coordinates at adjacent collection moments are the same vertex, so as to track the position of one or more vertices of the speed bump.

[0070] Specifically, using the simplified model shown in Figure 3 as an example, coordinate confidence calculation primarily considers the following factors: the distance between the speed bump and the current vehicle position, and whether the coordinates of the four vertices P1, P2, P3, and P4 form a rectangular relationship. The distance D between the speed bump and the current vehicle position is generally inversely proportional to the confidence level; that is, the greater the distance, the lower the confidence level.

[0071] If the angles between the four or three fixed points P1, P2, P3, and P4 meet the requirements of a rectangle, that is, 90°±n°, where n is a set value, the coordinates are considered to be credible. Otherwise, the recognition result is unreliable, and the corresponding coordinate value and confidence level are discarded. Taking the P1 coordinates sensed at time T0 and time T1 as an example, it is defined as (x 1_0 ,y 1_0 ) and (x 1_1 ,y 1_1 ), then the change distance is:

[0072] After calculating the transformation distance, the embodiment of the present application comprehensively considers the coordinates of the vertices at adjacent moments, the coordinate confidence, and the transformation distance to determine the vertex coordinates and confidence at the current moment, thereby improving the accuracy of the vertex coordinates and coordinate confidence.

[0073] In an embodiment of the present application, based on the first coordinate confidence, the second coordinate confidence and the change distance of each vertex of the speed bump, the coordinates and coordinate confidence of each vertex of the speed bump in the vehicle coordinate system at the historical moment are corrected, including: if the change distance of the target vertex in each vertex is less than the distance threshold, the coordinate confidence of the target vertex is corrected to the sum of the first coordinate confidence and the second coordinate confidence; if the change distance of the target vertex is greater than or equal to the distance threshold, the coordinate confidence of the target vertex is corrected to the highest coordinate confidence of the first coordinate confidence and the second coordinate confidence, and the coordinates of the target vertex are corrected to the coordinates with the highest coordinate confidence.

[0074] The distance threshold may be specifically calibrated.

[0075] It can be understood that, in response to the changes in the relative position of the speed bump when the vehicle moves, the real-time road conditions of the present application can continuously identify the position of the speed bump, and make a comprehensive judgment based on the previous identification result of the speed bump. If it is within a certain error range, it is considered to be the same vertex, so as to determine whether the vertices detected at adjacent moments are the same vertex by changing the distance, thereby realizing the position tracking of the speed bump, and when the vertices detected at adjacent moments are not the same vertex, the coordinates of the vertex and the coordinate confidence are accurately determined based on the confidence of the coordinates of the vertex detected at the connected moments.

[0076] Specifically, each vertex that senses a speed bump can be tracked using the vehicle's own information and the vehicle's trajectory. The vehicle's own information includes steering wheel angle, gear position, speed, etc. Based on multiple perception results, it is determined whether the two perceived vertices are the same vertex. For example, the coordinate values ​​of P1 sensed at time T0 and time T1 are defined as (x 1_0 ,y 1_0 ) and (x 1_1 ,y 1_1 ), if the distance between two points is less than a certain threshold TH, that is The two targets are considered to be the same target. Based on the detected distance D value, the smaller value of D is taken as the coordinate value, and the confidence of the coordinate value is changed to the sum of the confidence at time T0 and time T1 (P r _P0+P r _P1). If the distance between two points exceeds the threshold TH, that is, It is considered that the two vertices are not the same vertex. Comparing the confidence of the two coordinates, the confidence is higher, and the coordinates of this point and the coordinate confidence are updated to the coordinates of the vertex at time T1.

[0077] In an embodiment of the present application, before predicting the relative position relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump at the historical moment in the vehicle coordinate system, it also includes: calculating the position confidence of the speed bump at each moment based on the coordinate confidence of each vertex of the speed bump at each moment in the historical moment in the vehicle coordinate system; and selecting the position with the highest position confidence from the positions of the speed bump at each moment in the historical moment.

[0078] The position confidence level indicates the position accuracy of the speed bump. In the embodiment of the present application, a higher position confidence level indicates a higher position accuracy. Conversely, a lower position confidence level indicates a lower position accuracy.

[0079] It is understandable that the embodiment of the present application can calculate the sum of the coordinate confidences of each vertex in the vehicle coordinate system and use the sum of the coordinate confidences as the position confidence of the speed bump at each moment. In other words, the position confidence can also represent the overall accuracy of the coordinates of each vertex. The position with the highest position confidence has the highest accuracy. Therefore, in order to improve the accuracy of the prediction of the relative position relationship between the vehicle and the speed bump at the next moment, the embodiment of the present application can select the position of the speed bump at the historical moment with the highest position confidence.

[0080] In an embodiment of the present application, before selecting the position with the highest position confidence from the position of the speed bump at each historical moment, it also includes: determining the time interval between the current moment and each historical moment; and updating the position confidence of the relative position relationship between the vehicle and the speed bump at each historical moment based on the time interval.

[0081] It can be understood that since the confidence level is inversely proportional to the detection time, that is, the longer the detection time from the current moment, the lower the corresponding confidence level, and conversely, the shorter the detection time from the current moment, the higher the corresponding confidence level, the embodiment of the present application can update the confidence level according to the time interval to improve the accuracy of the confidence level.

[0082] For example, P1(x1,y1) detected at time T0 has a confidence level of P r _P1, at the current time T0+n, the confidence level of the coordinates of point P1 is P r _P1=1-10%*n.

[0083] Therefore, the embodiment of the present application can select the most accurate position from the positions of the speed bumps at historical moments based on the coordinate confidence of each vertex of the speed bump, and use this as a reference to predict the relative position relationship between the vehicle and the speed bump at the next moment, thereby effectively improving the accuracy of the prediction of the relative position relationship between the vehicle and the speed bump at the next moment, and further improving the accuracy of predictive control of the vehicle.

[0084] Based on one or more of the above embodiments, the vehicle control method will be described below through a fourth embodiment. This embodiment of the present application focuses on correcting the relative position relationship based on the acceleration change curve. The details between the various embodiments may be referenced to each other, as follows:

[0085] In an embodiment of the present application, after predicting the relative position relationship between the vehicle and the speed bump at the next moment, it also includes: obtaining the acceleration change curve of the vehicle passing through the speed bump; and correcting the relative position relationship between the vehicle and the speed bump at the next moment according to the acceleration change curve.

[0086] The acceleration change curve can be obtained by pre-calibration.

[0087] As shown in Figure 5, Curve 1 shows the acceleration change curve of a vehicle passing over a speed bump according to an embodiment of the present application, and Curve 2 shows the acceleration change curve of a vehicle passing over a speed bump according to a related art. Comparing Curves 1 and 2, it can be seen that in the embodiment of the present application, the acceleration change amplitude is smaller when the vehicle passes over the speed bump. Therefore, the embodiment of the present application can effectively reduce the acceleration change before and after passing over the speed bump, preventing the vehicle from overshooting when passing over the speed bump. This can further reduce the braking noise and jerkiness caused by the urgent deceleration required due to overshooting, improve the smoothness, comfort, and assisted driving experience when passing over the speed bump, and enhance the intelligence of the vehicle.

[0088] Therefore, the embodiment of the present application can correct the relative position relationship based on the acceleration change curve, so that the acceleration change of the vehicle passing through the speed bump conforms to the acceleration change curve, thereby improving the accuracy of determining the relative position relationship.

[0089] In an embodiment of the present application, the relative position relationship between the vehicle and the speed bump at the next moment is corrected according to the acceleration change curve, including: predicting the first speed of the vehicle at the next moment based on the acceleration and speed of the vehicle at the current moment; performing time integration on the acceleration change curve to obtain the second speed of the vehicle at the next moment; and correcting the relative position relationship according to the first speed and the second speed.

[0090] It can be understood that the embodiment of the present application can predict the vehicle speed at the next moment by the acceleration and speed at the current moment, and predict the vehicle speed at the next moment by the acceleration curve, so that the vehicle speed at the next moment can be predicted in different ways. Since the acceleration curve is a calibration curve for the vehicle passing through the speed bump, it can more accurately reflect the change in vehicle acceleration. The vehicle speed at the next moment predicted by the acceleration curve is the reference speed. By comparing the first speed and the second speed, the accuracy of the relative position relationship prediction can be determined, and timely corrections can be made if it is inaccurate, thereby improving the accuracy of the relative position relationship prediction at the next moment and improving the control accuracy of the vehicle passing through the speed bump at the next moment.

[0091] Specifically, the calculation formula for the first vehicle speed is Vvl_1=Vvl+Avl*△t, where △t is the time interval between adjacent moments, Vvl is the vehicle speed at the current moment, and Avl is the vehicle acceleration at the current moment; the calculation method for the second vehicle speed is: time integration of the acceleration change curve.

[0092] In an embodiment of the present application, the relative position relationship is corrected according to the first vehicle speed and the second vehicle speed, including: calculating the difference between the first vehicle speed and the second vehicle speed; if the difference is less than or equal to the correction threshold, the relative position relationship is not corrected; if the difference is greater than the correction threshold, when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the next zone; when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the previous zone.

[0093] The correction threshold value may be specifically calibrated.

[0094] It can be understood that the embodiment of the present application can compare the first vehicle speed and the second vehicle speed. When the difference between the first vehicle speed and the second vehicle speed is small, it is determined that the acceleration change of the vehicle passing through the speed bump conforms to the acceleration change curve, that is, the relative position relationship predicted at the next moment is accurate; when the difference between the first vehicle speed and the second vehicle speed is large, it is determined that the acceleration change of the vehicle passing through the speed bump does not conform to the acceleration change curve, that is, the relative position relationship predicted at the next moment is inaccurate and needs to be corrected in time.

[0095] For example, the embodiment of the present application calculates the first vehicle speed and the second vehicle speed respectively, and predicts the relative position relationship at the next moment as the ascending zone based on the position coordinates at the historical moment. If the difference between the first vehicle speed and the second vehicle speed is small, it means that the first vehicle speed is consistent with the time integral result of the acceleration curve, and therefore the time integral result of the acceleration curve is accurately predicted. If the difference between the first vehicle speed and the second vehicle speed is large, it means that the first vehicle speed does not conform to the time integral result of the acceleration curve. When the first vehicle speed is greater than the second vehicle speed, it means that the vehicle has completed the ascending zone and needs to enter the descending zone. The relative position relationship predicted at the next moment needs to be corrected to the descending zone. When the first vehicle speed is less than the second vehicle speed, it means that the vehicle has not yet entered the ascending zone and is still in the ascending preparatory zone. The relative position relationship predicted at the next moment needs to be corrected to the ascending preparatory zone.

[0096] According to the vehicle control method proposed in the embodiment of the present application, after predicting the relative position relationship between the vehicle and the speed bump at the next moment based on the position of the speed bump at the historical moment and the motion trajectory of the vehicle at the next moment, the accuracy of the prediction can be determined based on a pre-calibrated acceleration change curve, and when the prediction is inaccurate, the relative position relationship between the vehicle and the speed bump at the next moment can be timely corrected based on the acceleration change curve, thereby effectively improving the accuracy of the prediction of the relative position relationship between the vehicle and the speed bump at the next moment, so that the acceleration change of the vehicle when passing through the speed bump conforms to the acceleration change curve, and thus the vehicle can be accurately predictively controlled.

[0097] Based on one or more of the above embodiments, the following example uses the scenario of an automatic parking system passing through a speed bump as an example. The embodiment of the present application adds visual recognition, fusion, and prediction of speed bumps, adds a speed bump recognition and fusion unit, a speed bump position tracking unit, a speed bump position prediction unit, a longitudinal decision-making planning unit, a longitudinal control unit, and a longitudinal control feedback unit, thereby making the decision-making of automatic parking in the speed bump scenario more reasonable, and the planning and control more efficient, thereby improving the smoothness, comfort, and intelligence of automatic parking. The vehicle control method specifically includes:

[0098] Step 1: The speed bump recognition fusion unit uses the automatic parking perception system to identify the speed bump location.

[0099] The automatic parking perception system usually includes image recognition by the camera, obstacle recognition by the ultrasonic sensor, and target recognition of the fusion of the two images and obstacles.

[0100] The speed bump recognition fusion unit is used to identify speed bumps that may exist around the vehicle. Since speed bump recognition is based on the real world, it needs to be converted from a three-dimensional world into a two-dimensional plane. Speed ​​bumps have a certain width. The target is represented by a set of coordinate points in a coordinate system with the center of the vehicle as the center of the coordinate circle, which is usually simplified to a rectangle.

[0101] Step 2: The speed bump position tracking unit uses the automatic parking perception system to track the speed bump.

[0102] The speed bump tracking unit continuously identifies the speed bump's position based on the relative position changes of the vehicle as it moves. Based on the previously identified speed bump's position, the unit determines if the position is within a certain error range and stores the coordinates of the target speed bump. Speed ​​bumps are identified and tracked within a certain range; if they exceed this range, they are no longer tracked.

[0103] In step 3, the speed bump position prediction unit uses the speed bumps stored in the speed bump position tracking unit and the driving trajectory of the vehicle to predict the position of the speed bump relative to the vehicle.

[0104] The speed bump position prediction unit predicts the coordinates of the speed bump at the next moment based on the changes in the speed bump coordinates and the vehicle trajectory calculation, for scenarios where the speed bump cannot be identified. The prediction result is the position coordinates of the target speed bump at the next moment.

[0105] In step 4, the longitudinal decision unit uses the target speed bump position coordinates at the next moment and the motion trajectory of the vehicle at the next moment in the current parking plan in the automatic parking process to make a decision on the planning target at the next moment.

[0106] The longitudinal decision unit calculates the moving trajectory of the current parking plan and the relative position distance relationship between the target speed bump position coordinates and the trajectory at the next moment. For different distances, it decides the planning method for the next stage of parking longitudinal control. According to the position of the speed bump, it determines whether the current position is in front of the speed bump, at the top of the speed bump, or has passed the top of the speed bump. According to the current position, the current longitudinal control method is planned and the vehicle driving force and braking force of the longitudinal control are processed.

[0107] In step 5, the longitudinal control unit uses the longitudinal control method planned by the longitudinal decision unit to process the vehicle driving force and braking force of the longitudinal control.

[0108] According to the longitudinal planning scheme given by the current longitudinal decision-making unit, the vehicle driving force and braking force of the longitudinal control are actively controlled according to the different positions of the speed bumps, smoothing the longitudinal acceleration and optimizing the riding experience.

[0109] Step 6: The longitudinal control feedback unit monitors the longitudinal control status based on the control result of the longitudinal control unit and the changes in vehicle speed and acceleration to ensure that the longitudinal acceleration changes meet the requirements.

[0110] The longitudinal control feedback unit monitors vehicle speed and acceleration, compares the driving force and braking force output of the longitudinal control unit, determines the current actual position of the vehicle relative to the speed bump, and the difference between the position judgment of the longitudinal decision unit and the position judgment, and returns the result to the longitudinal decision unit for secondary judgment to ensure the effectiveness of longitudinal control.

[0111] In summary, according to the vehicle control method proposed in the embodiment of the present application, for the scenario where the automatic parking system passes over a speed bump, the speed bump position is predicted through visual recognition and position prediction of the speed bump and the garage driving trajectory, and the control torque of the subsequent automatic parking in the speed bump scenario is decided and planned. At the same time, the acceleration changes in different stages of passing over the speed bump are tracked through the acceleration curve to ensure effective torque control of the speed bump, so that the trajectory planning of the vehicle passing over the speed bump is more reasonable and the control is smoother, avoiding the phenomenon of mechanically accelerating over the speed bump and then decelerating and braking. Combined with the active prediction of the speed bump position and the passive management of acceleration changes, the control of the parking system is more intelligent, and the speed bump scenario is smoother, which effectively improves the smoothness and comfort of the vehicle passing over the speed bump, and brings users a better driving experience.

[0112] FIG6 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0113] A memory 601 , a processor 602 , and a computer program stored in the memory 601 and executable on the processor 602 .

[0114] When the processor 602 executes the program, the vehicle control method provided in the above embodiment is implemented.

[0115] Furthermore, the vehicle further comprises:

[0116] The communication interface 603 is used for communication between the memory 601 and the processor 602 .

[0117] The memory 601 is used to store computer programs that can be run on the processor 602 .

[0118] The memory 601 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0119] If the memory 601, processor 602, and communication interface 603 are implemented independently, the communication interface 603, memory 601, and processor 602 can be interconnected via a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus. Buses can be divided into address buses, data buses, control buses, etc. For ease of illustration, FIG6 shows only one thick line, but this does not mean that there is only one bus or only one type of bus.

[0120] Optionally, in a specific implementation, if the memory 601, the processor 602 and the communication interface 603 are integrated on a chip, the memory 601, the processor 602 and the communication interface 603 can communicate with each other through an internal interface.

[0121] The processor 602 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0122] An embodiment of the present application provides a vehicle control device, including the functional modules of the above-mentioned vehicle control method.

[0123] An embodiment of the present application also provides a computer program, which, when executed, is used to implement the above-mentioned vehicle control method.

[0124] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the vehicle control method as described above when the program is executed by a processor.

[0125] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0126] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0127] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, as should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0128] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array, a field programmable gate array, etc.

[0129] Those skilled in the art will understand that all or part of the steps carried out in the method of the above-mentioned embodiment can be completed by instructing the relevant hardware through a program, and the above-mentioned program can be stored in a computer-readable storage medium. When the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

[0130] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: The following steps are involved: Obtaining a relative positional relationship between the vehicle and the speed bump at a current moment, the relative positional relationship comprising at least two of the following: the vehicle being located in a rising preparatory zone in front of the speed bump, the vehicle being located in a rising zone in the speed bump, the vehicle being located in a falling zone in the speed bump, and the vehicle being located in a falling end zone in behind the speed bump, wherein the rising preparatory zone is an area within a first preset range in front of the speed bump, the rising zone is an area before the top of the speed bump, the falling zone is an area after the top of the speed bump, and the falling end zone is an area within a second preset range in behind the speed bump; The vehicle driving process is controlled based on the relative position relationship between the vehicle and the speed bump at the current moment, wherein if the relative position relationship is that the vehicle is located in the rising preparation area, the vehicle speed is increased; if the relative position relationship is that the vehicle is located in the rising area, the vehicle output torque is increased; if the relative position relationship is that the vehicle is located in the descending area, the vehicle output torque is reduced, and / or the vehicle braking force is increased; if the vehicle is located in the descending end area, the vehicle speed is controlled to be reduced to the target speed.

2. The vehicle control method according to claim 1, characterized in that: The relative position relationship between the vehicle and the speed bump at the current moment is the relative position relationship between the vehicle and the speed bump predicted at the previous moment, wherein the prediction of the relative position relationship between the vehicle and the speed bump at the current moment at the previous moment is the same as the prediction method of the relative position relationship between the vehicle and the speed bump at the next moment at the current moment, and the prediction of the relative position relationship between the vehicle and the speed bump at the next moment at the current moment includes: Establish vehicle coordinate system; Obtain the position of the speed bump in the vehicle coordinate system at a historical moment; Based on the motion trajectory of the vehicle at the next moment and the position of the speed bump in the vehicle coordinate system at the historical moment, the relative position relationship between the vehicle and the speed bump at the next moment is predicted.

3. The vehicle control method according to claim 2, characterized in that: The obtaining of the position of the speed bump in the vehicle coordinate system at a historical moment includes: Determining the size of the speed bump; determining the coordinates of each vertex of the speed bump at the historical moment based on the distance between the vehicle and the speed bump at the historical moment and the size of the speed bump; Based on the coordinates of one or more vertices of the speed bump at the historical moment, a position of the speed bump at the historical moment in the vehicle coordinate system is determined.

4. The vehicle control method according to claim 3, characterized in that: Before determining the position of the speed bump at the historical moment in the vehicle coordinate system based on the coordinates of one or more vertices of the speed bump at the historical moment, the method further includes: Calculating a confidence level of the first coordinate of each vertex of the speed bump at the historical moment based on the distance between the vehicle and the speed bump at the historical moment and the first coordinate of each vertex of the speed bump at the historical moment; Obtaining the second coordinate and the second coordinate confidence of each vertex of the speed bump at a previous historical moment, and calculating the change distance of each vertex based on the first coordinate and the second coordinate of each vertex; Based on the first coordinate confidence, the second coordinate confidence, and the change distance of each vertex, the coordinates and the coordinate confidence of each vertex at the historical moment are corrected.

5. The vehicle control method according to claim 4, characterized in that: The step of correcting the coordinates and the coordinate confidence of each vertex at the historical moment according to the first coordinate confidence, the second coordinate confidence, and the change distance includes: If the change distance of the target vertex in each of the vertices is less than the distance threshold, the coordinate confidence of the target vertex is corrected to the sum of the first coordinate confidence and the second coordinate confidence; If the change distance of the target vertex is greater than or equal to the distance threshold, the coordinate confidence of the target vertex is corrected to the highest coordinate confidence of the first coordinate confidence and the second coordinate confidence, and the coordinates of the target vertex are corrected to the coordinates of the highest coordinate confidence.

6. The vehicle control method according to claim 4 or 5, characterized in that: Before predicting the relative positional relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump in the vehicle coordinate system at the historical moment, the method further includes: Calculating the position confidence of the speed bump at each moment based on the coordinate confidence of each vertex of the speed bump at each historical moment in the vehicle coordinate system; The location with the highest position confidence is selected from the locations of the speed bumps at each historical moment.

7. The vehicle control method according to claim 6, characterized in that: Before selecting the location with the highest position confidence from the locations of the speed bumps at each moment in history, it also includes: determining the time interval between the current moment and each of the historical moments; The position confidence level of the relative position relationship between the vehicle and the speed bump at each of the historical moments is updated based on the time interval.

8. The vehicle control method according to claim 2, characterized in that: The predicting of the relative positional relationship between the vehicle and the speed bump at the next moment based on the motion trajectory of the vehicle at the next moment and the position of the speed bump in the vehicle coordinate system at the historical moment includes: Obtaining the travel distance of the vehicle from the historical moment to the current moment; Predicting a distance increment of the vehicle according to the motion trajectory of the vehicle at the next moment; The relative position relationship between the vehicle and the speed bump at a next moment is calculated based on the moving distance, the distance increment, and the position of the speed bump in the vehicle coordinate system at a historical moment.

9. The vehicle control method according to claim 2, characterized in that: After predicting the relative position relationship between the vehicle and the speed bump at the next moment, the method further includes: Obtaining an acceleration change curve of the vehicle passing through the speed bump; The relative positional relationship between the vehicle and the speed bump at a next moment is corrected according to the acceleration change curve.

10. The vehicle control method according to claim 9, characterized in that: The correcting the relative positional relationship between the vehicle and the speed bump at a next moment according to the acceleration change curve includes: predicting a first vehicle speed of the vehicle at a next moment based on the acceleration and speed of the vehicle at a current moment; Performing time integration on the acceleration change curve to obtain a second vehicle speed of the vehicle at a next moment; The relative positional relationship is corrected based on the first vehicle speed and the second vehicle speed.

11. The vehicle control method according to claim 10, characterized in that: The correcting the relative position relationship according to the first vehicle speed and the second vehicle speed includes: calculating a difference between the first vehicle speed and the second vehicle speed; If the difference is less than or equal to the correction threshold, no correction is performed on the relative position relationship; If the difference is greater than the correction threshold, then when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the next zone; when the first vehicle speed is greater than the second vehicle speed, the relative position relationship is corrected from the current zone to the previous zone.

12. A vehicle control device, characterized in that: The method comprises a functional module for implementing the vehicle control method according to any one of claims 1 to 11.

13. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method according to any one of claims 1 to 11.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle control method according to any one of claims 1 to 11.

15. A computer program, characterized in that When the computer program is executed, it is used to implement the vehicle control method according to any one of claims 1 to 11.

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