Vehicle control method and related apparatus

Abstract

A vehicle control method and a related apparatus. The method comprises: when a vehicle turns to a first direction, if a side surface of the vehicle collides with an obstacle, controlling the vehicle to brake; and / or, controlling the vehicle to turn to a second direction to drive, so that a forward rear wheel of the vehicle avoids the obstacle, wherein the second direction is the opposite direction of the first direction.

Description

Vehicle control method and related device

[0001] This application claims priority to Chinese application No. 202410713404.9, filed on June 3, 2024, entitled "A vehicle control method and related device", the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] Embodiments of the present application relate to, but are not limited to, the field of intelligent driving technology, and in particular, to a vehicle control method and related device. BACKGROUND

[0003] With the development of assisted driving technology, collision mitigation technology has been widely applied on vehicles. However, the related solutions of collision mitigation technology are more concerned about the obstacles in front and behind the vehicle. For example, corresponding measures are taken according to the obstacles in front and behind the vehicle that may collide with the vehicle to avoid the occurrence of collision accidents or reduce the damage caused by collision accidents. However, in addition to the obstacles in front and behind the vehicle, the obstacles on the side of the vehicle may also collide with the vehicle, thereby causing a certain degree of harm. TECHNICAL SOLUTION

[0004] Embodiments of the present application provide a vehicle control method and related device, which avoid obstacles by braking or steering in the opposite direction. The probability of collision between the vehicle and the obstacle again after the collision between the vehicle and the obstacle is reduced, and the safety of driving is improved.

[0005] In a first aspect, embodiments of the present application provide a vehicle control method, the method comprising:

[0006] In response to the vehicle steering in a first direction, the side of the vehicle collides with an obstacle, the vehicle is controlled to brake, and / or the vehicle is controlled to steer in a second direction to drive, so that the front and rear wheels of the vehicle avoid the obstacle, wherein the second direction is the opposite direction of the first direction.

[0007] In the method, no matter whether the vehicle is in the process of moving forward or in the process of moving backward, if the side of the vehicle collides with the obstacle, the vehicle can avoid the obstacle by braking and / or steering to the second direction. The secondary collision of the vehicle with the obstacle is avoided. Compared with the related solution which only considers the solution before the collision, the embodiment of the application controls the braking of the vehicle and / or controls the steering of the vehicle, which can reduce the probability of the secondary collision of the vehicle with the obstacle and improve the safety. In the related solution, before the collision of the vehicle with the obstacle, the speed of the vehicle is controlled based on the states of the vehicle and the obstacle. Although the probability of the collision of the vehicle with the obstacle is reduced to a certain extent, the obstacle is moving, and it cannot be guaranteed that the obstacle will not actively collide with the vehicle. Therefore, after the collision of the vehicle with the obstacle, how to avoid the secondary collision of the vehicle with the obstacle, so as to avoid the secondary damage of the vehicle to the obstacle, is also a problem that needs to be considered in the collision mitigation solution. The embodiment of the application can make the vehicle avoid the obstacle before the secondary collision of the vehicle with the obstacle, and guarantee the safety and reliability.

[0008] In an optional solution of the first aspect, the control of the braking of the vehicle and / or the control of the steering of the vehicle to the second direction includes:

[0009] The braking of the vehicle is controlled according to the collision position, and / or the steering of the vehicle to the second direction is controlled according to the collision position, wherein the collision position is used to indicate the position of the collision of the side of the vehicle with the obstacle.

[0010] In an optional solution of the first aspect, the collision position is determined by a sensing device of the vehicle, and the sensing device includes a stress sensing device and / or a perception sensor, and the perception sensor includes a camera device and / or a radar device.

[0011] In the method, the vehicle can determine the collision position in various ways, for example, on the hardware device, the vehicle can determine the collision position by the stress sensing device and / or the perception sensor. The selectability of the vehicle device is improved.

[0012] In an optional solution of the first aspect, the stress sensing device includes a plurality of sensing strain sensors, and the position of a target sensing strain sensor is taken as the collision position in response to the fact that the current value of the target sensing strain sensor is different from a preset current value, and the target sensing strain sensor includes one or more of the plurality of sensing strain sensors.

[0013] In the method, the stress sensing device comprises a plurality of strain sensors, which are equivalent to a plurality of contact surfaces on the side of the vehicle. When the obstacle collides with the side of the vehicle, the obstacle collides with one or more strain sensors. The vehicle determines the collision position according to the position of the one or more strain sensors different from the preset current value.

[0014] In an optional implementation of the first aspect, the controlling the vehicle to brake according to the collision position comprises:

[0015] determining a braking distance according to the collision position, wherein the braking distance is used to indicate a distance for avoiding the vehicle from colliding with the obstacle again before the vehicle stops;

[0016] determining a deceleration of the vehicle according to the braking distance; and

[0017] controlling the vehicle to decelerate to stop based on the deceleration.

[0018] In the method, the deceleration is determined according to the braking distance determined according to the collision position, and the vehicle is controlled to decelerate and stop according to the deceleration. In other words, the vehicle increases the degree of deceleration braking according to the deceleration, so that the vehicle has stopped before the front wheels of the vehicle collide with the obstacle. The vehicle determines the deceleration according to the collision position, which is determined based on the specific braking distance. Therefore, the obtained deceleration is more suitable for actual working conditions, and the accuracy of the deceleration is ensured.

[0019] In an optional implementation of the first aspect, the determining the braking distance according to the collision position comprises:

[0020] determining a rear wheel distance between the collision position and the rear wheel of the vehicle, wherein the rear wheel distance is used to indicate a distance between the obstacle and the rear wheel of the vehicle, and the rear wheel is the rear wheel of the vehicle when the vehicle moves forward, and the rear wheel is the front wheel of the vehicle when the vehicle moves backward; and

[0021] determining the braking distance according to a difference between the rear wheel distance and a first preset distance, wherein the first preset distance is a safety distance preset according to the rear wheel.

[0022] In the method, the collision position is regarded as the position of the obstacle, the rear wheel distance determined based on the collision position and the position of the advancing rear wheel is equivalent to the distance between the obstacle and the advancing rear wheel, and the braking distance is determined according to the rear wheel distance and the preset safety distance, so that the determined braking distance is smaller than the distance between the obstacle and the advancing rear wheel. The vehicle is controlled to decelerate and stop according to the braking distance, so that the advancing rear wheel of the vehicle can stop before reaching the obstacle, and the safety of the obstacle is ensured, and the vehicle is prevented from colliding with the obstacle again.

[0023] In an optional implementation of the first aspect, the controlling the vehicle to travel in the second direction according to the collision position comprises:

[0024] determining a steering angle according to the collision position and the first direction, wherein the direction of the steering angle is opposite to the first direction; and

[0025] controlling the vehicle to travel in the second direction according to the steering angle.

[0026] Since the collision position can be used to indicate the position of the obstacle after the collision with the vehicle, if the vehicle is to avoid the obstacle after the collision, the steering angle of the vehicle can be determined according to the collision position, so as to avoid the obstacle after the collision. The accuracy of preventing the wheel from colliding is improved, and the safety of driving is enhanced. Since the collision position is a position on the vehicle, the collision position has a certain distance relative to the front or the rear of the vehicle. The vehicle can obtain the numerical value of the specific steering angle according to the distance relative to the front or the rear of the vehicle, so as to realize accurate steering according to the specific numerical value.

[0027] In an optional implementation of the first aspect, the controlling the vehicle to travel in the second direction according to the steering angle comprises:

[0028] determining a braking time of the vehicle according to the braking distance and the deceleration;

[0029] determining a steering speed according to the braking time and the steering angle; and

[0030] controlling the vehicle to travel in the second direction to the steering angle according to the steering speed.

[0031] If the turning speed of the vehicle to the second direction is too fast, the vehicle may overturn and other dangerous situations may occur. If the turning speed of the vehicle to the second direction is too slow, the vehicle may collide with the obstacle during the turning driving, and the safety cannot be guaranteed. Therefore, the vehicle can determine the turning speed to the second direction according to the braking time, so as to turn at a suitable speed. The risks caused by too fast or too slow turning speed can be effectively avoided.

[0032] In an optional implementation of the first aspect, after the control of the vehicle braking, the method further includes:

[0033] controlling the vehicle to drive in the direction of the front wheels of the vehicle for a second preset distance, wherein the second preset distance is used to increase the distance between the front wheels and the obstacle.

[0034] In the above method, the vehicle drives backward for a distance after stopping. The distance between the front wheels and the obstacle is increased, which increases the space for subsequent rescue of the obstacle and further guarantees the safety of the obstacle.

[0035] In an optional implementation of the first aspect, when the vehicle turns to the first direction, the method further includes:

[0036] in response to determining that the obstacle is located in the side area of the vehicle, calculating a preset area, wherein the preset area includes an area in which the vehicle is likely to collide with the obstacle; and

[0037] in response to determining that the obstacle is located in the preset area, controlling the vehicle to decelerate.

[0038] In the above method, the vehicle is controlled to decelerate when the obstacle is located in the preset area, which saves the computing power of the vehicle. The side area of the vehicle is monitored, and when there is an obstacle in the side area, it indicates that the obstacle may collide with the vehicle. The vehicle determines the preset area according to the driving state at this time to determine whether the obstacle is in the preset area.

[0039] In an optional implementation of the first aspect, the control of the vehicle to decelerate includes:

[0040] determining a collision time according to the relative speed and the relative distance, wherein the relative speed is determined according to the speed of the vehicle and the speed of the obstacle, the relative distance is the distance between the vehicle and the obstacle, and the collision time is used to represent the time required for the obstacle and the vehicle to collide;

[0041] determining a target speed of the vehicle according to the collision time; and

[0042] control the vehicle to decelerate based on the target vehicle speed.

[0043] In the method, the relative speed and the relative distance are used to determine the time required for the vehicle and the obstacle to collide, and then the target vehicle speed is quantitatively determined according to the collision time. Since the relative speed and the relative distance are determined according to the states of the vehicle and the obstacle, the target vehicle speed determined based on the relative speed and the relative distance is more in line with the actual vehicle condition, ensuring the accuracy of the target vehicle speed and improving the safety of controlling the vehicle to decelerate.

[0044] In a second aspect, an embodiment of the present application provides a vehicle, comprising a processor and a memory, the processor being coupled to the memory, the memory being configured to store computer instructions, and the processor being configured to invoke and run the computer instructions to enable the vehicle to perform the method described in any one of the preceding first aspect.

[0045] In a third aspect, an embodiment of the present application provides a computing device, comprising a processor and a memory, the processor being coupled to the memory, the memory being configured to store computer instructions, and the processor being configured to invoke and run the computer instructions to enable the computing device to perform the method described in any one of the preceding first aspect.

[0046] Optionally, the computing device further comprises a communication interface configured to receive and / or send data, and / or the communication interface is configured to provide input and / or output for the processor.

[0047] It should be noted that the above embodiments are described by taking the processor (or general-purpose processor) that performs the method by invoking the computer instructions as an example. In the specific implementation process, the processor can also be a special-purpose processor, and the computer instructions have been preloaded in the processor. Optionally, the processor can include both a special-purpose processor and a general-purpose processor.

[0048] Optionally, the processor and the memory can also be integrated into one device, i.e., the processor and the memory can also be integrated together.

[0049] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium applied to the method described above, the computer readable storage medium storing computer instructions, and when the computer instructions are run on a computer or a processor, the method described in any one of the preceding first aspect is implemented.

[0050] In a fifth aspect, an embodiment of the present application provides a computer program product applied to the method described in the foregoing aspects, the computer program product comprising computer instructions, when the computer instructions are executed by the vehicle as described in the second aspect, causing the vehicle to implement the method as described in any one of the foregoing first aspect.

[0051] The technical solutions provided by the second to fifth aspects of the present application have the beneficial effects of the technical solutions of the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0052] The drawings needed in the following embodiment description will be briefly introduced.

[0053] FIG. 1 is a schematic diagram of the architecture of a vehicle according to an embodiment of the present application;

[0054] FIG. 2 is a schematic diagram of a device according to an embodiment of the present application;

[0055] FIG. 3 is a schematic diagram of a vehicle control method according to an embodiment of the present application;

[0056] FIG. 4 is a schematic diagram of a stress sensing device according to an embodiment of the present application;

[0057] FIG. 5 is a schematic diagram of a preset area according to an embodiment of the present application;

[0058] FIG. 6 is a schematic diagram of a side collision prevention process according to an embodiment of the present application;

[0059] FIG. 7 is a schematic diagram of a collision prevention measure according to an embodiment of the present application;

[0060] FIG. 8 is a schematic diagram of a front and rear collision prevention process according to an embodiment of the present application;

[0061] FIG. 9 is a schematic diagram of the structure of a computing device according to an embodiment of the present application.

[0062] Embodiments of the present application

[0063] Embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0064] The terms "first", "second", "third", and "fourth" and the like in the specification and claims of the present application and the accompanying drawings are used to distinguish different objects, and are not used to describe a particular order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device including a series of steps or units is not limited to the listed steps or units, but can optionally include other steps or units not listed or other steps or units inherent to the process, method, product, or device.

[0065] In order to facilitate the understanding of the embodiments of the present application, the technical problems to be solved by the embodiments of the present application are analyzed and proposed as follows.

[0066] The collision mitigation system (CMS) mainly monitors the traffic conditions around the vehicle in real time through sensors and control systems, and takes measures in the case of possible collision to reduce the severity of the collision or avoid the occurrence of the collision. The collision mitigation system can reduce the probability of collision accidents caused by user inattention, and can reduce the injury degree of the collision. The common collision mitigation system is generally realized by loading sensors and controllers on the vehicle, wherein the sensors include cameras, radars, lasers and ultrasonic sensors, etc. The vehicle can perceive the position and state information of the surrounding environment and other road users in real time through the sensors. The vehicle can transmit the data collected by the sensors to the controller for processing. The controller is built-in with related algorithms, and the vehicle analyzes and identifies the potential collision risk through the algorithms in the controller. When the vehicle detects the possible collision risk, the vehicle takes corresponding measures through the controller to avoid the collision or reduce the severity of the collision.

[0068] However, the related collision mitigation scheme pays more attention to the obstacles in front of and behind the vehicle, and lacks measures to deal with the obstacles on the side of the vehicle. For the obstacles on the side of the vehicle, the vehicle is limited by the hardware configuration such as sensors, and lacks corresponding danger judgment algorithms. Therefore, it is necessary to provide a collision mitigation scheme for the side direction of the vehicle to avoid the side collision or reduce the severity of the side collision.

[0069] In addition, when the vehicle turns, the front rear wheels do not travel along the trajectory of the front front wheels, and a deviation is generated, thereby forming a certain inside wheel difference. The longer the vehicle body is, the greater the inside wheel difference is. Therefore, if the obstacle collides with the side of the vehicle, the vehicle will decelerate a certain distance along the driving direction before stopping, and the vehicle has an inside wheel difference. Therefore, after the obstacle collides with the vehicle, the front rear wheels of the vehicle can collide with the obstacle again. Even after the vehicle rolls the obstacle into the bottom of the vehicle, the front rear wheels of the vehicle can cause the obstacle to be crushed to form secondary injury. Therefore, after the obstacle collides with the side of the vehicle, the vehicle needs to take certain measures to avoid or reduce the secondary injury.

[0070] For example, when the vehicle travels forward, the front rear wheels are the rear wheels of the vehicle, and the front front wheels are the front wheels of the vehicle. If the obstacle collides with the side of the vehicle when the vehicle turns, since the vehicle will travel a certain distance before stopping, the rear wheels of the vehicle, i.e. the front rear wheels at this time, can collide with the obstacle again.

[0071] For example, when the vehicle is reversing, the forward rear wheel is the front wheel of the vehicle, and the forward front wheel is the rear wheel of the vehicle. If the vehicle is turning and the obstacle collides with the side of the vehicle. Then, since the vehicle will still travel a certain distance before stopping, the front wheel of the vehicle, i.e., the forward rear wheel at this time, can collide with the obstacle again.

[0072] To sum up, the embodiment of the present application provides a vehicle control method. When the vehicle is turning in a first direction, the vehicle determines a preset area caused by the inside wheel difference. When the vehicle detects that there is an obstacle in the preset area, the vehicle calculates the collision time, i.e., the time required for the obstacle to collide with the vehicle. Then, according to the length of the collision time, the vehicle determines the avoidance measures, for example, according to the collision time to control the vehicle speed. If the side of the vehicle collides with the obstacle, the vehicle can control the vehicle to brake, and / or control the vehicle to turn and travel in a second direction, so that the forward rear wheel of the vehicle avoids the obstacle. The second direction is the opposite direction of the first direction.

[0073] The system architecture to which the embodiments of the present application are applied will be introduced below. It should be noted that the system architecture and business scenarios described in the embodiments of the present application are used to more clearly illustrate the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those skilled in the art can know that, as the system architecture evolves and new business scenarios appear, the technical solutions provided by the embodiments of the present application are also applicable to similar technical problems.

[0074] Please refer to FIG. 1, which is an architecture schematic diagram of a vehicle provided by an embodiment of the present application. As shown in FIG. 1, the vehicle 10 includes a control unit 101, a sensing device 102, a steering wheel angle sensor 103, an electronic braking system 104, an electronic driving system 105, a camera device 106, and a steer-by-wire system 107.

[0075] The vehicle 10 can be a vehicle driven by electric energy, a vehicle driven by fuel, or a vehicle driven by new energy hybrid power. For example, when the vehicle 10 is a vehicle driven by electric energy, it can be a new energy vehicle, such as a pure electric vehicle, a range-extended electric vehicle, a hybrid electric vehicle, a fuel cell electric vehicle, etc. When the vehicle 10 is a vehicle driven by fuel, it can be a car, an agricultural transport vehicle, a tractor, or a trailer, etc. When the vehicle 10 is a car, it can be a sedan, an off-road vehicle, a truck, a bus, or a minivan, etc.

[0076] In a possible implementation, when the vehicle 10 is a long vehicle, the inner wheel difference of the vehicle 10 is large, and the area of the preset area caused by the inner wheel difference is also large. Therefore, when the vehicle 10 is steering, the possibility of the vehicle body of the vehicle 10 colliding with the obstacle is also high. The long vehicle includes one or more of the following: a passenger car, a truck, a trailer, and an extended version of a car, and the like.

[0077] The control unit 101 performs operations, processes, and determinations on various information input by various sensors according to the program stored therein. Then, the control unit 101 outputs instructions to control the actions of the actuators. The purpose of fast, accurate, and automatic control is achieved. For example, the control unit 101 can be an electronic control unit (ECU).

[0078] In a possible implementation, the control unit 101 includes a side collision mitigation device. The control unit 101 obtains image information collected by the side overhead camera and / or sonar information collected by the radar. Then, the control unit 101 determines whether there is an obstacle in the side direction of the vehicle 10 according to the image information and / or the sonar information. In the case where there is an obstacle, the control unit 101 obtains the steering wheel turning angle from the steering wheel angle sensor 103. According to the steering wheel turning angle and the current vehicle speed, the control unit 101 determines the preset area caused by the inner wheel difference. The control unit 101 determines whether the position of the obstacle belongs to the preset area according to the image information and / or the sonar information. In the case where the position of the obstacle belongs to the preset area, the control unit 101 determines the collision time required for the obstacle and the vehicle 10 to collide according to the relative distance and the relative speed between the vehicle 10 and the obstacle. The control unit 101 controls the vehicle speed of the vehicle 10 according to the collision time, for example, in the case where the collision time is less than a time threshold, the control unit 101 controls the vehicle 10 to decelerate.

[0079] After the control unit 101 obtains the collision time, the control unit 101 can also determine the corresponding anti-collision measures according to the size of the collision time. For example, the control unit 101 can send a deceleration instruction to the electronic brake system 104 to control the vehicle 10 to decelerate through the electronic brake system 104. The control unit 101 can send a throttle restriction instruction to the electronic drive system 105 to limit the acceleration of the vehicle 10. The control unit 101 can also send a working instruction to the related alarm device to prompt the user through the related alarm device. For example, the control unit 101 sends a working instruction to the alarm to prompt the user through sound. The vehicle 10 can also send a working instruction to the instrument indicator light to prompt the user through light, and the like, which are not limited herein.

[0080] In one possible implementation, the control unit 101 comprises a front / rear collision mitigation device. The control unit 101 acquires image information captured by the front-view camera and / or the rear-view camera, and / or sonar information captured by the radar (frontward radar and / or rearward radar). Then, the control unit 101 determines whether there is an obstacle in front of and / or behind the vehicle 10 according to the image information and / or the sonar information. In the case that there is an obstacle, the control unit 101 determines a collision time required for the obstacle and the vehicle 10 to collide according to a relative distance and a relative speed between the vehicle 10 and the obstacle. The control unit 101 takes corresponding anti-collision measures according to the collision time. For example, the control unit 101 controls the vehicle 10 to decelerate, limits the vehicle 10 to accelerate, prompts the user through an alarm, and the like.

[0081] The sensing device 102 is configured to determine a collision position of the vehicle 10 and the obstacle. The sensing device 102 comprises, but is not limited to, a stress sensing device or a perception sensor, and the perception sensor comprises, but is not limited to, a camera device and / or a radar device.

[0082] For example, the stress sensing device comprises a plurality of sensing strain sensors, which are distributed in a matrix on both sides of the vehicle 10. The vehicle 10 can acquire a current value of a target sensing strain sensor, and when the current value of the target sensing strain sensor is different from a preset current value, the vehicle 10 can regard a position of the target sensing strain sensor as the collision position. The target sensing strain sensor comprises one or more of the plurality of sensing strain sensors.

[0083] In one possible implementation, the control unit 101 can determine whether the vehicle 10 collides with the obstacle through the sensing device 102. When the obstacle collides with a side of the vehicle 10, a resistance value of a sensing strain sensor colliding with the obstacle changes, thereby causing a current passing through the sensing strain sensor to also change. The control unit 101 can determine the collision position through a position of the sensing strain sensor whose current value changes, wherein the current value change can be regarded as the current value being different from a preset current value.

[0084] For example, the vehicle 10 can determine the collision position through a plurality of camera devices and / or a plurality of radar devices. The plurality of camera devices or the plurality of radar devices can be installed on a side body of the vehicle 10. When the obstacle collides with a side of the vehicle 10, the vehicle 10 can regard a position of a target camera device and / or a target radar device as the collision position. The target camera device comprises one or more of the plurality of camera devices. The target radar device comprises one or more of the plurality of radar devices.

[0085] In one possible implementation, after the vehicle 10 collides with the obstacle, in order to prevent the front moving wheels of the vehicle 10 from colliding with the obstacle again, the vehicle 10 can stop before the front moving wheels reach the position of the obstacle. Therefore, the distance between the collision position and the front moving wheels of the vehicle 10 can be used to determine the braking distance of the vehicle 10, i.e., the distance for braking the vehicle 10. Then, the control unit 101 can determine the deceleration required for the vehicle 10 to completely stop after traveling the braking distance according to the braking distance and the current vehicle speed. The control unit 101 sends the determined deceleration to the electronic braking system 104, and the electronic braking system 104 enhances the deceleration of the vehicle 10 based on the determined deceleration, so as to make the vehicle 10 decelerate and stop.

[0086] When the vehicle 10 moves forward, the front moving wheels are the rear wheels of the vehicle 10. When the vehicle 10 reverses, the front moving wheels are the front wheels of the vehicle 10. Therefore, the method provided by the embodiments of the present application can be used to avoid the wheels from colliding with the obstacle again after the obstacle collides with the side of the vehicle 10 when the vehicle 10 moves forward or when the vehicle 10 reverses, thereby improving the safety of driving.

[0087] The steering wheel angle sensor 103 is installed inside the steering system, and is used to monitor the steering wheel angle and transmit the steering wheel angle to the control unit 101. The control unit 101 can calculate the preset area according to the steering wheel angle in combination with the current vehicle speed.

[0088] The electronic braking system 104 is a system for reducing the speed of the vehicle 10 in motion or even stopping the vehicle 10. The electronic braking system 104 can receive the deceleration instruction from the control unit 101, and control the vehicle 10 to decelerate based on the deceleration instruction. The electronic braking system 104 can send the brake pedal depth signal to the control unit 101, which is used to determine the working state of the electronic braking system 104. In addition, the control unit 101 can determine the degree of user control of the deceleration of the vehicle 10 according to the depth of the brake pedal.

[0089] The electronic driving system 105 is the source of output power. The electronic driving system 105 can receive the throttle restriction instruction from the control unit 101, and restrict the acceleration of the vehicle 10 based on the throttle restriction instruction. The electronic driving system 105 can send the throttle pedal depth signal to the control unit 101, which is used to determine the working state of the electronic driving system 105. In addition, the control unit 101 can determine the degree of user control of the acceleration of the vehicle 10 according to the depth of the throttle pedal.

[0090] The camera 106 is used to detect whether there is an obstacle in the front, rear or side direction of the vehicle 10. The camera 106 includes one or more of the following: a front-view camera, a rear-view camera and a side-view camera.

[0091] The front-view camera is configured to capture images of the front of the vehicle 10 and transmit the captured images to the control unit 101, which determines whether there is an obstacle in front of the vehicle 10 according to the image information.

[0092] The rear-view camera is configured to capture images of the rear of the vehicle 10 and transmit the captured images to the control unit 101, which determines whether there is an obstacle in the rear of the vehicle 10 according to the image information.

[0093] The side-viewing overhead camera is installed on the top of the vehicle 10 on both sides and is configured to monitor the area on both sides of the vehicle 10 at an overhead angle. The side-viewing overhead camera transmits the captured images to the control unit 101, which determines whether there is an obstacle on the side of the vehicle 10 according to the image information.

[0094] The steer-by-wire system 107 is configured to control the steering of the vehicle 10. The steer-by-wire system 107 can receive control instructions from the control unit 101 and then control the steering direction and angle of the vehicle 10 based on the control instructions.

[0095] In one possible implementation, after the vehicle 10 collides with an obstacle, the vehicle 10 can be steered in the opposite direction to prevent the front rear wheels of the vehicle 10 from colliding with the obstacle again. For example, the vehicle collides with an obstacle when it is steered in a first direction, and the opposite direction is the opposite direction of the first direction. The control unit 101 determines a steering angle at which the vehicle needs to be steered in a second direction according to the first direction and the collision position. The control unit 101 transmits the determined steering angle to the steer-by-wire system 107, and the steer-by-wire system 107 controls the vehicle 10 to be steered in the second direction based on the determined steering angle, so that the front rear wheels of the vehicle 10 avoid the obstacle.

[0096] Please refer to FIG. 2, which is a schematic diagram of an apparatus provided by an embodiment of the present application and applied to the vehicle shown in FIG. 1. As shown in FIG. 2, the apparatus needed is introduced according to front collision mitigation, rear collision mitigation, and side collision mitigation.

[0097] The front collision mitigation is configured to prevent collision with an obstacle in front of the vehicle. The apparatus needed includes one or more of the following: a front-view camera, a front radar, a control unit, an electronic brake system, an electronic drive system, a Controller Area Network (CAN) bus, a vehicle wiring harness system, an instrument indicator light, and an alarm.

[0098] Rear collision mitigation is used to prevent collision with obstacles behind the vehicle. The required devices include one or more of the following: rear view camera, rear radar, control unit, electronic brake system, electronic drive system, CAN, vehicle wiring harness system, instrument indicator light and alarm.

[0099] Front view camera and front radar are used to collect information of obstacles in front of the vehicle, and rear view camera and rear radar are used to collect information of obstacles behind the vehicle. The control unit is used to receive image signals collected by the front view camera and / or rear view camera, and to receive sonar signals collected by the front radar and / or rear radar.

[0100] The control unit can determine the obstacles that are likely to collide with the vehicle according to the image signals and / or sonar signals, and predict the collision time required for the collision with the obstacles. The control unit controls the electronic brake system and the electronic drive system based on the collision time, and drives the instrument indicator light and the alarm to work. The control process relies on the CAN network and the vehicle wiring harness system to implement signal conversion and transmission.

[0101] Lateral collision mitigation is used to prevent collision with obstacles on the side of the vehicle. The required devices include one or more of the following: side view camera, radar, steering wheel angle sensor, sensing device, control unit, electronic brake system, electronic drive system, CAN, vehicle wiring harness system, instrument indicator light and alarm.

[0102] The side view camera provides monitoring image signals for the lateral collision mitigation function group, and the control unit can determine whether there are obstacles in the monitoring area. At the same time, this image signal is also used to calculate the distance change and displacement relationship between the obstacles and the vehicle.

[0103] The radar can assist the image signal to jointly calculate the distance change and displacement relationship between the obstacles and the vehicle.

[0104] The steering wheel angle sensor is installed inside the steering system to monitor the steering wheel angle and transmit the steering wheel angle to the control unit. The control unit can calculate the preset area according to the steering wheel angle and the current vehicle speed.

[0105] The sensing device is used to determine the collision position of the vehicle and the obstacles. The sensing device includes but is not limited to stress sensing device or perception sensor, and the perception sensor includes but is not limited to camera device and / or radar device.

[0106] The stress sensing device refers to a set of stress strain sensors installed on the inner side of the vehicle body cover on both sides of the vehicle. The stress strain sensors are distributed in a matrix. When the vehicle collides with an obstacle on the side of the vehicle body, the stress strain sensor at the collision position will change the monitoring current due to the impact. The control unit can monitor the current change in the stress sensing device built in the vehicle body, and determine the specific position and serial number of the stress strain sensor part that is subjected to the collision. The position of the stress strain sensor subjected to the collision is taken as the collision position, and the distance between the collision position and the rear axle of the vehicle can be calculated.

[0107] Referring to FIG. 3, FIG. 3 is a flowchart of a vehicle control method according to an embodiment of the present application. The method is applied to the vehicle shown in FIG. 1. As shown in FIG. 3, the method includes but is not limited to the following steps:

[0108] In step S301, when the vehicle turns in the first direction, the side of the vehicle collides with an obstacle, the vehicle is controlled to brake, and / or the vehicle is controlled to turn in the second direction to make the front rear wheel of the vehicle avoid the obstacle.

[0109] The second direction is the opposite direction of the first direction. When the vehicle moves forward, the front rear wheel is the rear wheel of the vehicle, and the vehicle needs to make the rear wheel avoid the obstacle. When the vehicle moves backward, the front rear wheel is the front wheel of the vehicle, and the vehicle needs to make the front wheel avoid the obstacle.

[0110] For example, in the case where the vehicle moves forward, when the vehicle turns, the side of the vehicle collides with an obstacle. The vehicle can brake to make the rear wheel, i.e., the front rear wheel at this time, avoid the obstacle.

[0111] For example, in the case where the vehicle moves forward, when the vehicle turns in the first direction, the side of the vehicle collides with an obstacle. The vehicle can turn in the second direction to make the rear wheel, i.e., the front rear wheel at this time, avoid the obstacle.

[0112] For example, in the case where the vehicle moves backward, when the vehicle turns, the side of the vehicle collides with an obstacle. The vehicle can brake to make the front wheel, i.e., the front rear wheel at this time, avoid the obstacle.

[0113] For example, in the case where the vehicle moves backward, when the vehicle turns in the first direction, the side of the vehicle collides with an obstacle. The vehicle can turn in the second direction to make the front wheel, i.e., the front rear wheel at this time, avoid the obstacle.

[0114] In a possible implementation, the vehicle controls the vehicle to brake according to the collision position, and / or controls the vehicle to turn in the second direction according to the collision position.

[0115] The collision position is used to indicate a position where the side of the vehicle collides with the obstacle. The vehicle can control the braking and / or steering process of the vehicle more accurately according to the specific collision position, thereby reducing the probability of the front rear wheel colliding with the obstacle.

[0116] In a possible implementation, the collision position is determined by the vehicle through a sensing device, and the sensing device includes a stress sensing device and / or a perception sensor.

[0117] In a possible implementation, the stress sensing device includes a plurality of sensing strain sensors, and the plurality of sensing strain sensors are distributed in a matrix on the two sides of the vehicle. The vehicle can obtain a current value of the sensing strain sensor, and when the current value of a target sensing strain sensor is different from a preset current value, the vehicle can regard the position of the target sensing strain sensor as the collision position. The target sensing strain sensor includes one or more of the plurality of sensing strain sensors.

[0118] For example, when the obstacle collides with the side of the vehicle, the resistance value of the sensing strain sensor colliding with the obstacle changes, thereby causing the current passing through the sensing strain sensor to also change. The vehicle can determine the collision position through the position of the sensing strain sensor whose current value changes, and the current value change can be regarded as the current value being different from the preset current value.

[0119] In a possible implementation, the vehicle can determine the collision position through a plurality of camera devices and / or a plurality of radar devices. The plurality of camera devices or the plurality of radar devices can be installed on the side of the vehicle body. When the obstacle collides with the side of the vehicle, the vehicle can regard the position of a target camera device and / or a target radar device as the collision position. The target camera device includes one or more of the plurality of camera devices, and the target radar device includes one or more of the plurality of radar devices.

[0120] In a possible implementation, the vehicle determines a braking distance according to the collision position, determines a deceleration of the vehicle according to the braking distance, and then controls the vehicle to decelerate to a stop based on the deceleration.

[0121] For example, the braking distance is used to indicate a distance by which the vehicle avoids colliding with the obstacle again before stopping. After determining the collision position, the vehicle determines the distance between the obstacle and the front rear wheel of the vehicle at this time. To avoid the front rear wheel of the vehicle colliding with the obstacle, the vehicle can determine the deceleration required by the vehicle according to the collision position. The vehicle forcibly decelerates according to the deceleration, so that the front rear wheel of the vehicle stops before colliding with the obstacle.

[0122] In a possible implementation, the vehicle determines a rear wheel distance between the collision position and the front and rear wheels of the vehicle, and then determines the braking distance according to a difference between the rear wheel distance and a first preset distance.

[0123] The rear wheel distance is used to represent a distance between the obstacle and the front and rear wheels of the vehicle. The first preset distance is a preset safe distance determined according to the front and rear wheels of the vehicle. Therefore, the rear wheel distance determined according to the collision position and the rear axle position of the vehicle can be used to indicate the distance between the obstacle and the front and rear wheels of the vehicle.

[0124] Specifically, the collision position can be regarded as the position of the obstacle. In order to prevent the front and rear wheels of the vehicle from colliding with the obstacle, the vehicle needs to stop before the front and rear wheels reach the position of the obstacle. Therefore, the distance between the position of the obstacle and the front and rear wheels of the vehicle can be used to determine the braking distance of the vehicle, that is, the distance for braking the vehicle. Then, according to the braking distance and the current speed of the vehicle, the deceleration required for the vehicle to completely stop after traveling the braking distance can be determined.

[0125] For example, refer to FIG. 4, which is a schematic diagram of a stress sensing device provided in an embodiment of the present application. As shown in FIG. 4, taking the right side of the vehicle as an example, the right side of the vehicle is provided with a stress sensing device, which is composed of a plurality of sensing strain sensors, and the sensing strain sensors are distributed in a matrix. The vehicle can determine the collision position according to the current value of the sensing strain sensor. For example, if the position at which the vehicle collides with the obstacle is the collision position shown in FIG. 4, the current value of the sensing strain sensor at the collision position shown in FIG. 4 will change, specifically, the current value is different from a preset current value. The vehicle can take the position of this sensing strain sensor as the collision position shown in FIG. 4.

[0126] If the position at which the vehicle collides with the obstacle is the collision position shown in FIG. 4, the difference between the distance (rear wheel distance) L between the collision position and the front and rear wheels of the vehicle and the first preset distance A is the braking distance B of the vehicle. The braking distance can be specifically referred to the following expression:

[0127] Braking distance = rear wheel distance - first preset distance.

[0128] The vehicle can determine the corresponding deceleration according to the current speed of the vehicle according to the braking distance shown in FIG. 4. The vehicle stops by the electronic braking system based on the determined deceleration.

[0129] In a possible implementation, after the vehicle stops, the vehicle can control the vehicle to travel a second preset distance in the direction of the front and rear wheels of the vehicle.

[0130] The second preset distance is used to increase the distance between the rear wheels and the obstacle. After the vehicle collides with the obstacle, the obstacle can be in a state of falling down, and the obstacle can be under the vehicle. In order to increase the distance between the obstacle and the rear wheels, and increase the space for subsequent rescue of the obstacle, the vehicle can start the end protection measure, that is, the vehicle drives in the direction of the rear wheels. For example, the vehicle can drive in the direction of the rear wheels at a speed of 0.5 m / s for 2 seconds and then remain stationary.

[0131] The above embodiments introduce a scheme in which the vehicle avoids the obstacle by braking the front and rear wheels. The following will introduce a scheme in which the vehicle avoids the obstacle by controlling the steering.

[0132] In a possible implementation, the vehicle determines the steering angle according to the collision position and the first direction. Then, the vehicle is controlled to drive in the second direction based on the steering angle.

[0133] The collision position can be used to indicate the position of the obstacle after the collision. Therefore, if the vehicle is to avoid the obstacle after the collision, the steering angle of the vehicle can be determined according to the collision position, so as to avoid the obstacle after the collision. The accuracy of preventing the wheels from colliding is improved, and the safety of driving is enhanced.

[0134] The direction of the steering angle is opposite to the first direction. For example, if the vehicle is driving forward, when the vehicle turns right, the vehicle can avoid the obstacle by turning left during the forward driving. If the vehicle is driving backward, when the vehicle turns left, the vehicle can avoid the obstacle by turning right during the backward driving.

[0135] In a possible implementation, the value of the steering angle can be determined according to the collision position. Since the collision position is a position on the vehicle, the collision position has a certain distance relative to the front or the rear of the vehicle. The vehicle can obtain the specific value of the steering angle according to the distance relative to the front or the rear of the vehicle, so as to realize accurate steering according to the specific value.

[0136] For example, if the steering angle of the vehicle driving in the first direction is a first steering angle, the steering angle of the vehicle driving in the second direction is a second steering angle. The direction of the second steering angle is opposite to the direction of the first steering angle, and the value of the second steering angle is greater than or equal to the value of the first steering angle. For example, the first steering angle is to turn the steering wheel 180 degrees to the right. Then, the second steering angle can turn the steering wheel to the left, and the angle of turning is greater than or equal to 180 degrees.

[0137] In a possible implementation, since the vehicle avoids the obstacle by steering to the second direction, the vehicle can further determine the steering angle based on the road environment in the second direction for the purpose of improving safety.

[0138] For example, the vehicle determines whether there is another obstacle in the second direction by using a camera and / or radar. If there is another obstacle, the steering angle of steering to the second direction can be determined according to the information of the obstacle. For example, the vehicle steers to the right to avoid the obstacle after the collision. Then, the vehicle can obtain the information of the other obstacle on the right side of the vehicle by using a camera and / or radar, which includes but is not limited to the speed of the other obstacle, the distance between the vehicle and the other obstacle, the size of the other obstacle, and the like.

[0139] In a possible implementation, the vehicle determines the braking time of the vehicle according to the braking distance and the deceleration, and determines the steering speed according to the braking time and the steering angle. Then, the vehicle controls the vehicle to steer to the second direction at the steering speed to the steering angle.

[0140] For example, if the steering speed of the vehicle to the second direction is too fast during the steering of the vehicle to the first direction, the vehicle may be overturned and the like. If the steering speed of the vehicle to the second direction is too slow, the vehicle may collide with the obstacle during the steering, which cannot guarantee the safety. Therefore, the vehicle can determine the steering speed to the second direction according to the braking time, so as to steer at a suitable speed. The risks caused by the too fast or too slow steering speed can be effectively avoided.

[0141] For example, the braking time obtained in the above-mentioned scheme of avoiding the obstacle by braking is the time when the vehicle brakes at the original steering angle and does not collide with the obstacle. Therefore, the vehicle does not collide with the second obstacle when steering to the second direction according to the braking time. Moreover, the steering speed determined according to the braking time is a relatively suitable speed for the vehicle to steer to the second direction, and the risks caused by the too fast or too slow steering speed can be effectively avoided.

[0142] In a possible implementation, the vehicle can avoid the obstacle by braking and steering to the second direction at the same time.

[0143] The above-mentioned embodiments introduce the measures for avoiding the collision between the vehicle and the obstacle again after the collision between the vehicle and the obstacle. The anti-collision measures of the vehicle before the collision between the vehicle and the obstacle will be introduced below.

[0144] In a possible implementation, a preset area is calculated when it is determined that the obstacle is located in the lateral area of the vehicle. The vehicle is controlled to decelerate when it is determined that the obstacle is located in the preset area.

[0145] The preset region includes a region in which the vehicle is likely to collide with the obstacle.

[0146] For example, when the vehicle determines that the obstacle is located in the lateral region of the vehicle, the vehicle can first determine whether the position of the obstacle belongs to the preset region. When the position of the obstacle belongs to the preset region, a corresponding measure is determined according to the state between the obstacle and the vehicle, so as to control the vehicle to avoid the obstacle, avoid collision between the vehicle and the obstacle, or reduce the degree of collision.

[0147] The preset region is caused by the inside wheel difference of the vehicle. When the vehicle is turning, the front and rear wheels of the vehicle do not travel according to the trajectory of the front wheel, but deviate from the front wheel by a certain amount. Specifically, there is a certain difference between the turning radius of the inside front wheel and the turning radius of the inside front and rear wheels. During actual turning of the vehicle, part of the vehicle body may pass through the obstacle, but other parts of the vehicle body may collide with the obstacle. This is because although part of the vehicle body passes through, due to the inside wheel difference, other parts of the vehicle body have not all turned over, which may form a visual blind area of the driver, i.e., the preset region in the present application. If other vehicles, pedestrians, or non-motor vehicles and other obstacles are in the preset region, they are likely to collide with other parts of the vehicle body of the vehicle. Therefore, the vehicle needs to pay attention to the collision problem in the preset region caused by the inside wheel difference during turning.

[0148] For example, refer to FIG. 5, which is a schematic diagram of a preset region provided by an embodiment of the present application. FIG. 5 takes the preset region generated during forward driving of the vehicle as an example for illustration. It can be understood that the principle of generating the preset region during reverse driving of the vehicle is consistent with that of FIG. 5, which will not be described herein. As shown in FIG. 5, the solid line trajectory is the trajectory of the inside front wheel during turning of the vehicle, the dotted line trajectory is the trajectory of the inside rear wheel during turning of the vehicle, and the region between the solid line trajectory and the dotted line trajectory is the preset region caused by the inside wheel difference. As can be seen from FIG. 5, the front of the vehicle has realized turning, but the rear of the vehicle has not all turned over. If the obstacle is in the preset region at this time, the rear of the vehicle is likely to collide with the obstacle during turning of the vehicle. Moreover, if the vehicle collides with the obstacle, the vehicle will decelerate for a distance and then stop. Therefore, during the deceleration and braking of the vehicle, the rear of the vehicle is likely to roll the obstacle into the vehicle again, thereby causing secondary damage caused by the front and rear wheels.

[0149] In a possible implementation, a camera is installed on the side of the vehicle. For example, a camera is installed on the top of each side of the vehicle, and the camera is at a top-down angle and is used to monitor the region on each side of the vehicle.

[0150] For example, the vehicle can capture images of both sides of the vehicle through the camera, and then determine whether there is an obstacle in the monitoring area on both sides of the vehicle according to the captured images. In the case where there is an obstacle, the vehicle can also determine the state information of the obstacle according to the captured images. For example, the distance between the obstacle and the vehicle, the shape of the obstacle, the type of the obstacle, and the like. The vehicle can also capture images of the obstacle through the camera at intervals, and then determine the distance change and displacement relationship between the obstacle and the vehicle through multiple images, so as to determine the relative speed of the obstacle and the vehicle according to the distance change.

[0151] In a possible implementation, in the case where the vehicle is provided with a radar, the vehicle can also assist the image information through the sonar signal captured by the radar, so as to more accurately determine the distance change and displacement relationship between the obstacle and the vehicle.

[0152] The state information of the obstacle determined by the vehicle according to the image can include one or more of the following: the shape of the obstacle, the speed of the obstacle, the distance between the obstacle and the vehicle, the type of the obstacle, and the like. The type of the obstacle can include but is not limited to a vehicle, a pedestrian, a non-motor vehicle, and the like. Since the obstacle can be in a moving state or a stationary state, the vehicle can determine whether the obstacle has a risk of collision with the vehicle by acquiring the state information of the obstacle in real time. In the case where the obstacle has a risk of collision with the vehicle, the vehicle can further take corresponding measures to avoid the collision or reduce the severity of the collision.

[0153] In a possible implementation, the vehicle can determine the preset area according to the steering wheel angle and the vehicle speed.

[0154] Since the preset area is caused by the inside wheel difference of the vehicle, the preset area can be determined according to the steering wheel angle. The vehicle can capture the steering wheel angle through the steering wheel angle sensor, and then determine the front wheel angle according to the steering wheel angle. Then, the vehicle can determine the preset area in combination with the current vehicle speed.

[0155] In a possible implementation, the vehicle can determine the collision time according to the relative speed and the relative distance, and determine the target vehicle speed of the vehicle according to the collision time. Then, the vehicle can be controlled to decelerate based on the target vehicle speed.

[0156] The relative speed is determined according to the vehicle speed and the speed of the obstacle, the relative distance is the distance between the vehicle and the obstacle, and the collision time is used to represent the time required for the collision between the obstacle and the vehicle.

[0157] Specifically, in the case that the position of the obstacle belongs to the preset area, the possibility of the collision between the obstacle and the vehicle is high. In order to control the vehicle to avoid the obstacle, the vehicle can generally be controlled to decelerate. Therefore, the degree of the speed reduction of the vehicle also needs to be determined according to the relative relationship between the obstacle and the vehicle.

[0158] For example, the target speed of the vehicle is determined according to the relative speed and the relative distance between the obstacle and the vehicle. If the relative distance is small, the possibility of the collision between the vehicle and the obstacle is greater than that when the relative distance is large. If the relative speed is large, the possibility of the collision between the vehicle and the obstacle is greater than that when the relative speed is small. Therefore, since the obstacle can be in a moving state or a stationary state, the vehicle quantitatively controls the speed of the vehicle by comprehensively considering the relative relationship between the obstacle and the vehicle, so as to avoid the collision between the vehicle and the obstacle or reduce the degree of the collision.

[0159] Further, since the relative speed and the relative distance between the vehicle and the obstacle can both affect the possibility of the collision between the vehicle and the obstacle. Therefore, the vehicle can consider the possibility of the collision between the vehicle and the obstacle according to the collision time determined according to the relative speed and the relative distance. The collision time can be understood as the time required for the collision between the vehicle and the obstacle under the current relative speed and the current relative distance. That is, how long time will the collision between the vehicle and the obstacle occur under the current relative speed and the current relative distance. When the collision time is small, the vehicle can collide with the obstacle in a short time if the vehicle does not actively change the speed. When the collision time is long, the vehicle can not collide with the obstacle even if the vehicle does not actively decelerate.

[0160] In a possible implementation, the vehicle is controlled to decelerate when the collision time is less than a time threshold.

[0161] For example, when the collision time is less than the time threshold, the vehicle can collide with the obstacle in a short time if the vehicle continues to travel at the current speed. Therefore, the vehicle can decelerate according to the collision time. And the degree of the speed reduction can be determined according to the size of the collision time. For example, when the collision time is extremely short, the vehicle can limit the user to accelerate on one hand, and the vehicle can avoid the collision with the obstacle by forced deceleration on the other hand.

[0162] Similarly, when the collision time is greater than or equal to the time threshold, it indicates that the vehicle can not collide with the obstacle in a short time even if the vehicle continues to travel at the original speed. Therefore, the vehicle can temporarily not adjust the speed. And if the obstacle is in motion, since the future speed and the trajectory of the obstacle cannot be determined, the vehicle can determine whether the speed needs to be adjusted and the specific value of the speed that needs to be adjusted again by determining the collision time after a certain period of time.

[0163] In a possible implementation, when the vehicle determines that the position of the obstacle does not belong to the preset area, the vehicle can not adjust the vehicle speed, and can continue to monitor the obstacle. For example, the vehicle determines the position of the obstacle again after a certain time interval. When the position of the obstacle belongs to the preset area, the vehicle speed is adjusted correspondingly, so as to avoid collision between the vehicle and the obstacle.

[0164] Please refer to FIG. 6 and FIG. 7, FIG. 6 is a flowchart of side collision prevention provided by an embodiment of the present application, and FIG. 7 is a schematic diagram of a collision prevention measure provided by an embodiment of the present application. As shown in FIG. 6, the flowchart includes one or more steps in steps S601-S612, and each step is specifically as follows.

[0165] S601, determining whether the vehicle is turning. The vehicle acquires a steering wheel angle, and determines that the vehicle is turning in the case that the steering wheel angle is greater than a steering angle threshold, so as to prevent collision with the obstacle in the lateral direction of the vehicle. This is because the preset area caused by the inside wheel difference exists only when the vehicle is turning. Therefore, the vehicle can first determine whether it is turning, and then prevent collision with the obstacle in the lateral direction of the vehicle in the case that the vehicle is turning. That is, in the case that the steering wheel angle is greater than the steering angle threshold, S602 is entered. In the case that the steering wheel angle is less than or equal to the steering angle threshold, it is determined whether the vehicle is turning after a preset time interval.

[0166] S602, determining whether there is an obstacle in the lateral direction of the vehicle. In order to save computing resources, the vehicle can take a collision prevention measure only when there is an obstacle in the lateral direction. Therefore, the vehicle can first determine whether there is an obstacle in the lateral direction. For example, the vehicle can determine whether there is an obstacle in the monitoring area in the lateral direction through a lateral camera and / or radar. If there is an obstacle, S603 is entered. If there is no obstacle, the vehicle can not take a collision prevention measure, and continue to monitor whether there is an obstacle in the lateral direction.

[0167] S603, implementing a first-level warning measure. In the case that there is an obstacle in the lateral direction of the vehicle, the vehicle can take a first-level warning measure. For example, the first-level warning measure shown in FIG. 7: the vehicle does not actively intervene in the driving operation of the user, and S604 is entered.

[0168] S604, determining a preset area. The vehicle determines the preset area according to the current steering wheel angle and vehicle speed, wherein the preset area is caused by the inside wheel difference.

[0169] S605, determine whether the position of the obstacle belongs to the preset area. The vehicle can determine the position of the obstacle according to the camera and / or radar, and if the position of the obstacle belongs to the preset area, proceed to S606. If the position of the obstacle is outside the preset area, return to S604, and the vehicle continues to determine the preset area according to the real-time state of the vehicle.

[0170] S606, implement a level 2 warning measure. The level 2 warning measure can refer to the level 2 warning measure shown in FIG. 7: alarm, limit acceleration, deceleration. For example, the vehicle can prompt the user through the alarm device inside the vehicle. For example, the vehicle can prompt the user through the alarm through sound, the vehicle can also prompt the user through the instrument indicator light through light, etc., which is not limited here. The vehicle can send a throttle limit instruction to the electronic drive system to limit the acceleration of the vehicle. The vehicle can send a deceleration instruction to the electronic brake system to control the deceleration of the vehicle.

[0171] S607, determine whether the collision time reaches a level 3 warning level. The vehicle calculates the collision time according to the relative distance and relative speed between the vehicle and the obstacle, and then determines that the level 3 warning level is reached in the case that the collision time is less than the time threshold, and proceeds to S608. In the case that the collision time is greater than or equal to the time threshold, it is determined that the level 3 warning level is not reached, and returns to S606.

[0172] The collision time can be understood as the time required for the vehicle and the obstacle to collide at the current relative speed and relative distance. That is, how long will the vehicle and the obstacle collide at the current relative speed and relative distance. For example, since the obstacle is in the side direction of the vehicle, the vehicle can obtain the lateral collision time TTC according to the distance change relationship between the obstacle and the vehicle in the lateral direction (Y direction of the vehicle) y .

[0173] S608, implement a level 3 warning measure. The level 3 warning measure can refer to the level 3 warning measure shown in FIG. 7: alarm, static acceleration, strong deceleration. For example, the vehicle can prompt the user through the alarm device inside the vehicle. For example, the vehicle can prompt the user through the alarm through sound, the vehicle can also prompt the user through the instrument indicator light through light, etc., which is not limited here. The vehicle can send a throttle limit instruction to the electronic drive system to limit the acceleration of the vehicle. The vehicle can send a deceleration instruction to the electronic brake system to control the deceleration of the vehicle. It can be understood that the degree of deceleration of the vehicle in the level 3 warning measure is greater than the degree of deceleration of the vehicle in the level 2 warning measure, so as to avoid the vehicle colliding with the obstacle.

[0174] S609, determining whether a collision occurs. Since the movement of the obstacle is uncontrollable, even if the vehicle takes the anti-collision measures, the collision can still occur due to the active displacement of the obstacle. Therefore, in order to prevent the secondary collision between the vehicle and the obstacle, the vehicle can also take corresponding measures after the collision. That is, if the collision occurs, S610 is entered. If the collision does not occur, the 3-level warning measure is maintained.

[0175] S610, determining whether the vehicle will collide with the obstacle again. The vehicle determines the collision position through the sensing device, and then determines whether the current deceleration will cause the vehicle to collide with the obstacle again according to the distance between the collision position and the front and rear wheels of the vehicle. The collision position can be regarded as the position of the obstacle, and according to the distance between the collision position and the front and rear wheels of the vehicle, it can be used to determine whether the front and rear wheels of the vehicle will collide with the obstacle before the vehicle decelerates and stops. When the vehicle will collide with the obstacle again, S611 is entered. When the vehicle will not collide with the obstacle again, the vehicle maintains the current deceleration to decelerate and stop.

[0176] S611, implementing the 4-level warning measure. The 4-level warning measure can refer to the 4-level warning measure shown in FIG. 7: alarm, stationary acceleration, braking, and / or steering. For example, the collision position can be regarded as the position of the obstacle, and in order to prevent the front and rear wheels of the vehicle from colliding with the obstacle, the vehicle can avoid the obstacle by braking or steering in the opposite direction.

[0177] When the vehicle avoids the obstacle by braking, the distance between the position of the obstacle and the front and rear wheels of the vehicle can be used to determine the braking distance of the vehicle, that is, the distance for braking the vehicle. Then, according to the braking distance and the current speed of the vehicle, the deceleration required for the vehicle to completely stop after traveling the braking distance can be determined. The vehicle sends the determined deceleration to the electronic braking system, and enhances the deceleration of the vehicle based on the determined deceleration through the electronic braking system, so that the vehicle decelerates and stops. When the vehicle stops, S612 is entered.

[0178] When the vehicle avoids the obstacle by steering, the vehicle determines the steering angle according to the collision position and the first direction. Then, the vehicle controls the steering of the vehicle to travel in the second direction based on the steering angle. The vehicle can also determine the braking time of the vehicle according to the braking distance and the deceleration, and determine the steering speed according to the braking time and the steering angle. Then, the vehicle controls the steering of the vehicle to travel to the steering angle in the second direction based on the steering speed.

[0179] The vehicle can also prompt the user through sound through the alarm and through light through the instrument indicator light. The vehicle can send a throttle prohibition instruction to the electronic driving system to prohibit the vehicle from accelerating, and the like.

[0180] S612, implement the end safety measure in the case of braking. After the vehicle is decelerated and parked, the vehicle can move forward in the direction of the rear wheels for a preset distance at a preset speed and for a preset time.

[0181] After the vehicle collides with the obstacle, the obstacle can be in a fallen state, and the obstacle can be under the vehicle. In order to increase the distance between the obstacle and the rear wheels, the space for subsequent rescue of the obstacle is increased. The vehicle can start the end protection measure, that is, the vehicle backs up a certain distance. For example, the end safety measure shown in FIG. 7: the vehicle can back up in the direction of the rear wheels at a speed of 0.5 m / s for 2 seconds and then remain stationary.

[0182] The above embodiments are vehicle control methods for obstacles in the side direction of the vehicle. The following describes methods for preventing collisions in front and rear directions of the vehicle.

[0183] In a possible implementation, the vehicle determines corresponding collision prevention measures according to the collision time between the front and / or rear obstacles, to avoid the vehicle colliding with the obstacle or to reduce the degree of collision.

[0184] For example, the obstacle can be in a moving state or a stationary state. Therefore, the vehicle can determine whether the obstacle has a risk of colliding with the vehicle by acquiring state information of the obstacle and motion information of the vehicle in real time. In the case where the obstacle has a risk of colliding with the vehicle, the vehicle can further take corresponding measures according to the state information of the obstacle and the motion information of the vehicle, to avoid the collision or to reduce the severity of the collision.

[0185] In a possible implementation, the vehicle is provided with a front-view camera and / or a rear-view camera. For example, the front-view camera is used to detect the area in front of the vehicle, to determine whether there is an obstacle that can collide with the vehicle in front of the vehicle. The rear-view camera is used to detect the area behind the vehicle, to determine whether there is an obstacle that can collide with the vehicle behind the vehicle.

[0186] In a possible implementation, in the case where the vehicle is provided with a front radar and / or a rear radar, the vehicle can also use the sonar signals collected by the radar to assist the image information, to more accurately determine the distance change and displacement relationship between the obstacle and the vehicle.

[0187] Therefore, the anti-collision measure needs to be determined according to the state information of the obstacle and the motion information of the vehicle. For example, the anti-collision measure is determined according to the relative speed and the relative distance between the obstacle and the vehicle. If the relative distance is small, the possibility of collision between the vehicle and the obstacle is greater than that when the relative distance is large. If the relative speed is large, the possibility of collision between the vehicle and the obstacle is greater than that when the relative speed is small. Therefore, the vehicle quantitatively controls the vehicle speed by comprehensively considering the states of the obstacle and the vehicle, so as to avoid the collision between the vehicle and the obstacle or reduce the degree of collision.

[0188] In a possible implementation, the vehicle determines the collision time according to the relative speed and the relative distance, and then controls the vehicle speed according to the collision time.

[0189] For example, the relative speed and the relative distance between the vehicle and the obstacle can affect the possibility of collision between the vehicle and the obstacle. Therefore, the vehicle can consider the possibility of collision between the vehicle and the obstacle according to the collision time determined according to the relative speed and the relative distance. The collision time can be understood as the time required for the vehicle and the obstacle to collide under the current relative speed and relative distance. That is, how long will the collision occur between the vehicle and the obstacle under the current relative speed and relative distance. For example, since the obstacle is in front of or behind the vehicle, the vehicle can obtain the longitudinal collision time TTCx according to the distance change relationship between the obstacle and the vehicle in the longitudinal direction (the X direction of the vehicle). Then, the corresponding anti-collision measure is determined according to the longitudinal collision time.

[0190] Please refer to FIG. 8, which is a flowchart of front and rear anti-collision provided by an embodiment of the present application. As shown in FIG. 8, the flowchart includes one or more steps in steps S801-S808, and each step is as follows:

[0191] S801, it is judged whether there is a fault. After the vehicle is powered on, the system self-check is performed, the signal on-off state of each sensor is comprehensively monitored, and the state of the controller itself is monitored. If there is a fault, the fault is displayed through the instrument, and the flowchart ends. If there is no fault, the standby state is entered, and S802 is entered.

[0192] S802, it is judged whether the vehicle is in a running state. In the standby state of the vehicle, if the vehicle is in a running state (the vehicle speed is not 0). The front and rear anti-collision mode is activated, the camera and the radar monitoring are effective, and S803 is entered. If the vehicle is not in a running state (the vehicle speed is 0), the current standby state is maintained, and the flowchart ends.

[0193] S803, determine whether there is an obstacle in front of and / or behind the vehicle. In order to save computing resources, the vehicle can take collision avoidance measures only when there is an obstacle in front of and / or behind the vehicle. Therefore, the vehicle can first determine whether there is an obstacle in front of and / or behind the vehicle. For example, the vehicle can determine whether there is an obstacle in the monitoring area in front of the vehicle through a front-view camera and / or a front radar. The vehicle can determine whether there is an obstacle in the monitoring area behind the vehicle through a rear-view camera and / or a rear radar. If there is an obstacle, go to S804, if there is no obstacle, the vehicle can not take collision avoidance measures and continue to monitor whether there is an obstacle in front of and / or behind the vehicle.

[0194] S804, implement a first-level warning measure. When there is an obstacle in front of and / or behind the vehicle, the vehicle can take a first-level warning measure. For example, the first-level warning measure shown in FIG. 7: the vehicle does not actively intervene in the user's driving operation, and goes to S805.

[0195] S805, determine whether the collision time reaches a second-level warning level. The vehicle calculates the collision time according to the relative distance and relative speed between the vehicle and the obstacle, and then determines that the second-level warning level is reached when the collision time is less than the time threshold corresponding to the second-level warning level, and goes to S806. In the case where the collision time is greater than or equal to the time threshold corresponding to the second-level warning level, it is determined that the second-level warning level is not reached, and returns to S804.

[0196] S806, implement a second-level warning measure. The second-level warning measure can refer to the second-level warning measure shown in FIG. 7: alarm, limit acceleration, and deceleration. For example, the vehicle can prompt the user through an alarm device inside the vehicle. For example, the vehicle can prompt the user through sound through an alarm, and the vehicle can also prompt the user through light through an instrument indicator light, etc., which is not limited here. The vehicle can send a throttle limit instruction to the electronic drive system to limit the acceleration of the vehicle. The vehicle can send a deceleration instruction to the electronic brake system to control the deceleration of the vehicle.

[0197] S807, determine whether the collision time reaches a third-level warning level. The vehicle calculates the collision time according to the relative distance and relative speed between the vehicle and the obstacle, and then determines that the third-level warning level is reached when the collision time is less than the time threshold corresponding to the third-level warning level, and goes to S808. In the case where the collision time is greater than or equal to the time threshold corresponding to the third-level warning level, it is determined that the third-level warning level is not reached, and returns to S806.

[0198] S808, implementing the third level warning measure. The third level warning measure can refer to the third level warning measure shown in FIG. 7: alarm, static acceleration, strong deceleration. For example, the vehicle can prompt the user through the alarm device inside the vehicle. For example, the vehicle can prompt the user through sound by the alarm, the vehicle can also prompt the user through light by the instrument indicator light, etc., which is not limited here. The vehicle can send the throttle prohibition instruction to the electronic driving system to prohibit the vehicle from accelerating. The vehicle can send the deceleration instruction to the electronic brake system to strongly decelerate the vehicle. It can be understood that the degree of deceleration of the vehicle in the third level warning measure is greater than the degree of deceleration of the vehicle in the second level warning measure, so as to avoid the vehicle colliding with the obstacle.

[0199] The above describes the method of the embodiments of the application in detail, and the device of the embodiments of the application is provided below.

[0200] The application also provides a vehicle, which comprises a processor and a memory, the processor is coupled with the memory, the memory is used for storing a computer program, and the processor is used for calling and running the computer program, so that the vehicle executes the vehicle control method described above, for example, the method of FIG. 3.

[0201] Please refer to FIG. 9, which is a structural schematic diagram of a computing device provided by the embodiments of the application. As shown in FIG. 9, the computing device 90 can include one or more processors 901, one or more memories 902, and one or more communication interfaces 903. These components can be connected through a bus 904 or other means, and FIG. 9 takes the connection through the bus 904 as an example.

[0202] Among them:

[0203] The communication interface 903 can be used for the computing device 90 to communicate with other communication devices, for example, other computing devices. Specifically, the communication interface 903 can be a wired interface.

[0204] The memory 902 can be coupled to the processor 901 via the bus 904 or input / output port, or the memory 902 can be integrated with the processor 901. The memory 902 is used to store various software programs and / or sets of instructions or data. Specifically, the memory 902 can be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disk storage, a magnetic disk storage or other magnetic storage devices, or any other medium capable of storing and carrying desired program code in the form of instructions or data structures that can be accessed and executed by a computer, but is not limited to this. The memory 902 can include high-speed random access memory, and can also include non-volatile memory, such as one or more magnetic disk storage devices, flash memory devices, or other non-volatile solid-state storage devices. The memory 902 can store an operating system (hereinafter referred to as a system), such as an embedded operating system uCOS, VxWorks, RTLinux, etc. The memory 902 can also store a network communication program, which can be used to communicate with one or more additional devices, one or more user devices, and one or more terminals. The memory 902 can exist independently and be connected to the processor 901 via the bus 904. The memory 902 can also be integrated with the processor 901.

[0205] The memory 902 is used to store application program codes for implementing the above solutions, and the processor 901 is used to control the execution of the application program codes stored in the memory 902.

[0206] The processor 901 can be a central processing unit, a general processor, a digital signal processor, an application specific integrated circuit, a field programmable gate array, or other programmable logic device, a transistor logic device, a hardware component, or any combination thereof. It can implement or execute various exemplary logical blocks, devices, and circuits described in combination with the disclosure of the embodiments of the present application. The processor 901 can also be a combination that implements a certain function, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc.

[0207] The embodiments of the present application also provide a computer readable storage medium, which stores instructions, and when the instructions are executed on at least one processor, the vehicle control method described above, for example, the method of Fig. 3, is implemented.

[0208] The embodiments of the present application also provide a computer program product, which includes computer instructions, and when the computer instructions are executed by a computing device, the vehicle control method described above, for example, the method of Fig. 3, is implemented.

[0209] In the embodiments of the present application, the words "for example", "for instance", "such as", and "like" are used to indicate one or more examples of something, but are not intended to limit the scope of the embodiments of the present application. Any embodiment or design scheme described in the present application as "for example" or "such as" should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the words "for example", "for instance", "such as", and "like" are intended to present the relevant concept in a specific manner.

[0210] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following (one)", or the like, means any combination of the items, including any combination of single item (one) or multiple items. For example, at least one of a, b, or c can mean a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. The character " / " generally means that the associated objects before and after have an "or" relationship.

[0211] In addition, unless otherwise stated, the ordinal numbers "first", "second", and the like used in the embodiments of the present application are used to distinguish multiple objects, and are not used to limit the order, time sequence, priority, or importance of the multiple objects. For example, the first device and the second device are only for ease of description, and do not mean that the structures, importance, and the like of the first device and the second device are different. In some embodiments, the first device and the second device can also be the same device.

[0212] In the above embodiments, according to the context, the term "when" can be interpreted as meaning "if", "after", or "in response to determining", or "in response to detecting". The above is only an optional embodiment of the present application, and is not used to limit the present application. Any modification, equivalent replacement, improvement, and the like made within the concept and principle of the present application should be included in the protection scope of the present application.

[0213] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or can be instructed by programs to complete the related hardware, and the programs can be stored in a computer readable storage medium. The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0214] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present application, and these modifications or replacements shall be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle control method in which, The method comprises: in response to the vehicle turning in a first direction, a side of the vehicle colliding with an obstacle, controlling the vehicle to brake, and / or, controlling the vehicle to turn in a second direction to drive, so as to avoid the front and rear wheels of the vehicle from the obstacle, wherein the second direction is opposite to the first direction.

2. The method of claim 1, wherein, The control of the vehicle to brake, and / or, the control of the vehicle to turn in a second direction to drive comprises: controlling the vehicle to brake according to the collision position, and / or, controlling the vehicle to turn in a second direction to drive according to the collision position, wherein the collision position is used to indicate the position of the side of the vehicle colliding with the obstacle.

3. The method of claim 2, wherein, The collision position is determined by sensing devices of the vehicle, and the sensing devices comprise stress sensing devices and / or perception sensors, and the perception sensors comprise camera devices and / or radar devices.

4. The method of claim 3, wherein, The stress sensing devices comprise a plurality of sensing strain sensors, and in response to the current value of a target sensing strain sensor being different from a preset current value, the position of the target sensing strain sensor is taken as the collision position, and the target sensing strain sensor comprises one or more of the plurality of sensing strain sensors.

5. The method according to any one of claims 2-4, wherein, The control of the vehicle to brake according to the collision position comprises: determining a braking distance according to the collision position, wherein the braking distance is used to indicate the distance of the vehicle avoiding colliding with the obstacle again before stopping; determining the deceleration of the vehicle according to the braking distance; and controlling the vehicle to decelerate to stop based on the deceleration.

6. The method of claim 5, wherein, The determination of the braking distance according to the collision position comprises: determining a rear wheel distance between the collision position and the front and rear wheels of the vehicle, wherein the rear wheel distance is used to represent the distance between the obstacle and the front and rear wheels of the vehicle, and the front and rear wheels are the rear wheels of the vehicle when the vehicle drives forward, and the front and rear wheels are the front wheels of the vehicle when the vehicle drives backward; and determining the braking distance according to the difference between the rear wheel distance and a first preset distance, and the first preset distance is a safety distance preset according to the front and rear wheels.

7. The method according to any one of claims 2-6, wherein, The control of the vehicle to turn in a second direction to drive according to the collision position comprises: determining a turning angle according to the collision position and the first direction, wherein the direction of the turning angle is opposite to the first direction; and controlling the vehicle to turn in the second direction to drive based on the turning angle.

8. The method of claim 7, wherein, The control of the vehicle to turn in the second direction to drive based on the turning angle comprises: determining a braking time of the vehicle according to the braking distance and the deceleration; determining a turning speed according to the braking time and the turning angle; and controlling the vehicle to turn in the second direction to drive to the turning angle based on the turning speed.

9. The method of any one of claims 1-8, wherein, After the control of the vehicle to brake, the method further comprises: controlling the vehicle to drive in the direction of the front and rear wheels of the vehicle by a second preset distance, wherein the second preset distance is used to increase the distance between the front and rear wheels of the vehicle and the obstacle.

10. The method of any one of claims 1-9, wherein, Before the response to the vehicle turning in a first direction, a side of the vehicle colliding with an obstacle, the method further comprises: in response to determining that the obstacle is located in the lateral area of the vehicle, calculating a preset area, wherein the preset area includes an area in which the vehicle is likely to collide with the obstacle; and in response to determining that the obstacle is located in the preset area, controlling the vehicle to decelerate.

11. The method of claim 10, wherein, The controlling the vehicle to decelerate comprises: determining a collision time according to a relative speed and a relative distance, wherein the relative speed is determined according to a vehicle speed of the vehicle and a speed of the obstacle, the relative distance is a distance between the vehicle and the obstacle, and the collision time is used to represent a time required for the obstacle and the vehicle to collide; determining a target vehicle speed of the vehicle according to the collision time; and controlling the vehicle to decelerate based on the target vehicle speed.

12. A vehicle, wherein, The vehicle comprises a processor and a memory, the processor is coupled with the memory, the memory is used to store computer instructions, and the processor is used to call and run the computer instructions, so that the vehicle executes the method according to any one of claims 1-11.

13. A computing device, wherein, The computer program product comprises computer instructions, when the computer instructions are run by the vehicle according to claim 12, the vehicle implements the method according to any one of claims 1-11.

14. A computer readable storage medium for use in the method of any one of claims 1-11, wherein, The computer program product comprises computer instructions, when the computer instructions are run by the vehicle according to claim 12, the vehicle implements the method according to any one of claims 1-11.

15. A computer program product for use in the method of any of claims 1-11, wherein, The computer program product comprises computer instructions, when the computer instructions are run by the vehicle according to claim 12, the vehicle implements the method according to any one of claims 1-11.

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