CN114834463B

CN114834463B - Vehicle control method, device, storage medium, electronic device, chip and vehicle

Info

Publication number: CN114834463B
Application number: CN202210742921.XA
Authority: CN
Inventors: 刘颢
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2022-06-28
Filing date: 2022-06-28
Publication date: 2022-11-04
Anticipated expiration: 2042-06-28
Also published as: CN114834463A

Abstract

The disclosure relates to a vehicle control method, a vehicle control device, a storage medium, an electronic device, a chip and a vehicle. The method comprises the following steps: under the condition that the first path planning of the vehicle fails based on the curve coordinate system, a first to-be-determined position causing the first path planning failure is determined, a transition position is determined according to the first to-be-determined position, a second path planning is performed based on the rectangular coordinate system according to the current position and the transition position of the vehicle, a target running path of the vehicle is obtained, and the vehicle is controlled to run according to the target running path. Therefore, the condition that the path planning fails due to insufficient flexibility of the curve coordinate system in a complex scene can be avoided, the success rate of the path planning is improved, and the reliability of automatic driving is improved.

Description

Vehicle control method, device, storage medium, electronic device, chip and vehicle

Technical Field

The present disclosure relates to the field of automatic driving technologies, and in particular, to a vehicle control method and apparatus, a storage medium, an electronic device, a chip, and a vehicle.

Background

Path planning is a key technology in vehicle autonomous driving, and autonomous vehicles can travel according to a planned path. In the related art, the problem that the automatic driving vehicle has insufficient flexibility due to unreasonable path planning exists, and even the problem that the vehicle needs to be manually taken over due to failure of the path planning exists in some complex scenes.

Disclosure of Invention

In order to overcome the above problems in the related art, the present disclosure provides a vehicle control method, apparatus, storage medium, electronic device, chip, and vehicle.

According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method including:

determining a first to-be-determined position causing a first path planning failure for a vehicle based on a curvilinear coordinate system in case of the failure;

determining a transition position according to the first to-be-positioned position;

according to the current position and the transition position of the vehicle, performing second path planning based on a rectangular coordinate system to obtain a target driving path of the vehicle;

and controlling the vehicle to run according to the target running path.

In some embodiments, in the event of a failure to perform a first path planning on the vehicle based on the curvilinear coordinate system, determining a first to-be-determined location that caused the first path planning failure comprises:

and determining the first to-be-determined position according to the road reference line and the position information of the obstacle under the condition that the to-be-determined driving path cannot be planned according to the road reference line due to the existence of the obstacle on the road reference line of the curve coordinate system.

and under the condition that the road reference line of the curve coordinate system cannot be acquired, determining the first position to be determined according to the current position of the vehicle.

In some embodiments, the determining a transition position from the first to-be-positioned position comprises:

determining one or more second waiting positions meeting preset vehicle passing conditions in an area of which the distance from the first waiting position is less than or equal to a first preset distance threshold; the preset vehicle passing condition is used for representing that no barrier exists in a preset range of the second waiting position;

taking the second position to be located as the transition position.

In some embodiments, the transition locations are one or more; the step of planning a second path based on a rectangular coordinate system according to the current position and the transition position of the vehicle to obtain a target running path of the vehicle comprises:

for each transition position, sampling between the current position of the vehicle and the transition position according to the rectangular coordinate system to obtain a plurality of path sampling points, and determining a pre-planned path corresponding to the transition position according to the path sampling points and a preset curve equation;

determining a target position from one or more of the transition positions according to the pre-planned path;

and taking the pre-planned path corresponding to the target position as the target driving path.

In some embodiments, said determining a target location from one or more of said transition locations according to said pre-planned path comprises:

acquiring a path cost parameter corresponding to the transition position according to the pre-planned path;

determining a target position from the plurality of transition positions according to the relative position parameter of the transition position and the path cost parameter; wherein the relative position parameter is used for characterizing the relative position of the transition position and the road reference line of the curvilinear coordinate system.

In some embodiments, the curvilinear coordinate system is a Frenet coordinate system; the rectangular coordinate system is a Cartesian coordinate system.

According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle control apparatus including:

a first position determination module configured to determine a first to-be-determined position that causes a first path planning failure for a vehicle based on a curvilinear coordinate system in the event of the failure of the first path planning;

a second position determination module configured to determine a transition position from the first to-be-positioned position;

the path planning module is configured to perform second path planning based on a rectangular coordinate system according to the current position and the transition position of the vehicle to obtain a target running path of the vehicle;

a vehicle control module configured to control the vehicle to travel according to the target travel path.

In some embodiments, the first position determining module is configured to determine the first to-be-determined position according to the road reference line and the position information of the obstacle when an obstacle exists on the road reference line of the curved coordinate system and a path to be determined cannot be planned according to the road reference line.

In some embodiments, the first position determination module is configured to determine the first to-be-determined position according to a current position of the vehicle in a case where a road reference line of the curvilinear coordinate system cannot be acquired.

In some embodiments, the second position determination module is configured to determine one or more second to-be-determined positions satisfying a preset vehicle passing condition in an area where a distance from the first to-be-determined position is less than or equal to a first preset distance threshold; the preset vehicle passing condition is used for representing that no barrier exists in a preset range of the second waiting position; taking the second pending position as the transition position.

In some embodiments, the transition locations are one or more; the path planning module is configured to sample between the current position of the vehicle and the transition position according to the rectangular coordinate system for each transition position, obtain a plurality of path sampling points, and determine a pre-planned path corresponding to the transition position according to the path sampling points and a preset curve equation; determining a target position from one or more of the transition positions according to the pre-planned path; and taking the pre-planned path corresponding to the target position as the target driving path.

In some embodiments, the path planning module is configured to obtain a path cost parameter corresponding to the transition position according to the pre-planned path; determining a target position from the plurality of transition positions according to the relative position parameter of the transition position and the path cost parameter; wherein the relative position parameter is used for characterizing the relative position of the transition position and a road reference line of the curvilinear coordinate system.

According to a third aspect of the embodiments of the present disclosure, there is provided an electronic apparatus including:

a processor;

a memory for storing processor-executable instructions;

wherein the processor is configured to perform the steps of the vehicle control method provided by the first aspect of the present disclosure.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the vehicle control method provided by the first aspect of the present disclosure.

According to a fifth aspect of embodiments of the present disclosure, there is provided a chip comprising a processor and an interface; the processor is configured to read instructions to perform the steps of the vehicle control method provided by the first aspect of the present disclosure.

According to a sixth aspect of the embodiments of the present disclosure, there is provided a vehicle including the electronic apparatus provided in the third aspect of the present disclosure.

The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects: under the condition that the first path planning of the vehicle fails based on the curve coordinate system, a first to-be-determined position causing the first path planning failure is determined, a transition position is determined according to the first to-be-determined position, a second path planning is performed based on the rectangular coordinate system according to the current position and the transition position of the vehicle, a target running path of the vehicle is obtained, and the vehicle is controlled to run according to the target running path. Therefore, the condition that the path planning fails due to insufficient flexibility of the curve coordinate system in a complex scene can be avoided, the success rate of the path planning is improved, and the reliability of automatic driving is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 is a flow chart illustrating a vehicle control method according to an exemplary embodiment.

FIG. 2 is a schematic diagram illustrating a Cartesian coordinate system and a Frenet coordinate system in accordance with an exemplary embodiment.

Fig. 3 is a flowchart illustrating a step S103 according to the embodiment shown in fig. 1.

FIG. 4 is a block diagram of a vehicle control apparatus shown according to an exemplary embodiment.

FIG. 5 is a block diagram illustrating an electronic device in accordance with an example embodiment.

FIG. 6 is a block diagram of a vehicle shown in accordance with an exemplary embodiment.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

It should be noted that all the actions of acquiring signals, information or data in the present disclosure are performed under the premise of complying with the corresponding data protection regulation policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

In the description of the present disclosure, terms such as "first," "second," and the like are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. In addition, in the description with reference to the drawings, the same reference numerals in different drawings denote the same elements, but not explained to the contrary.

In the description of the present disclosure, unless otherwise indicated, "plurality" means two or more, and other terms are similar; "at least one of the following" or similar expressions refer to any combination of these items, including any combination of the singular or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c can be single or multiple; "and/or" is an association relationship describing an associated object, indicating that there may be three relationships, e.g., a and/or B, which may indicate: a exists singly, A and B exist simultaneously, and B exists singly, wherein A and B can be singular or plural.

Although operations may be depicted in the drawings in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in serial order, or that all illustrated operations be performed, to achieve desirable results. In certain environments, multitasking and parallel processing may be advantageous.

First, an application scenario of the present disclosure will be explained. The present disclosure may be applied to an autonomous driving scenario. In autonomous driving, path planning may be performed based on a curvilinear coordinate system (e.g., the Frenet coordinate system). When the path planning is carried out based on the curve coordinate system, the road reference line needs to be defined, the tracking planning is carried out based on the road reference line, the deviation between the vehicle and the road reference line is limited, and the adjustment and backing-up of overlarge deviation can not occur, so that the vehicle can not generate large-amplitude transverse deviation, the running continuity of the vehicle is good, and the vehicle can always keep high-speed motion. However, the road reference line is excessively relied on, so that the limitation is more, the flexibility of path planning is insufficient, and in a complex scene (for example, scenes such as more obstacles in the road and automatic parking in a parking lot), the vehicle parking due to planning failure may occur, and even the automatic driving mode is exited, so that manual take-over is required.

In order to solve the above problems, the present disclosure provides a vehicle control method, a vehicle control apparatus, a storage medium, an electronic device, a chip, and a vehicle, in which, in a case where a first path planning on a vehicle based on a curvilinear coordinate system fails, a second path planning may be performed based on a rectangular coordinate system according to a location of the failure to obtain a target travel path of the vehicle, and the vehicle may be controlled to travel according to the target travel path. Therefore, the condition that the path planning fails due to insufficient flexibility of the curve coordinate system in a complex scene can be avoided, the success rate of the path planning is improved, and the reliability of automatic driving is improved.

The present disclosure is described below with reference to specific examples.

FIG. 1 is a vehicle control method according to an exemplary embodiment. As shown in fig. 1, the method may include:

s101, under the condition that the first path planning of the vehicle based on the curve coordinate system fails, a first to-be-determined position causing the first path planning failure is determined.

For example, a road reference line of the curved coordinate system may be determined first, then a first path of the vehicle may be planned based on the curved coordinate system according to the road reference line and the current position of the vehicle, and if the planning is successful, the path to be traveled may be acquired. For example, in a case where it is determined that a road reference line between the current position and the target position of the vehicle satisfies the vehicle travel condition, the road reference line may be taken as the pending travel path; and a path to be determined, which meets the vehicle running condition, can be obtained in a certain area on both sides of the road reference line. The vehicle driving condition may be determined based on traffic identification and obstacle information (e.g., pedestrians, motor vehicles, non-motor vehicles, trees, or other environmental obstacles, etc.) on the road.

If the planning fails, the planning failure can be caused by that a certain position of the road reference line is occupied by the barrier, and the position of the occupied road reference line can be used as a first to-be-determined position which causes the first path planning failure; the current position of the vehicle can be used as the first to-be-determined position; or randomly selecting a position between the current position of the vehicle and the position of the road reference line occupied by the obstacle as the first to-be-determined position; the position with the distance from the current position being a second preset distance, which may be any preset value, such as 10 meters or 20 meters, may also be selected as the first to-be-determined position on the road reference line.

The road reference line may be a center line of a lane where the vehicle is currently located, for example, the lane where the vehicle is currently located may be determined according to the high-precision map and the current position of the vehicle, and the center line of the lane may be used as the road reference line; the road image can also be acquired by the camera device of the vehicle, the current lane of the vehicle is determined according to the lane line in the road image, and the center line of the lane is used as the road reference line. When the vehicle runs in an area without a planned lane (for example, a parking lot without a planned lane, a rural courtyard, or the like), one or more virtual lanes may be determined according to the environmental information acquired by the high-precision map or the camera, and then a road reference line may be determined according to the virtual lanes.

The first path planning method for the vehicle according to the curved coordinate system may refer to a path planning method in the related art, for example, a path planning method by an EM (Expectation Maximization) algorithm, and the disclosure is not limited thereto.

And S102, determining a transition position according to the first to-be-determined position.

Wherein the transition position may be used for a second path planning of the vehicle.

For example, the first to-be-determined position may be used as the transition position, and one or more positions where no obstacle exists may be selected as the transition position in a range where the distance from the first to-be-determined position is a third preset distance.

And S103, planning a second path based on the rectangular coordinate system according to the current position and the transition position of the vehicle to obtain a target running path of the vehicle.

And S104, controlling the vehicle to run according to the target running path.

It should be noted that the path search algorithm has greater flexibility in the rectangular coordinate system, and the path search algorithm has greater flexibility and stronger operability in the conditions of allowing a larger search space and allowing reversing. Therefore, when the path planning based on the curved coordinate system fails, the path planning can be switched to the rectangular coordinate system, and the second path planning based on the rectangular coordinate system can be performed.

By adopting the method, under the condition that the first path planning of the vehicle fails based on the curve coordinate system, the first to-be-determined position causing the first path planning failure is determined, the transition position is determined according to the first to-be-determined position, the second path planning is performed based on the rectangular coordinate system according to the current position and the transition position of the vehicle, the target driving path of the vehicle is obtained, and the vehicle is controlled to drive according to the target driving path. Therefore, the condition that the path planning fails due to insufficient flexibility of the curve coordinate system in a complex scene can be avoided, the success rate of the path planning is improved, and the reliability of automatic driving is improved.

In some embodiments, the rectangular coordinate system may include a cartesian coordinate system; the curvilinear coordinate system may include a Frenet coordinate system.

FIG. 2 is a schematic diagram illustrating a Cartesian coordinate system and a Frenet coordinate system in accordance with an exemplary embodiment. As shown in fig. 2, the cartesian coordinate system is XY coordinates based on the origin 0, and can represent any position point in the plane, and the Frenet coordinate system is SL coordinates (that is, longitudinal displacement — lateral displacement) based on the road reference line, where S represents the longitudinal displacement of the vehicle in the Frenet coordinate system, that is, the distance along the road reference line; l represents the amount of lateral displacement of the vehicle in the Frenet coordinate system, i.e., the distance from the road reference line to the left and right positions.

Wherein the first path planning of the vehicle based on the curvilinear coordinate system may comprise the steps of: the starting point and the state information of the starting point of the vehicle in the Frenet coordinate system are determined and expressed as the state at the time T0, and the last state at the next time T1 is sampled and expressed as the state at the time T1. After sampling, performing polynomial fitting on the T1 time state and the T0 time state to generate two transverse and longitudinal polynomial path tracks, and performing two-dimensional synthesis on the two transverse and longitudinal polynomial path tracks. Thus, the process of performing the first path planning may include: given a series of moments, the longitudinal and transverse offsets of the vehicle at the moments are calculated, and a series of two-dimensional plane path track points are generated according to the road reference line. A series of path track points are calculated through a series of time points, and then a path track set is generated. Obtaining a path track set, and beginning to calculate the cost of each path track, wherein the cost mainly considers the feasibility, smoothness and safety of the path track; and finally, determining the path to be traveled according to the costs of the plurality of path tracks.

In some embodiments, the step S101 may determine the first to-be-determined position causing the first path planning to fail by any one or more of the following ways:

the method comprises the steps that a first to-be-determined position is determined according to position information of a road reference line and an obstacle under the condition that the to-be-determined driving path cannot be obtained according to the planning of the road reference line because the obstacle exists on the road reference line of a curve coordinate system.

For example, if one or more obstacles exist on the road reference line and the nearby area, and the vehicle cannot continue to run on the basis of the road reference line, the route to be traveled cannot be planned. At this time, the first to-be-positioned position may be determined based on the road reference line and the position information of the obstacle. For example, the position where the obstacle intersects with the road reference line may be the first to-be-determined position, or the edge position of the obstacle may be the first to-be-determined position.

And secondly, determining the first position to be determined according to the current position of the vehicle under the condition that the road reference line of the curve coordinate system cannot be acquired.

For example, in some specific scenarios (e.g., a complex parking lot), the road reference line cannot be acquired by a high-precision map or a camera of the vehicle, and the first to-be-determined position may be determined according to the current position of the vehicle, for example, the first to-be-determined position may be selected in an area having a distance greater than or equal to a fourth preset distance from the current position of the vehicle. The fourth predetermined distance may be any predetermined value, such as 10 meters or 20 meters.

Thus, by any of the above-described manners, the first to-be-determined position that causes the first path planning failure can be determined, so that the transition position is determined based on the first to-be-determined position.

In some embodiments, the step S102 may include the following sub-steps:

firstly, determining one or more second to-be-determined positions meeting preset vehicle passing conditions in an area where the distance between the first to-be-determined positions is smaller than or equal to a first preset distance threshold; then, the second position to be located is taken as a transition position. The transition location may be one or more.

For example, a plurality of third to-be-detected positions can be obtained by sampling at intervals according to a preset sampling distance in an area where the distance from the first to-be-detected position is less than or equal to a first preset distance threshold value, according to the upper, lower, left and right sides of the road reference line, whether each third to-be-detected position meets a preset vehicle passing condition or not is determined, and one or more third to-be-detected positions meeting the preset vehicle passing condition are used as second to-be-detected positions. The first preset distance threshold may be any preset value, such as 3 meters or 6 meters, and the preset sampling distance may be any value smaller than the first preset distance threshold, such as 0.3 meters or 0.5 meters.

The preset vehicle passing condition can be used for representing that no barrier exists in a preset range of the second waiting position or the third waiting position, the preset range can also be a square area with the preset length as the side length, and the preset range can be a circular area or a hexagonal area with the preset length as the diameter; the preset length may be determined according to the contour of the vehicle, and may be a value slightly greater than the length of the vehicle. For example, if the length of the vehicle is 2.5 meters, the preset length may be 3 meters; the obstacle may include any object that affects the travel of the vehicle, such as a pedestrian, an animal, a motor vehicle, a non-motor vehicle, and the like.

In this way, a transition position can be determined from the first to-be-positioned position, in order to perform a second path planning from the transition position.

Fig. 3 is a flowchart illustrating a step S103 according to the embodiment shown in fig. 1. As shown in fig. 3, the step S103 may include the following sub-steps:

and S1031, for each transition position, sampling between the current position and the transition position of the vehicle according to a rectangular coordinate system, obtaining a plurality of path sampling points, and determining a pre-planned path corresponding to the transition position according to the path sampling points and a preset curve equation.

Wherein the preset curve equation may include a dubins curve equation or a reedsshepp curve equation.

S1032, determining a target position from the one or more transition positions according to the pre-planned path.

In some embodiments, the path cost parameter of the pre-planned path corresponding to each transition position may be first calculated, and then the target position may be determined according to the path cost parameter, for example, the transition position with the minimum path cost parameter may be used as the target position.

The path cost parameter may be calculated by a preset cost function (cost function), and the preset cost function may be used to evaluate the comprehensive performance of the pre-planned path, such as feasibility, smoothness, and security. The smaller the path cost parameter of the pre-planned path is, the better the comprehensive performance of the pre-planned path can be represented.

In other embodiments, a path cost parameter corresponding to each transition position may be calculated and obtained first according to a pre-planned path; and then determining a target position from the plurality of transition positions according to the relative position parameters of the transition positions and the path cost parameters.

For example, the target position may be determined from one or more transition positions where the path cost parameter is less than or equal to a preset cost threshold according to the relative position parameter.

Wherein the relative position parameter may be used to characterize the relative position of the transition location and the road reference line of the curvilinear coordinate system.

For example, the relative position parameter may be used to characterize the distance between the transition position and the road reference line, so that the transition position closest to the distance may be selected as the target position from the transition positions (or all the transition positions) whose path cost parameter is less than or equal to the preset cost threshold.

For another example, the relative position parameter may be used to characterize the relative position of the transition position and the road reference line, and the relative position may include "up, down, left, and right", and from the transition positions (or from all the transition positions) where the path cost parameter is less than or equal to the preset cost threshold, the transition position with the relative position "up" (i.e., the position located above the road reference line) may be preferentially selected as the target position, so that the path bypassing the obstacle may be acquired. It is also possible to preferentially select a transition position whose relative position is "left" (i.e., a position located on the left side of the road reference line) as the target position. Thus, the driving principle of left-side overtaking can be met.

And S1033, taking the pre-planned path corresponding to the target position as a target driving path.

In this way, the second path planning can be performed based on the rectangular coordinate system according to the current position and the transition position of the vehicle, so as to obtain the target running path of the vehicle, and the vehicle can be controlled according to the target running path.

Fig. 4 is a block diagram illustrating a vehicle control apparatus 400 according to an exemplary embodiment, and as shown in fig. 4, the apparatus 400 may include:

a first position determination module 401 configured to determine, in a case where a first path planning of a vehicle based on a curvilinear coordinate system fails, a first to-be-determined position that causes the first path planning to fail;

a second position determination module 402 configured to determine a transition position from the first to-be-positioned position;

a path planning module 403, configured to perform a second path planning based on a rectangular coordinate system according to the current position and the transition position of the vehicle, so as to obtain a target driving path of the vehicle;

a vehicle control module 404 configured to control the vehicle to travel according to the target travel path.

In some embodiments, the first position determining module 401 is configured to determine the first to-be-determined position according to the road reference line and the position information of the obstacle when an obstacle exists on the road reference line of the curved coordinate system, which results in that a to-be-determined travel path cannot be planned according to the road reference line.

In some embodiments, the first position determining module 401 is configured to determine the first to-be-determined position according to the current position of the vehicle in case that the road reference line of the curvilinear coordinate system cannot be acquired.

In some embodiments, the second position determining module 402 is configured to determine one or more second to-be-positioned positions satisfying a preset vehicle passing condition in an area where a distance from the first to-be-positioned position is less than or equal to a first preset distance threshold; the preset vehicle passing condition is used for representing that no barrier exists in a preset range of the second waiting position; taking the second position to be located as the transition position.

In some embodiments, the transition locations are one or more; the path planning module 403 is configured to, for each transition position, sample between the current position of the vehicle and the transition position according to the rectangular coordinate system, obtain a plurality of path sampling points, and determine a pre-planned path corresponding to the transition position according to the path sampling points and a preset curve equation; determining a target position from one or more of the transition positions according to the pre-planned path; and taking the pre-planned path corresponding to the target position as the target driving path.

In some embodiments, the path planning module 403 is configured to obtain, according to the pre-planned path, a path cost parameter corresponding to the transition position; determining a target position from the plurality of transition positions according to the relative position parameter of the transition position and the path cost parameter; wherein the relative position parameter is used for characterizing the relative position of the transition position and a road reference line of the curvilinear coordinate system.

With regard to the apparatus in the above embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be described in detail here.

Fig. 5 is a block diagram of an electronic device 2000 shown in accordance with an example embodiment. The electronic device 2000 may be a terminal device, such as a mobile phone, a computer, a digital broadcast terminal, a messaging device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, a router, a vehicle-mounted terminal, a vehicle controller, etc.; the electronic device 2000 may also be a server, such as a local server or a cloud server.

Referring to fig. 5, the electronic device 2000 may include one or more of the following components: a processing component 2002, a memory 2004, a power component 2006, a multimedia component 2008, an audio component 2010, an input/output interface 2012, a sensor component 2014, and a communications component 2016.

The processing component 2002 may be used to control overall operation of the electronic device 2000, such as operations associated with display, telephone calls, data communications, camera operations, and recording operations. The processing components 2002 may include one or more processors 2020 that execute instructions to perform all or a portion of the steps of the vehicle control methods described above. Further, the processing component 2002 can include one or more modules that facilitate interaction between the processing component 2002 and other components. For example, the processing component 2002 may include a multimedia module to facilitate interaction between the multimedia component 2008 and the processing component 2002.

The memory 2004 is configured to store various types of data to support operations at the electronic device 2000. Examples of such data include instructions for any application or method operating on the electronic device 2000, contact data, phonebook data, messages, pictures, videos, and so forth. The memory 2004 may be implemented by any type or combination of volatile or non-volatile memory devices, such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disks.

The power component 2006 provides power to the various components of the electronic device 2000. The power components 2006 can include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power for the electronic device 2000.

The multimedia assembly 2008 includes a screen providing an output interface between the electronic device 2000 and a user. In some embodiments, the screen may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive an input signal from a user. The touch panel includes one or more touch sensors to sense touch, slide, and gestures on the touch panel. The touch sensor may not only sense the boundary of a touch or slide action, but also detect the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 2008 includes a front camera and/or a rear camera. The front camera and/or the rear camera may receive external multimedia data when the electronic device 2000 is in an operation mode, such as a photographing mode or a video mode. Each front camera and rear camera may be a fixed optical lens system or have a focal length and optical zoom capability.

Audio component 2010 is configured to output and/or input audio signals. For example, the audio component 2010 includes a Microphone (MIC) configured to receive external audio signals when the electronic device 2000 is in an operational mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signals may further be stored in the memory 2004 or transmitted via the communication component 2016. In some embodiments, audio assembly 2010 also includes a speaker for outputting audio signals.

The input/output interface 2012 provides an interface between the processing component 2002 and peripheral interface modules, which can be keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to: a home button, a volume button, a start button, and a lock button.

Sensor assembly 2014 includes one or more sensors for providing various aspects of status assessment for electronic device 2000. For example, sensor assembly 2014 may detect an open/closed state of electronic device 2000, a relative positioning of components, such as a display and keypad of electronic device 2000, a change in position of electronic device 2000 or a component of electronic device 2000, a presence or absence of user contact with electronic device 2000, an orientation or acceleration/deceleration of electronic device 2000, and a change in temperature of electronic device 2000. The sensor assembly 2014 may include a proximity sensor configured to detect the presence of a nearby object in the absence of any physical contact. The sensor assembly 2014 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 2014 may also include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

The communication component 2016 is configured to facilitate wired or wireless communication between the electronic device 2000 and other devices. The electronic device 2000 may access a wireless network based on a communication standard, such as Wi-Fi,2G, 3G, 4G, 5G, 6G, NB-IOT, eMTC, or the like, or a combination thereof. In an exemplary embodiment, the communication component 2016 receives broadcast signals or broadcast related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 2016 further includes a Near Field Communication (NFC) module to facilitate short-range communications. For example, the NFC module may be implemented based on Radio Frequency Identification (RFID) technology, infrared data association (IrDA) technology, ultra Wideband (UWB) technology, bluetooth (BT) technology, and other technologies.

In an exemplary embodiment, the electronic device 2000 may be implemented by one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), controllers, micro-controllers, microprocessors or other electronic components for performing the above-described vehicle control methods.

The electronic device 2000 may be a stand-alone electronic device or a part of a stand-alone electronic device, for example, in an embodiment, the electronic device may be an Integrated Circuit (IC) or a chip, where the IC may be one IC or a set of multiple ICs; the chip may include, but is not limited to, the following categories: a GPU (Graphics Processing Unit), a CPU (Central Processing Unit), an FPGA (Field Programmable Gate Array), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an SOC (System on Chip, SOC, system on Chip, or System on Chip), and the like. The integrated circuit or chip may be configured to execute executable instructions (or code) to implement the vehicle control method. Where the executable instructions may be stored in the integrated circuit or chip or may be retrieved from another device or apparatus, for example, where the integrated circuit or chip includes a processor, a memory, and an interface for communicating with other devices. The executable instructions may be stored in the processor, and when executed by the processor, implement the vehicle control method described above; alternatively, the integrated circuit or chip may receive executable instructions through the interface and transmit the executable instructions to the processor for execution, so as to implement the vehicle control method.

In an exemplary embodiment, the present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the vehicle control method provided by the present disclosure. Illustratively, the computer-readable storage medium may be a non-transitory computer-readable storage medium comprising instructions, e.g., the memory 2004 comprising instructions, executable by the processor 2020 of the electronic device 2000 to perform the vehicle control method described above. For example, the non-transitory computer readable storage medium may be a ROM, a Random Access Memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.

In another exemplary embodiment, a computer program product is also provided, which contains a computer program executable by a programmable device, the computer program having code portions for performing the above-described vehicle control method when executed by the programmable device.

Fig. 6 is a block diagram illustrating a vehicle that may include the electronic device 2000 described above, as shown in fig. 6, according to an exemplary embodiment.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle control method, characterized by comprising:

according to the current position and the transition position of the vehicle, planning a second path based on a rectangular coordinate system to obtain a target driving path of the vehicle;

controlling the vehicle to run according to the target running path;

in the case where a first path planning of the vehicle based on the curvilinear coordinate system fails, determining a first to-be-determined position that causes the first path planning to fail includes:

determining the first position to be determined according to the current position of the vehicle under the condition that the road reference line of the curve coordinate system cannot be obtained;

the determining a transition position according to the first to-be-positioned position comprises:

determining one or more second waiting positions meeting preset vehicle passing conditions in an area of which the distance from the first waiting position is less than or equal to a first preset distance threshold; the preset vehicle passing condition is used for representing that no barrier exists in a preset range of the second waiting position; the preset range is a square area with preset length as side length, or a circular area or a hexagonal area with the preset length as diameter;

taking the second position to be located as the transition position.

2. The method of claim 1, wherein in the event of a failure to perform a first path planning of the vehicle based on the curvilinear coordinate system, determining a first to-be-determined location that caused the first path planning to fail further comprises:

3. The method of claim 2, wherein the transition location is one or more; the step of planning a second path based on a rectangular coordinate system according to the current position and the transition position of the vehicle to obtain a target running path of the vehicle comprises:

4. The method of claim 3, wherein determining a target location from one or more of the transition locations according to the pre-planned path comprises:

determining a target position from the plurality of transition positions according to the relative position parameter of the transition position and the path cost parameter; wherein the relative position parameter is used for characterizing the relative position of the transition position and a road reference line of the curvilinear coordinate system.

5. The method according to any one of claims 1 to 4, wherein said curvilinear coordinate system is a Frenet coordinate system; the rectangular coordinate system is a Cartesian coordinate system.

6. A vehicle control apparatus, characterized by comprising:

the second position determination module is configured to determine one or more second standby positions meeting a preset vehicle passing condition in an area where the distance between the second standby position and the first standby position is smaller than or equal to a first preset distance threshold; the preset vehicle passing condition is used for representing that no barrier exists in a preset range of the second waiting position; the preset range is a square area taking a preset length as a side length, or a circular area or a hexagonal area taking the preset length as a diameter; taking the second position to be located as a transition position;

a vehicle control module configured to control the vehicle to travel according to the target travel path;

the first position determination module is further configured to determine the first to-be-determined position according to the current position of the vehicle in the case where the road reference line of the curvilinear coordinate system cannot be acquired.

7. An electronic device, comprising:

a processor;

a memory for storing processor-executable instructions;

wherein the processor is configured to: the steps of performing the method of any one of claims 1 to 5.

8. A computer readable storage medium having computer program instructions stored thereon which, when executed by a processor, implement the steps of the method of any one of claims 1 to 5.

9. A chip comprising a processor and an interface; the processor is configured to read instructions to perform the steps of the method of any one of claims 1 to 5.

10. A vehicle characterized in that the vehicle comprises the electronic device of claim 7.