CN114670811A

CN114670811A - Vehicle control method, device, system, vehicle and medium

Info

Publication number: CN114670811A
Application number: CN202210369217.4A
Authority: CN
Inventors: 陈博恺; 杨凯; 张磊; 张伍召; 殷其娟
Original assignee: Apollo Intelligent Technology Beijing Co Ltd
Current assignee: Apollo Intelligent Technology Beijing Co Ltd
Priority date: 2022-04-08
Filing date: 2022-04-08
Publication date: 2022-06-28
Anticipated expiration: 2042-04-08
Also published as: CN114670811B

Abstract

The present disclosure provides a vehicle control method, device, system, vehicle and medium, relating to the technical field of artificial intelligence, in particular to automatic driving and intelligent traffic technology. The specific implementation scheme is as follows: the safety redundancy system acquires a parking track line generated by a main control system in the current vehicle based on the current running environment of the current vehicle; and under the condition that the master control system is monitored to be invalid, the safety redundancy system carries out parking control on the current vehicle according to the parking trajectory line. According to the technology disclosed by the invention, the computational power requirement on the safety redundancy system is reduced, and the stability and the safety in the parking control process of the safety redundancy system are improved.

Description

Vehicle control method, device, system, vehicle and medium

Technical Field

The present disclosure relates to the field of artificial intelligence technologies, and in particular, to a method, an apparatus, a system, a vehicle, and a medium for controlling a vehicle, and to an automatic driving and intelligent transportation technology.

Background

With the rapid development of society, intellectualization and automation have comprehensively entered the traffic field. Among them, the unmanned technology is widely studied as an important technology of intelligent transportation. When the main control system of the automatic driving fails, the automatic switching is performed to the auxiliary safety redundant system, and the safety and the stability of the vehicle are ensured.

Disclosure of Invention

The present disclosure provides a method, apparatus, vehicle, and medium for vehicle control.

According to an aspect of the present disclosure, there is provided a vehicle control method applied to a safety redundancy system, including:

acquiring a parking track line generated by a master control system in a current vehicle based on the current running environment of the current vehicle;

and under the condition that the master control system is monitored to be out of work, parking control is carried out on the current vehicle according to the parking trajectory.

According to another aspect of the present disclosure, there is provided a vehicle control method applied to a main control system, including:

generating a parking trajectory line according to the current running environment of the current vehicle;

and sending the parking trajectory line to a safety redundancy system of the current vehicle so that the safety redundancy system performs parking control on the current vehicle according to the parking trajectory line when detecting that the master control system is invalid.

According to yet another aspect of the present disclosure, there is provided a safety redundancy system, including:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform any one of the vehicle control methods provided by the embodiments of the present disclosure.

According to still another aspect of the present disclosure, there is provided a master control system including:

at least one processor; and

According to yet another aspect of the present disclosure, there is provided an autonomous vehicle comprising a master control system and a safety redundancy system; the main control system is in communication connection with the safety redundant system;

the master control system generates a parking trajectory line according to the current running environment of the current vehicle and sends the parking trajectory line to the safety redundancy system;

and the safety redundancy system controls the current vehicle to stop according to the stop trajectory line under the condition that the master control system is monitored to be invalid.

According to yet another aspect of the present disclosure, there is provided a non-transitory computer readable storage medium storing computer instructions for causing a computer to perform any one of the vehicle control methods provided by the embodiments of the present disclosure.

According to the technology disclosed by the invention, the computational power requirement on the safety redundancy system is reduced, and the stability and the safety in the parking control process of the safety redundancy system are improved.

It should be understood that the statements in this section are not intended to identify key or critical features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The drawings are included to provide a better understanding of the present solution and are not to be construed as limiting the present disclosure. Wherein:

FIG. 1 is a schematic illustration of an autonomous vehicle provided in accordance with an embodiment of the disclosure;

FIG. 2 is a schematic illustration of a vehicle control method provided in accordance with an embodiment of the present disclosure;

FIG. 3 is a schematic illustration of another vehicle control method provided in accordance with an embodiment of the present disclosure;

FIG. 4 is a schematic illustration of yet another vehicle control method provided in accordance with an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of yet another vehicle control method provided in accordance with an embodiment of the present disclosure;

FIG. 6 is a schematic diagram of a vehicle control apparatus provided in accordance with an embodiment of the present disclosure;

FIG. 7 is a schematic diagram of another vehicle control apparatus provided in accordance with an embodiment of the present disclosure;

FIG. 8 is a block diagram of a safety redundant system or master control system for implementing the vehicle control method of an embodiment of the present disclosure.

Detailed Description

Exemplary embodiments of the present disclosure are described below with reference to the accompanying drawings, in which various details of the embodiments of the disclosure are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present disclosure. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

FIG. 1 is a schematic diagram of an autonomous vehicle provided in accordance with an embodiment of the present disclosure. As shown in fig. 1, the present disclosure provides an autonomous vehicle 100 comprising a master control system 110 and a safety redundancy system 120; the main control system 110 is in communication connection with the safety redundant system 120; the main control system 110 generates a parking trajectory line according to the current driving environment of the current vehicle, and sends the parking trajectory line to the safety redundancy system 120; the safety redundant system 120 performs parking control on the current vehicle according to the parking trajectory line when monitoring that the main control system 110 is failed.

The main Control system 110 may be an Electronic Control system of an automobile, and may be composed of a sensor, an ECU (Electronic Control Unit), and an actuator. The main control system 110 serves as a main control system for vehicle driving, and provides various automatic driving functions (e.g., automatic cruising, automatic parking, etc.) for the vehicle. In order to prevent an accident of the autonomous vehicle caused by a failure of the main control system 110, it is important to provide a backup system for the main control system 110, which can take over the control of the vehicle. Accordingly, the safety redundant system 120 is operational, and the safety redundant system 120 can control the safe parking of the autonomous vehicle when the main control system 110 fails. The safety redundancy system 120 and the main control system 110 can determine whether the other side fails by mutually detecting the heartbeat signal of the other side. The main control system 110 and the safety redundant system 120 can adopt a wired communication mode or a wireless communication mode; the safety redundant system 120 may be a backup system of the main control system 110, or may be another backup system having different power from the main control system 110. It should be noted that the safety redundancy system 120 of the present disclosure is significantly less computationally intensive than the main control system 110.

It should be noted that, when the main control system 110 of the autonomous vehicle fails, the safety redundancy system 120 is required to make the vehicle enter MRC (minimum Risk Condition) because there is no human driver. The formulation of the MRC depends on the failure or failure mode that occurs and the specific scenario, one of the most common MRCs today is to stop the vehicle in the roadway. In order to ensure safety and reliability, the safety redundant system 120 often needs high-robustness hardware and algorithms, and in order to realize safe parking along a road line, the required sensing positioning and planning control capability is not low, so that a high-computing hardware platform or a complex algorithm is not stable enough, and a relatively simple algorithm cannot meet the problem of vehicle control safety. Therefore, the vehicle control method can reduce the calculation force requirement of the safety redundant system to ensure the parking stability and ensure the parking safety.

The vehicle control method and the vehicle control device provided by the embodiment of the disclosure are suitable for controlling the vehicle parking condition by the safety redundancy system when the main control system of the automatic driving vehicle breaks down. The vehicle control method provided by the present disclosure may be executed by a vehicle control device, which may be implemented in hardware and/or software, and may be configured in a safety redundant system or a main control system.

For ease of understanding, the vehicle control method will first be described in detail.

Referring to fig. 2, the vehicle control method applied to the safety redundancy system includes:

s210, a parking trajectory generated by the master control system in the current vehicle based on the current running environment of the current vehicle is obtained.

Here, the current vehicle means a controlled vehicle that is being unmanned. The driving environment may include, but is not limited to, road speed limit (ordinary road, express way, expressway, etc.), lane conditions (number of one-way driving lanes, lane-changing conditions, etc.), obstacle conditions (static obstacles and dynamic obstacles, which may be roads, and may also be current vehicles as dynamic and static distinguishing references), and the like. It should be noted that, since the current vehicle may be in a driving process, the driving environment should be understood in combination with time, and the current driving environment, that is, the driving environment at the current time, may be the same or different, and the present disclosure does not limit the current driving environment.

Wherein the parking trajectory line is used to indicate a parameter of the current vehicle for parking. The parking trajectory may include at least one of a geometric trajectory and a motion parameter.

Optionally, the parking trajectory may include a predicted driving path of the current vehicle generated by the master control system before the vehicle is stopped due to a fault, where the predicted driving path is a geometrically planned path generated by at least one trajectory point according to spatial distribution.

For example, the parking trajectory line may be determined by a preset algorithm according to the situation of the navigation route and the lane line. The above description is only an exemplary description of the determination method of the parking trajectory line, and should not be construed as a specific limitation. The preset algorithm used in the parking trajectory line determination process is not limited in any way by the present disclosure.

Alternatively, the parking trajectory may include a motion parameter that is required to be followed by the current vehicle during the deceleration movement when the current vehicle is subjected to parking control. The motion parameters may include, but are not limited to, time, deceleration, and yaw angle, among others.

For example, the safety redundant system may communicate with the master control system in real time or at regular time and simultaneously acquire the parking trajectory line generated by the master control system according to the current driving environment.

And S220, under the condition that the master control system is monitored to be invalid, parking control is carried out on the current vehicle according to the parking trajectory line.

The safety redundancy system can be communicated with the main control system in real time or in a timing mode, if the parking trajectory line of the main control system cannot be acquired at a preset moment, the main control system can be considered to be invalid, and the safety redundancy system takes over control of the current vehicle. The safety redundancy system can control the current vehicle to decelerate and stop along the parking trajectory line according to the parking trajectory line acquired before the master control system fails.

In an alternative embodiment, the master control system failure comprises at least one of: the heartbeat signal of the master control system is not monitored in a preset heartbeat monitoring period; the parking trajectory line is not acquired within a preset trajectory line transmission period.

It can be understood that the communication between the safety redundant system and the master control system can be realized by acquiring the heartbeat signal of the master control system by the safety redundant system. Since the heartbeat signal obtained by the safety redundancy system from the main control system can be real-time or timing, a heartbeat monitoring period is preset, for example, the heartbeat signal of the main control system is detected once per second. If the heartbeat signal of the main control system is not monitored in the preset heartbeat monitoring period, the main control system is considered to be failed.

In addition, if the safety redundancy system acquires the heartbeat signal in the heartbeat monitoring period, but does not acquire the parking trajectory line transmitted by the master control system in the preset transmission period time period of the parking trajectory line, it may also be considered that the master control system fails due to a fault. When at least one of the two master control system failure conditions occurs, the master control system is determined to be failed.

The embodiment provides an effective basis for judging whether the master control system fails, and is beneficial to quickly determining whether the working state of the master control system is normal in the running process of the vehicle, so that the master control system is quickly switched to the safety redundancy system to perform parking control on the current vehicle when the master control system fails, and the safety of the current vehicle is guaranteed.

In another optional embodiment, the master control system may further preset a failure flag bit, and the master control system may perform a self-check of the failure state in real time or at regular time, and if it is detected that the master control system is in the failure state, set the failure flag bit to a preset flag value; the safety redundancy system can determine whether the main control system fails or not by acquiring the failure zone bit and according to whether the failure zone bit is a preset zone value or not.

Because the parking trajectory lines generated correspondingly at a plurality of moments before the master control system fails can exist, the safety redundancy system can select the parking trajectory line generated at the moment before the master control system fails as a parking reference, and can also select the parking trajectory lines corresponding to at least two moments before the master control system fails to fit to generate a new reference parking path.

In an alternative embodiment, the parking control of the current vehicle according to the parking trajectory line may include: selecting a parking trajectory line with the latest timestamp as a target trajectory line; and according to the target track line, performing parking control on the current vehicle.

Where the time stamp is a sequence of characters or encoded information for marking when a specific event (corresponding to the parking trajectory line generation event of the present disclosure) occurs, the time stamp in the present disclosure may be a parking trajectory line generation time during the current vehicle traveling. The parking trajectory line with the latest timestamp is the parking trajectory line corresponding to the latest timestamp before the master control system fails (usually, the parking trajectory line corresponding to the frame to which the master control system failed, or the parking trajectory line corresponding to the historical frame adjacent to the frame to which the master control system failed). According to the latest parking trajectory line, the vehicle is controlled to decelerate to the parking.

In the above embodiment, in view of the complexity and variability of the vehicle running environment, the parking control is performed by referring to the latest received parking trajectory line, so that the parking trajectory line used by the safety redundancy system can be more matched with the current running environment, which contributes to improving the safety of the parking process.

According to the technical scheme of the embodiment of the disclosure, the determination operation of the parking trajectory line is transferred from the safety redundancy system to the main control system, so that the computing capability of the main control system is multiplexed, and the computing power requirement on the safety redundancy system is reduced. In addition, the safety redundancy system does not need to carry out complex operation, so that the stability of the safety redundancy system is ensured, and the parking safety under the condition that the master control system fails is improved.

FIG. 3 is a schematic diagram of another vehicle control method provided in accordance with an embodiment of the present disclosure. The present embodiment is based on the above-described embodiment, and details the parking control operation of the current vehicle in S220. The parking trajectory line may include, among other things, a geometric trajectory line and a motion parameter. In the detailed description of the embodiments of the present disclosure, reference may be made to related descriptions of other embodiments.

Referring to the vehicle control method shown in fig. 3, including:

s310, obtaining a parking track line generated by a main control system in the current vehicle based on the current running environment of the current vehicle. Wherein the parking trajectory line comprises a geometric trajectory line and a motion parameter.

Wherein, the geometric trajectory line is the predicted driving path determined by the master control system, and the motion parameters can be preset. For example, when the controlled parking is set in the safety redundant system in advance, the deceleration of the current vehicle from the start of parking to the completion of parking may be set to-2 m/s2 to-4 m/s 2. Of course, the motion parameters may be determined by the main control system according to different driving situations of the current vehicle, for example, the motion parameters (speed, deceleration, etc.) of the current vehicle for stopping on the expressway and the expressway are different, the motion parameters (deceleration, yaw angle, etc.) of the current vehicle for stopping during the straight-line driving and the cornering driving are different, and the motion parameters (deceleration, yaw angle, vehicle torque, etc.) of the current vehicle for stopping during the lane driving and the lane changing driving are different. Therefore, the safety redundancy system obtains different motion parameters determined by the main control system, and controls the current vehicle to stop along the geometric trajectory line according to different running conditions.

And S320, controlling the current vehicle to stop along the geometric trajectory line according to the motion parameters.

The safety redundancy system can determine the positioning information of the current vehicle in the current running environment and control the current vehicle to stop according to the determined motion parameters in the stopping process. The current vehicle positioning information in the current driving environment can adopt any positioning method in the prior art.

In an alternative embodiment, a global positioning technology may be adopted, and the position of the current vehicle on the road is determined by using available map resources and navigation technologies (global positioning navigation system, beidou navigation system, etc.) with the road in the current driving environment as a reference (i.e. taking the world coordinate system as a reference coordinate system for positioning), but this method for obtaining global positioning needs to process a large amount of map data and navigation data, and has a large calculation amount.

In another alternative embodiment, the controlling the current vehicle to park along the geometric trajectory line according to the motion parameter may include: determining local positioning information of the current vehicle in the geometric trajectory line; and controlling the current vehicle to stop along the geometric trajectory line according to the local positioning information based on the motion parameters.

The local positioning information may be the position of the current vehicle in the geometric trajectory line after the master control system fails. The local positioning information may be determined in real time by the safety redundant system based on the current driving conditions of the vehicle.

It can be understood that, in order to stop the current vehicle along the geometric trajectory, the position of the current vehicle in the geometric trajectory needs to be known, and then the driving of the current vehicle can be adjusted according to the motion parameters to help stop the current vehicle. Alternatively, the safety redundant system may utilize longitudinal velocity information and lateral position information in the local positioning information for closed loop control.

In the embodiment, the parking is assisted by determining the local positioning information of the current vehicle in the geometric trajectory line, so that the safety redundancy system can accurately control the current vehicle to park according to the planned path of the geometric trajectory line, the safety of the current vehicle is ensured, and the reliability of the safety redundancy system is improved.

It should be noted that, in the present disclosure, any local positioning manner in the prior art may be adopted to determine the local positioning information.

In an alternative embodiment, the determining the local positioning information of the current vehicle in the geometric trajectory line may include: acquiring inertia measurement data and wheel speed data; determining the relative position information of the current vehicle and the track starting point in the geometric track line according to the inertia measurement data and the wheel speed data; and determining local positioning information according to the relative position information.

The Inertial Measurement data may be attitude data of the current vehicle detected by the safety redundant system through an Inertial Measurement Unit (IMU), and may include, but is not limited to, an attitude angle (or angular velocity), an acceleration (or deceleration), and the like. The wheel speed data may be the current wheel hub speed of the vehicle as detected by the safety redundant system via a wheel speed meter.

Optionally, two sets of measurement units (including an IMU and a wheel speed meter, for example) may be respectively configured for the main control system and the safety redundancy system, and when the main control system fails, the safety redundancy system may directly obtain inertia measurement data and wheel speed data from a measurement unit locally provided in the safety redundancy system. Therefore, under the condition that the measuring unit of the main control system fails, the safety redundancy system can still determine local positioning information according to data measured by the locally arranged measuring unit, and data support is provided for parking control of the current vehicle. Because the local positioning is carried out in the method, other perception information does not need to be provided by means of a global navigation system and the like, the safety redundancy system is lighter in weight, and the hardware cost is lower.

Optionally, the main control system and the safety redundant system can share the IMU and the wheel speed meter, so that the hardware cost is reduced.

The trajectory starting point may be the origin of the geometric trajectory line, i.e. the starting point for planning the geometric trajectory line. It can be understood that the starting point of the track is actually the starting point when the safety redundant system takes over the current vehicle control after the main control system fails, so that the determination of the relative position information is performed on the basis of the starting point of the track, and the generated local positioning information can be more accurate.

For example, according to the attitude angle, the angular velocity, the deceleration, the hub rotation speed and the like of the current vehicle, the relative position information of the attitude and the position of the current vehicle compared with the origin of the geometric trajectory line is calculated through a preset algorithm, and the local positioning information of the current vehicle is determined on the geometric trajectory line according to the relative position information. The preset algorithm may be a calculation method based on integral calculation, or may be any algorithm for calculating a pose in the prior art, which is not limited in the embodiment of the present disclosure.

In the embodiment, the local positioning information of the current vehicle in the geometric trajectory line is determined by calculating the relative position information of the current vehicle and the trajectory starting point, and a high-precision map and global navigation are not required to be introduced for positioning, so that the data calculation amount in the parking control process is reduced, and the positioning control efficiency is improved. In addition, the positioning process only needs to maintain the control accuracy within a short time (for example, within 8 seconds to 15 seconds), and the positioning accuracy is improved without too much sensing information or by means of a global navigation system, so that lighter sensing and positioning are realized. Meanwhile, the inertial measurement data and the wheel speed data are introduced for positioning control, hardware except the IMU and the wheel speed meter is not needed, so that the hardware cost is reduced, and the lighter-weight positioning control is realized.

According to the technical scheme of the embodiment, the parking trajectory line which is generated under the current driving environment and comprises the motion parameters is obtained, so that the motion parameters can be matched with the current driving environment, the degree of engagement between the control process and the current driving environment is improved when parking control is carried out based on the motion parameters, and the flexibility and the reliability of the vehicle stopping process are improved.

FIG. 4 is a schematic diagram of yet another vehicle control method provided in accordance with an embodiment of the present disclosure. The present embodiment is based on the above-described embodiment, and details the parking control operation of the current vehicle in S220. In the embodiments of the present disclosure, reference may be made to the related expressions of other embodiments.

Referring to the vehicle control method shown in fig. 4, the method includes:

and S410, acquiring a parking track line generated by the main control system in the current vehicle based on the current running environment of the current vehicle.

And S420, obtaining obstacle point cloud data of the current vehicle in the current running environment.

Wherein the obstacle point cloud data may include point cloud information of dynamic obstacles and/or static obstacles in the current driving environment scanned by the radar. It can be understood that, since the current driving environment of the current vehicle may change during the movement process, the obstacle point cloud data is updated accordingly.

Optionally, the radar may be a radar of a master control system multiplexed by a safety redundancy system, thereby reducing hardware cost. Or optionally, the radar may be a radar locally arranged by the safety redundancy system, so that in the case of failure of the radar of the main control system, the safety redundancy system may still acquire obstacle point cloud data by using the locally arranged radar, thereby providing data support for adjustment of the parking trajectory.

In an alternative embodiment, the parking trajectory line is generated by the master control system based on obstacle point cloud data in a current driving environment of the current vehicle; wherein the obstacle point cloud data comprises static obstacle point cloud data; the acquiring obstacle point cloud data of the current vehicle in the current driving environment may include: and acquiring dynamic obstacle point cloud data of the current vehicle in the current running environment.

In the present embodiment, the obstacle that is stationary with respect to the world coordinate system is referred to as a static obstacle, and the obstacle that moves with respect to the world coordinate system is a dynamic obstacle.

Since the parking trajectory line is generated already with reference to the factors of the static obstacles in the current driving environment, only the influence of the dynamic obstacles on the current vehicle may be taken into account when adjusting the parking trajectory line. And acquiring point cloud data of a dynamic obstacle in the current driving environment through a radar, and adjusting a parking trajectory line by a safety redundancy system based on the acquired obstacle point cloud data.

In the above embodiment, because the influence of the static obstacle has been considered when the parking trajectory line is generated, only the condition of the dynamic obstacle needs to be considered when the safety redundant system adjusts the parking trajectory line, so that the repeated calculation of the cloud data of the static obstacle points is avoided, the calculation resources are saved, the calculation efficiency is improved, and the rapid and stable parking of the current vehicle is facilitated. Since the radar detects moving obstacles more sharply than stationary obstacles, it has a high detection rate in both traveling scenes in a short time, such as deceleration of a preceding vehicle and vehicle cut-in from an adjacent lane, and thus contributes to improvement of safety of parking control.

It should be noted that, in the process of parking control, it is only necessary to ensure that dynamic obstacle point cloud data can be acquired in a short time, and therefore, a millimeter wave radar can be used for acquiring the dynamic obstacle point cloud data, which can ensure the acquisition precision of the dynamic obstacle point cloud data in a short time, and can reduce the hardware cost.

And S430, adjusting the parking trajectory line according to the obstacle point cloud data.

In order to prevent accidents such as collision and the like of the current vehicle in the parking process, the obtained parking trajectory line is adjusted according to the obstacle point cloud data obtained in the previous step so as to ensure the safety of the current vehicle. It is conceivable that, after acquiring the latest parking trajectory, the safety redundancy system is still in a motion state, so that the current driving environment changes from moment to moment, and consequently the relative position relationship between the obstacle and the current vehicle also changes from moment to moment, so that the parking trajectory is adjusted based on the obstacle point cloud data (which may include, for example, a static obstacle point cloud and/or a dynamic obstacle point cloud), and optionally at least one of the motion parameters and the geometric trajectory may be adjusted.

In an alternative embodiment, the adjusting the parking trajectory line according to the obstacle point cloud data may include: adjusting motion parameters in the parking trajectory line according to the obstacle point cloud data; and controlling the current vehicle to park along a geometric trajectory line in the parking trajectory lines according to the adjusted motion parameters.

After obtaining the obstacle point cloud data, in order to control the current vehicle not to collide with the obstacle, the motion parameters in the parking trajectory line are adjusted, for example, deceleration is increased, so that the current vehicle is parked in a shorter time, and accidents are avoided.

According to the embodiment, the current vehicle is controlled to stop in a mode of adjusting the motion parameters according to the obstacle point cloud data, and compared with the mode that the geometric trajectory line is adjusted and calculated through complex path planning, the method for directly adjusting the motion parameters is simpler and faster, greatly saves the calculated amount, and is beneficial to rapidly assisting the vehicle to stop.

And S440, controlling the current vehicle to park according to the adjusted parking trajectory line.

And controlling the current vehicle to park according to the adjusted parking trajectory.

According to the technical scheme of the embodiment, the parking track line is adjusted according to the obstacle point cloud data in the current driving environment, the parking track line can be dynamically updated according to the obstacle condition of the current driving environment, the situations of obstacle collision and the like are avoided when parking control is directly carried out according to the acquired parking track line, and the safety of the parking process is improved.

The vehicle control methods provided by the above embodiments are described with the safety redundant system as an execution subject, and the following description will discuss the vehicle control methods with the main control system as an execution subject. In the portions of the embodiments of the present disclosure that are not described in detail, reference may be made to related descriptions of other embodiments.

Referring to fig. 5, the vehicle control method applied to the main control system includes:

and S510, generating a parking trajectory according to the current running environment of the current vehicle.

And the main control system determines a predicted driving path without collision according to the surrounding environment of the current vehicle in the driving process. The basis for generating the parking trajectory line may be a lane line situation, a road sign situation, an obstacle, etc. in the current driving environment.

S520, the parking trajectory line is sent to a safety redundancy system of the current vehicle, so that the safety redundancy system performs parking control on the current vehicle according to the parking trajectory line when detecting that the main control system is invalid.

And sending the parking trajectory line generated in the previous step to a safety redundancy system, and taking over the control of the vehicle through the safety redundancy system under the condition that the main control system fails, so that the vehicle parks according to the parking trajectory line.

The master control system can determine a geometric trajectory of the current vehicle parking according to the current driving environment, namely, determine a preset parking route from the beginning of braking to the completion of parking of the current vehicle. For example, a safe parking route without collision may be generated as the parking trajectory line according to the current lane where the current vehicle is located and the condition of an obstacle (e.g., other vehicle) in the traveling direction. Of course, the current vehicle should comply with traffic regulations during parking, and the generation of the parking trajectory line should be limited by traffic regulations.

In an alternative embodiment, the generating the parking trajectory line according to the current driving environment of the current vehicle may include: generating a geometric trajectory line according to the driving condition in the current driving environment; determining a motion parameter according to a design operation domain to which the current driving environment belongs; and generating a parking trajectory line according to the geometric trajectory line and the motion parameters.

Where a design operational domain may be an operational condition specifically designed for a particular autonomous system or function thereof, including but not limited to environmental, geographic, and temporal limitations, and/or the presence or absence of certain traffic or road characteristics, i.e., the design operational domain defines under which conditions the current vehicle may be autonomous. Therefore, it is necessary to define a design operation domain according to the current driving environment and determine the motion parameters of the current vehicle according to the design operation domain. For example, in the urban road, the main control system of the current vehicle is disabled, and during the parking process of the current vehicle, the motion parameter of the current vehicle during the parking process is determined according to the design operation domain of the urban road, for example, the deceleration is-2 m/s²To-4 m/s². And determining a parking trajectory line in the current vehicle parking process according to the determined motion parameters and the generated geometric trajectory line.

In the above embodiment, the geometric trajectory line is generated according to the driving condition in the current driving environment, so that the generated geometric trajectory line can be matched with the current driving environment; the motion parameters are determined through the design operation domain, so that the matching of the motion parameters and the design operation domain is improved; and generating the parking trajectory line according to the geometric trajectory line and the motion parameter, thereby improving the safety and the accuracy of the determined parking trajectory line and further being beneficial to improving the stability and the safety of the parking control process.

In an alternative embodiment, the motion parameter may include at least one of a travel time and a travel deceleration.

Wherein the travel time may be the time between the current vehicle failing from the master control system to the completion of the stop. The travel time may be calculated from the maximum possible travel speed and the target deceleration in the design operation region, or may be set according to manual experience. The travel time is added with an additional error tolerance interval (which can be set manually), and a travel time range can be obtained, namely, the vehicle can be stopped within the time range. The travel deceleration may be a deceleration during which the current vehicle is from the failure of the master control system to the completion of the stop. At least one item is determined, so that the safety redundant system can control the vehicle to stop running.

The above embodiment provides options for the motion parameters, and the safety redundant system can control the parking through at least one of the driving time and the driving deceleration, thereby improving the richness and diversity of the motion parameters and improving the safety, reliability and robustness of vehicle control.

It should be noted that different geometric trajectory lines are generated for different driving situations. For example, if the vehicle is kept driving in a straight lane before braking, a straight geometric trajectory line can be generated to assist parking according to the driving condition of the straight lane; if the current vehicle keeps running in the curve before braking, a curved geometric trajectory line can be generated according to the running condition of the curve so as to ensure the safety of curve parking; if the current vehicle changes lanes before braking, a lane-changing geometric trajectory line is generated to assist parking according to the lane-changing condition, the lane-changing degree and the obstacle condition in the target lane.

In an alternative embodiment, the generating the geometric trajectory line according to the driving condition in the current driving environment may include: if the current vehicle runs in a straight line under the current running environment, taking a local running track planned based on the environmental data under the current running environment as a geometric trajectory; and if the current vehicle is in lane change running in the current running environment, generating a geometric trajectory line according to the lane change progress.

The environment data may include, but is not limited to, lane lines, traffic rules, warning signs, obstacle conditions, and the like, and the local driving trajectory may be a driving path within the lane lines planned according to the current driving environment. The lane change progress may be a situation of completion of a lane change behavior when the master control system of the current vehicle fails, for example, when the master control system fails, the current vehicle does not have the lane change behavior, or the lane change has already been started.

For example, if the current vehicle keeps running in the lane and no lane change action occurs when the main control system fails, the vehicle is controlled to stop according to the local running track determined by the conditions of the lane line, the obstacle and the like of the current vehicle. For example, if there is a stop line corresponding to the stop sign in front of the current driving lane of the vehicle, the local driving track should be cut off before the stop line.

If the main control system fails, the current vehicle is found to be changing lanes, and a geometric trajectory line is regenerated according to the driving environment of the changed new lane to control parking, namely the vehicle is not parked according to the original local driving trajectory.

In the above embodiment, according to different driving conditions of the vehicle in the current driving environment, different geometric trajectory lines are generated, so that the flexibility of generating the geometric trajectory lines and the degree of engagement with the current driving environment are improved, the safety and the accuracy of the parking trajectory lines are improved, and the stability and the safety of the parking control process are improved.

The generated geometric trajectory lines can be the same or different according to different lane changing schedules of the current vehicles. For example, no matter how large the degree of lane change of the current vehicle is, as long as it is determined that the current vehicle is changing lanes when the master control system fails, a geometric trajectory line for safe parking can be generated according to the lane change condition in combination with the driving environment of the target lane. Certainly, the lane change progress can be further refined, the relationship between the current vehicle and the lane is detected when the master control system fails, and if the lane change degree is found to be large (for example, most of the vehicle body is already in the target lane), a geometric trajectory including the lane change process can be generated; if the lane change degree is found to be small (for example, only a small part of the vehicle head enters the target lane), in order to ensure the parking safety as much as possible, a geometric trajectory line which does not allow the lane change can be generated, and the current vehicle can be parked along the geometric trajectory line to return to the current lane. Wherein, the lane change progress can be set according to manual experience.

In an alternative embodiment, the generating the geometric trajectory line according to the lane change progress may include: if the lane change progress is larger than the preset progress threshold, controlling the current vehicle to complete lane change, and using a local driving track planned based on environmental data in the driving environment after lane change as a geometric track line; and if the lane change progress is not larger than the preset progress threshold, canceling lane change driving, and taking a local driving track planned by the environment data in the driving environment after the lane change is canceled as a geometric trajectory line.

The preset progress threshold may be used to determine a degree standard of whether the current vehicle is about to complete lane change, for example, the preset progress threshold may be set to 50%. The preset progress threshold value can be set according to different vehicles or can be set manually.

For example, if the lane change progress of the current vehicle is greater than 50%, that is, more than half of the vehicle body is already in the other lane, the current vehicle is controlled to complete the lane change, and the data such as the parking route, the deceleration and the like are determined according to the running environment of the new lane after the lane change. And if the lane changing progress of the current vehicle is not larger than 50%, controlling the current vehicle to return to the original lane to park according to the original parking trajectory.

In the above embodiment, under the condition that the current vehicle is driven in the lane change manner, different geometric trajectory lines are generated according to different lane change schedules, so that the flexibility of the geometric trajectory line generation process is improved, the degree of engagement between the geometric trajectory lines and the current driving condition is improved, the safety and the accuracy of the parking trajectory lines are improved, and the stability and the safety of the parking control process are improved.

According to the technical scheme, the determining operation of the parking trajectory is transferred from the safety redundant system to the main control system, so that the computing capacity of the main control system is multiplexed, and the computing power requirement on the safety redundant system is reduced. In addition, the safety redundancy system does not need to perform complex operation, so that the stability of the safety redundancy system is ensured, and the parking safety under the condition of failure of the main control system is improved.

As an implementation of each of the vehicle control methods described above, the present disclosure also provides an alternative embodiment of an execution device that implements the vehicle control method. The embodiment can be suitable for the situation that the safety redundancy system controls the vehicle to stop when the main control system fails, and the device is configured in the safety redundancy system, so that the vehicle control method provided by any embodiment of the disclosure can be realized.

Referring further to fig. 6, a vehicle control apparatus 600 configured in a safety redundant system specifically includes: a parking trajectory line acquisition module 610 and a parking control module 620, wherein,

a parking trajectory line obtaining module 610, configured to obtain a parking trajectory line generated by a master control system in a current vehicle based on a current running environment of the current vehicle;

and the parking control module 620 is configured to perform parking control on the current vehicle according to the parking trajectory line under the condition that the master control system is monitored to be out of work.

According to the technical scheme, the determining operation of the parking trajectory is transferred from the safety redundancy system to the main control system, so that the computing capacity of the main control system is multiplexed, and the computing capacity requirement on the safety redundancy system is reduced. In addition, the safety redundancy system does not need to perform complex operation, so that the stability of the safety redundancy system is ensured, and the parking safety under the condition of failure of the main control system is improved.

In an alternative embodiment, the parking trajectory line comprises a geometric trajectory line and a motion parameter;

the parking control module 620 is specifically configured to:

and controlling the current vehicle to stop along the geometric trajectory line according to the motion parameters.

In an alternative embodiment, the parking control module 620 may include:

the local positioning unit is used for determining local positioning information of the current vehicle in the geometric trajectory line;

and the parking control unit is used for controlling the current vehicle to park along the geometric trajectory line according to the local positioning information based on the motion parameters.

In an alternative embodiment, the local positioning unit may include:

the data acquisition subunit is used for acquiring inertia measurement data and wheel speed data;

the relative position determining subunit is used for determining the relative position information of the current vehicle and the track starting point in the geometric track line according to the inertia measurement data and the wheel speed data;

and the local positioning determining subunit is used for determining local positioning information according to the relative position information.

In an alternative embodiment, the data acquisition subunit is configured to acquire the inertial measurement data and the wheel speed data, respectively, from a measurement unit locally provided in the safety redundant system.

In an alternative embodiment, the parking control module 620 may include:

the obstacle point cloud acquiring unit is used for acquiring obstacle point cloud data of the current vehicle in the current driving environment;

the parking trajectory line adjusting unit is used for adjusting the parking trajectory line according to the obstacle point cloud data;

and the parking control adjusting unit is used for controlling the current vehicle to park according to the adjusted parking trajectory.

In an alternative embodiment, the parking trajectory line adjusting unit may include:

the motion parameter adjusting subunit is used for adjusting the motion parameters in the parking trajectory line according to the obstacle point cloud data;

and the geometric line parking control subunit is used for controlling the current vehicle to park along a geometric trajectory line in the parking trajectory lines according to the adjusted motion parameters.

In an alternative embodiment, the parking trajectory line is generated by the master control system based on obstacle point cloud data in the current driving environment of the current vehicle; wherein the obstacle point cloud data comprises static obstacle point cloud data;

the obstacle point cloud obtaining unit is specifically configured to:

and acquiring dynamic obstacle point cloud data of the current vehicle in the current running environment.

In an optional implementation manner, the obstacle point cloud obtaining unit is specifically configured to obtain dynamic obstacle point cloud data of the current vehicle in the current driving environment from a radar locally provided in the safety redundancy system.

Alternatively, the radar may be a millimeter wave radar.

In an alternative embodiment, the parking control module 620 may include:

the target trajectory line selecting unit is used for selecting the parking trajectory line with the latest timestamp as a target trajectory line;

and the target track parking control unit is used for carrying out parking control on the current vehicle according to the target track line.

In an alternative embodiment, the master control system failure comprises at least one of:

the heartbeat signal of the master control system is not monitored in a preset heartbeat monitoring period;

the parking trajectory line is not acquired within a preset trajectory line transmission period.

The vehicle control product can execute the vehicle control method provided by any embodiment of the disclosure, and has corresponding functional modules and beneficial effects for executing each vehicle control method.

As an implementation of the above-described alternative vehicle control method, the present disclosure also provides an alternative embodiment of an execution device that implements the vehicle control method. The embodiment can be applied to the situation that the safety redundancy system controls the vehicle to stop when the main control system fails, and the device is configured in the main control system, so that another vehicle control method described in any embodiment of the disclosure can be realized.

Referring further to fig. 7, another vehicle control apparatus 700 configured in a master control system specifically includes: a parking trajectory line generating module 710 and a parking trajectory line transmitting module 720, wherein,

a parking trajectory line generating module 710, configured to generate a parking trajectory line according to a current driving environment of a current vehicle;

and a parking trajectory line sending module 720, configured to send the parking trajectory line to a safety redundancy system of the current vehicle, so that the safety redundancy system performs parking control on the current vehicle according to the parking trajectory line when detecting that the master control system is failed.

In an alternative embodiment, the parking trajectory line generating module 710 may include:

the geometric trajectory line generating unit is used for generating a geometric trajectory line according to the running condition under the current running environment;

the motion parameter determining unit is used for determining motion parameters according to a design operation domain to which the current running environment belongs;

and the parking trajectory line determining unit is used for generating a parking trajectory line according to the geometric trajectory line and the motion parameters.

In an alternative embodiment, the geometric trajectory line generation unit may include:

a first geometric line determination subunit, configured to, if the current vehicle is traveling straight in the current traveling environment, take a local traveling trajectory planned based on environmental data in the current traveling environment as a geometric trajectory line;

and the second geometric line determining subunit is used for generating a geometric trajectory line according to the lane change progress if the current vehicle is driven in the current driving environment for lane change.

In an alternative embodiment, the second geometric line determining subunit may include:

the lane-changed geometric line determination slave unit is used for controlling the current vehicle to complete lane change if the lane change progress is larger than a preset progress threshold value, and taking a local driving track planned based on environmental data in the driving environment after lane change as a geometric trajectory line;

and the non-lane-changing geometric line determining slave unit is used for canceling lane-changing driving and using a local driving track planned by environment data in the driving environment after lane changing is canceled as a geometric track line if the lane changing progress is not greater than a preset progress threshold.

In an alternative embodiment, the motion parameter includes at least one of a travel time and a travel deceleration.

In the technical scheme of the disclosure, the collection, storage, use, processing, transmission, provision, disclosure and other processing of the parking trajectory line, the inertia measurement data, the wheel speed data, the obstacle point cloud data and the like all accord with the regulations of relevant laws and regulations, and do not violate the good customs of the public order.

The present disclosure also provides a security redundancy system, a master control system, a readable storage medium, and a computer program product according to embodiments of the present disclosure.

FIG. 8 shows a schematic block diagram of an example electronic device 800 that may be used to implement embodiments of the present disclosure. The security redundancy system is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. The security redundancy system may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the disclosure described and/or claimed herein. It should be noted that the electronic device provided by the present disclosure may be a safety redundant system or a main control system.

As shown in fig. 8, the electronic device 800 includes a computing unit 801 that can perform various appropriate actions and processes according to a computer program stored in a Read Only Memory (ROM)802 or a computer program loaded from a storage unit 808 into a Random Access Memory (RAM) 803. In the RAM 803, various programs and data required for the operation of the electronic apparatus 800 can also be stored. The calculation unit 801, the ROM 802, and the RAM 803 are connected to each other by a bus 804. An input/output (I/O) interface 805 is also connected to bus 804.

A number of components in the electronic device 800 are connected to the I/O interface 805, including: an input unit 806, such as a keyboard, a mouse, or the like; an output unit 807 such as various types of displays, speakers, and the like; a storage unit 808, such as a magnetic disk, optical disk, or the like; and a communication unit 809 such as a network card, modem, wireless communication transceiver, etc. The communication unit 809 allows the electronic device 800 to exchange information/data with other devices through a computer network such as the internet and/or various telecommunication networks.

Computing unit 801 may be a variety of general and/or special purpose processing components with processing and computing capabilities. Some examples of the computing unit 801 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various dedicated Artificial Intelligence (AI) computing chips, various computing units running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, and the like. The calculation unit 801 executes the respective methods and processes described above, for example, a vehicle control method. For example, in some embodiments, the vehicle control method may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit 808. In some embodiments, part or all of the computer program can be loaded and/or installed onto the electronic device 800 via the ROM 802 and/or the communication unit 809. When the computer program is loaded into the RAM 803 and executed by the computing unit 801, one or more steps of a vehicle control method described above may be performed. Alternatively, in other embodiments, the computing unit 801 may be configured to perform a vehicle control method in any other suitable manner (e.g., by way of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, Field Programmable Gate Arrays (FPGAs), Application Specific Integrated Circuits (ASICs), Application Specific Standard Products (ASSPs), system on a chip (SOCs), Complex Programmable Logic Devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.

Program code for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of this disclosure, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), and the Internet.

The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome. The server may also be a server of a distributed system, or a server incorporating a blockchain.

Artificial intelligence is the subject of research that makes computers simulate some human mental processes and intelligent behaviors (such as learning, reasoning, thinking, planning, etc.), both at the hardware level and at the software level. Artificial intelligence hardware technologies generally include technologies such as sensors, dedicated artificial intelligence chips, cloud computing, distributed storage, big data processing, and the like; the artificial intelligence software technology mainly comprises a computer vision technology, a voice recognition technology, a natural language processing technology, a machine learning/deep learning technology, a big data processing technology, a knowledge map technology and the like.

It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in this disclosure may be performed in parallel or sequentially or in a different order, as long as the desired results of the technical solutions provided by this disclosure can be achieved, and are not limited herein.

The above detailed description should not be construed as limiting the scope of the disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present disclosure should be included in the protection scope of the present disclosure.

Claims

1. A vehicle control method is applied to a safety redundancy system and comprises the following steps:

the method comprises the steps of obtaining a parking track line generated by a master control system in a current vehicle based on the current running environment of the current vehicle;

and under the condition that the master control system is monitored to be out of work, parking control is carried out on the current vehicle according to the parking trajectory line.

2. The method of claim 1, wherein the parking trajectory line comprises a geometric trajectory line and a motion parameter;

the parking control of the current vehicle according to the parking trajectory line includes:

and controlling the current vehicle to park along the geometric trajectory line according to the motion parameters.

3. The method of claim 2, wherein said controlling said current vehicle to park along said geometric trajectory line according to said motion parameters comprises:

determining local positioning information of the current vehicle in the geometric trajectory line;

controlling the current vehicle to park along the geometric trajectory line according to the local positioning information based on the motion parameters.

4. The method of claim 3, wherein the determining local positioning information of the current vehicle in the geometric trajectory line comprises:

acquiring inertia measurement data and wheel speed data;

determining relative position information of the current vehicle and a track starting point in the geometric track line according to the inertia measurement data and the wheel speed data;

and determining the local positioning information according to the relative position information.

5. The method of claim 4, wherein said acquiring inertial measurement data and wheel speed data comprises:

and respectively acquiring the inertia measurement data and the wheel speed data from a measurement unit locally arranged in a safety redundancy system.

6. The method of any of claims 1-5, wherein said parking control of said current vehicle in accordance with said parking trajectory line comprises:

acquiring obstacle point cloud data of the current vehicle in the current running environment;

adjusting the parking trajectory line according to the obstacle point cloud data;

and according to the adjusted parking trajectory line, performing parking control on the current vehicle.

7. The method of claim 6, the adjusting the parking trajectory line according to the obstacle point cloud data, comprising:

adjusting motion parameters in the parking trajectory line according to the obstacle point cloud data;

and controlling the current vehicle to park along a geometric trajectory line in the parking trajectory lines according to the adjusted motion parameters.

8. The method of claim 6, wherein the parking trajectory line is generated by the master control system based on obstacle point cloud data in a current driving environment of the current vehicle, wherein the obstacle point cloud data comprises static obstacle point cloud data;

the acquiring of the obstacle point cloud data of the current vehicle in the current driving environment includes:

9. The method of claim 8, wherein said obtaining dynamic obstacle point cloud data for the current vehicle in the current driving environment comprises:

and acquiring dynamic obstacle point cloud data of the current vehicle in the current running environment from a radar locally arranged in a safety redundancy system.

10. The method of any of claims 1-9, wherein said parking control of said current vehicle in accordance with said parking trajectory line comprises:

selecting a parking trajectory line with the latest timestamp as a target trajectory line;

and according to the target track line, performing parking control on the current vehicle.

11. The method of any of claims 1-9, wherein the master control system failure comprises at least one of:

12. A vehicle control method is applied to a main control system and comprises the following steps:

and sending the parking trajectory line to a safety redundancy system of the current vehicle, so that the safety redundancy system performs parking control on the current vehicle according to the parking trajectory line when detecting that a master control system is failed.

13. The method of claim 12, wherein the generating a parking trajectory line according to a current driving environment of a current vehicle comprises:

generating a geometric trajectory line according to the driving condition in the current driving environment;

determining motion parameters according to a design operation domain to which the current driving environment belongs;

and generating the parking trajectory line according to the geometric trajectory line and the motion parameters.

14. The method of claim 13, wherein the generating a geometric trajectory line according to the driving condition under the current driving environment comprises:

if the current vehicle runs in a straight line under the current running environment, taking a local running track planned based on the environmental data under the current running environment as the geometric track line;

and if the current vehicle is driven in the current driving environment in a lane change mode, generating the geometric trajectory line according to the lane change progress.

15. The method of claim 14, wherein the generating the geometric trajectory line according to a lane change schedule comprises:

if the lane change progress is larger than a preset progress threshold value, controlling the current vehicle to complete lane change, and taking a local driving track planned based on environmental data in a driving environment after lane change as the geometric trajectory line;

and if the lane change progress is not larger than the preset progress threshold, canceling lane change driving, and taking a local driving track planned by the environment data in the driving environment after the lane change is canceled as the geometric trajectory line.

16. The method of any of claims 13-15, wherein the motion parameter comprises at least one of travel time and travel deceleration.

17. A vehicle control apparatus arranged in a safety redundant system, comprising:

the parking track line acquisition module is used for acquiring a parking track line generated by a master control system in a current vehicle based on the current running environment of the current vehicle;

and the parking control module is used for controlling the current vehicle to park according to the parking trajectory line under the condition that the master control system is monitored to be invalid.

18. The apparatus of claim 17, wherein the parking trajectory line comprises a geometric trajectory line and a motion parameter;

and the parking control module is specifically used for controlling the current vehicle to park along the geometric trajectory line according to the motion parameters.

19. The apparatus of claim 18, wherein the parking control module comprises:

a local positioning unit for determining local positioning information of the current vehicle in the geometric trajectory line;

20. The apparatus of claim 19, wherein the local positioning unit comprises:

the relative position determining subunit is used for determining the relative position information of the current vehicle and a track starting point in the geometric track line according to the inertial measurement data and the wheel speed data;

and the local positioning determining subunit is used for determining the local positioning information according to the relative position information.

21. The apparatus according to claim 20, wherein the data acquisition subunit is specifically configured to:

22. The apparatus of any of claims 17-21, wherein the parking control module comprises:

the obstacle point cloud obtaining unit is used for obtaining obstacle point cloud data of the current vehicle in the current running environment;

and the parking control adjusting unit is used for controlling the parking of the current vehicle according to the adjusted parking trajectory.

23. The apparatus of claim 22, wherein the parking trajectory line adjusting unit comprises:

24. The apparatus of claim 22, wherein the parking trajectory line is generated by the master control system based on obstacle point cloud data in a current driving environment of the current vehicle; wherein the obstacle point cloud data comprises static obstacle point cloud data;

the obstacle point cloud obtaining unit is specifically configured to obtain dynamic obstacle point cloud data of the current vehicle in the current driving environment.

25. The apparatus according to claim 24, wherein the obstacle point cloud acquisition unit is configured to:

26. The apparatus of any one of claims 17-25, wherein the parking control module comprises:

27. The apparatus of any of claims 17-25, wherein the master control system failure comprises at least one of:

28. A vehicle control device, which is provided in a master control system, includes:

the parking track line generating module is used for generating a parking track line according to the current running environment of the current vehicle;

and the parking track line sending module is used for sending the parking track line to a safety redundancy system of the current vehicle so that the safety redundancy system can carry out parking control on the current vehicle according to the parking track line under the condition that the main control system is detected to be invalid.

29. The apparatus of claim 28, wherein the parking trajectory generation module comprises:

and the parking trajectory line determining unit is used for generating the parking trajectory line according to the geometric trajectory line and the motion parameters.

30. The apparatus of claim 29, wherein the geometric trajectory generation unit comprises:

a first geometric line determination subunit, configured to, if the current vehicle is traveling straight in the current traveling environment, take a local traveling trajectory planned based on environmental data in the current traveling environment as the geometric trajectory line;

and the second geometric line determining subunit is used for generating the geometric trajectory line according to the lane change progress if the current vehicle is in lane change driving under the current driving environment.

31. The apparatus of claim 30, wherein the second geometric line determining subunit comprises:

the lane-changed geometric line determination slave unit is used for controlling the current vehicle to complete lane change if the lane change progress is larger than a preset progress threshold value, and taking a local driving track planned based on environmental data in a driving environment after lane change as the geometric trajectory line;

and the non-lane-changing geometric line determination slave unit is used for canceling lane-changing driving if the lane-changing progress is not greater than the preset progress threshold, and taking a local driving track planned by the environmental data under the driving environment after the lane changing is canceled as the geometric trajectory line.

32. The apparatus of any one of claims 28-31, wherein the motion parameter comprises at least one of travel time and travel deceleration.

33. A safety redundancy system comprising:

at least one processor; and

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the vehicle control method of any of claims 1-11.

34. A master control system, comprising:

at least one processor; and

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the vehicle control method of any one of claims 12-16.

35. An autonomous vehicle comprising a master control system and a safety redundancy system; the main control system is in communication connection with the safety redundancy system;

the master control system generates a parking track line according to the current running environment of the current vehicle and sends the parking track line to the safety redundancy system;

and under the condition that the safety redundancy system monitors that the main control system fails, the safety redundancy system performs parking control on the current vehicle according to the parking trajectory line.

36. A non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the vehicle control method according to any one of claims 1-11 and/or the vehicle control method according to any one of claims 12-16.

37. A computer program product comprising computer programs/instructions which, when executed by a processor, carry out the steps of the vehicle control method of any one of claims 1 to 11, and/or carry out the steps of the vehicle control method of any one of claims 12 to 16.