CN116022165A

CN116022165A - Vehicle safety control method and device

Info

Publication number: CN116022165A
Application number: CN202111241835.2A
Authority: CN
Inventors: 张竞
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2021-10-25
Filing date: 2021-10-25
Publication date: 2023-04-28
Also published as: WO2023072036A1

Abstract

The embodiment of the application provides a vehicle safety control method and device, and relates to the technical field of automatic driving. The method comprises the following steps: acquiring first information, wherein the first information is used for indicating a preset path and task type of a first vehicle; transmitting a first safety parameter of the first vehicle, the first safety parameter being used for a safety mechanism of the first vehicle; the first security parameter is determined according to a preset path and a task type. As can be seen, the embodiment of the application can determine the safety parameters of the adapted vehicle based on the preset path of the vehicle and send the safety parameters to the vehicle, so that the vehicle can run based on the safety parameters. Therefore, the probability of deadlock of the vehicle is effectively reduced, normal passing or operation of the vehicle is realized, passing or operation efficiency of the vehicle can be improved, and manual operation cost is reduced.

Description

Vehicle safety control method and device

Technical Field

The application relates to the technical field of automatic driving, in particular to a vehicle safety control method and device.

Background

With rapid development of autopilot technology, autopilot control technology has been gradually applied to harbors, industrial parks, and other scenes. In these scenarios, in order to ensure the running safety of the autonomous vehicle, some safety parameters are set for the vehicle, so that the autonomous vehicle realizes a corresponding safety mechanism (i.e., a mechanism for preventing the vehicle from collision and stopping the vehicle from running under the triggering of a specific condition).

For example, the safety parameter may include a predicted distance, which is a preset distance in a planned path of the autonomous vehicle, within which the autonomous vehicle may make a collision prediction, and stop traveling once it is predicted that there is an obstacle in the current traveling environment that may collide with the vehicle. As another example, the safety parameter may further include a minimum safety distance set by the autonomous vehicle to prevent the vehicle from colliding, and the autonomous vehicle stops traveling when the autonomous vehicle detects that its distance from the obstacle is less than the minimum safety distance.

In order to ensure as much as possible the driving safety of an autonomous vehicle, the safety parameters are generally set to be large. The predicted distance is set to be larger, so that collision prediction is carried out for a plurality of times in the operation process or the driving process of the automatic driving vehicle, and a safety mechanism is triggered for a plurality of times, so that the operation task of the automatic driving vehicle is frequently interrupted or the traffic of other vehicles is blocked, and the traffic efficiency and the operation efficiency of the vehicle are low. And, the minimum safe distance is set to be larger, in some special working environments (such as narrow working environments), the automatic driving vehicle can detect that the distance between the automatic driving vehicle and the obstacle in the working environment is smaller than the minimum safe distance, and the automatic driving vehicle can not enter the working environment, so that the automatic driving vehicle fails to execute the working task.

Therefore, how to reasonably set the safety parameters of the vehicle so as to improve the passing efficiency and the working efficiency of the vehicle is a technical problem to be solved.

Disclosure of Invention

The embodiment of the application provides a vehicle safety control method and device, which are used for improving the passing efficiency and/or the working efficiency of a vehicle by flexibly setting vehicle safety parameters.

In a first aspect, an embodiment of the present application provides a vehicle security control method, which may be applied to a server or a chip disposed in the server. The method comprises the following steps: acquiring first information, wherein the first information is used for indicating a preset path and/or task information of a first vehicle; transmitting a first safety parameter of the first vehicle, the first safety parameter being used for a safety mechanism of the first vehicle; the first security parameter is determined according to a preset path and/or task information.

It is understood that the preset path of the first vehicle is a planned path of the first vehicle within a preset time period, and the planned path may include time information and space information (e.g., location information). The mission information of the first vehicle includes at least one of a driving environment, a destination, and a mission type. The task type may be, for example, a loaded cargo type or a non-loaded cargo type.

In this embodiment of the present application, the first safety parameter may be understood as a key parameter for implementing a safety mechanism of a vehicle, where the first safety parameter may include a first safety distance and/or a second safety distance, where the first safety distance is a length corresponding to a first path, and the first path is a path for performing collision prediction on the first vehicle; the second safety distance is a first distance at which the first vehicle is collision-preventing. The "safety mechanism" is a mechanism that the first vehicle stops running under the triggering of a preset condition, where the preset condition may be, for example, that the first vehicle predicts a collision according to the first safety distance, determines that the possibility of collision exists in the vehicle, or that the distance between the first vehicle and the obstacle is smaller than the second safety distance.

According to the method and the device for determining the safety parameters of the adaptive vehicle, the safety parameters of the adaptive vehicle can be determined based on the preset path of the vehicle and sent to the vehicle, so that the vehicle can run based on the safety parameters. Therefore, the deadlock condition of the vehicle can be effectively reduced, normal passing or operation of the vehicle is realized, passing or operation efficiency of the vehicle can be improved, and manual operation cost is reduced.

In one possible design, the first safety parameter includes a first safety distance, where the first safety distance is a length corresponding to a first path, and the first path is a path for collision prediction of the first vehicle; the server may also obtain a controlled state of the second vehicle, based on which second path and/or location information of the second vehicle is obtained; the first safe distance is determined based on the preset path, the task information, the second path of the second vehicle and/or the position information. In the design, information associated with the second vehicle (namely, second path and/or position information of the second vehicle) is acquired in combination with the controlled state of the second vehicle, and the first safety distance is determined based on the information associated with the second vehicle, the preset path and the task information, so that the determined first safety distance is more reasonable.

It is to be understood that the "controlled state of the second vehicle" may be understood as the degree of control of the second vehicle by the server, which may include, by way of example, three levels of uncontrolled, generally controlled, and fully controlled; when the controlled state of the second vehicle is uncontrolled, the server cannot acquire the planned path of the second vehicle, but may acquire the position information of the second vehicle through a Road Side Unit (RSU); when the controlled state of the second vehicle is generally controlled, the server can acquire the planned path and/or position information of the second vehicle, but cannot be the planned path of the second vehicle; when the controlled state of the second vehicle is completely controlled, the server may acquire the planned path and/or position information of the second vehicle, and may set a safety parameter for the planned path of the second vehicle and for the second vehicle.

Accordingly, the server determines that the first safe distance may be as follows:

in case 1, when the controlled state of the second vehicle is uncontrolled, the server may acquire position information of the second vehicle, and determine the first safe distance based on the preset path, the task information, and the position information of the second vehicle.

In case 2, when the controlled state of the second vehicle is generally controlled or fully controlled, the server may acquire the planned path and/or position information of the second vehicle, and determine the first safe distance based on the preset path, the task information, the planned path and/or position information of the second vehicle.

In one possible design, the preset path includes first pose information of the first vehicle within a preset time period, and the second path includes second pose information of the second vehicle within the preset time period; further, the process of determining the first safe distance by the server based on the preset path, the task information, and the second path may be: determining a plurality of distances between the first vehicle and the second vehicle within a preset duration according to the first pose information and the second pose information; and determining a first safety distance according to the plurality of distances.

The server determines a first safety distance according to a plurality of distances between the first vehicle and the second vehicle, and the following three conditions exist:

in case 1, if the smallest distance among the plurality of distances is greater than the first preset distance of the first vehicle and less than the second preset distance of the first vehicle, the smallest distance among the plurality of distances is taken as the first safety distance.

And 2, if the minimum distance in the plurality of distances is smaller than or equal to the first preset distance of the first vehicle, re-planning the path of the first vehicle and/or the path of the second vehicle.

In case 3, if the smallest distance among the plurality of distances is equal to or greater than the second preset distance of the first vehicle, any distance equal to or greater than the second preset distance is taken as the first safety distance.

It is understood that the first preset distance is a preset safety distance for the first vehicle to collide, and the second preset distance is a maximum distance that the on-board sensor of the first vehicle can sense. The sensor may be, for example, a radar detection device. The first preset distance is smaller than the second preset distance.

In one possible design, the first safety parameter further includes a second safety distance, the second safety distance being a first distance for the first vehicle to be collision-resistant. In the design, the first safety parameter further comprises a second safety distance, so that the first vehicle can run based on the second safety distance, and the running safety of the first vehicle is further improved.

In one possible design, the first path includes a first path point and a second path point, the second path point being located after the first path point; the first security parameters include security parameters of a first path point, and security parameters of a second path point are the same as those of the first path point. In the design, part of the path points in the first path of the first vehicle can use the safety parameters corresponding to the path points of the other part, so that the efficiency of determining the first safety parameters by the server can be effectively improved, and the calculation amount of the server is reduced.

In one possible design, the server may further update the first security parameter when a preset condition is met; wherein, the preset condition may include, but is not limited to, at least one of: network delay, preset path change and controlled vehicle change corresponding to the preset path. In this design, the server may update the first safety parameter for a specific case (for example, a case where the server has a network delay, a case where a preset path of the first vehicle changes, or a case where a controlled vehicle corresponding to the preset path changes, etc.), so that the first safety parameter of the first vehicle may be better adapted to a driving situation of the first vehicle, so that the first vehicle reasonably executes a safety mechanism, so that the first vehicle may effectively drive.

In a second aspect, embodiments of the present application also provide another method of vehicle safety control, which may be applied to a vehicle or a chip provided in the vehicle. The method comprises the following steps: receiving a first safety parameter of a first vehicle, the first safety parameter being used for a safety mechanism of the first vehicle; the first safety parameter is determined according to a preset path and/or task information of the first vehicle; and running based on the first safety parameter.

In one possible design, the first safety parameter includes a first safety distance and a second safety distance, where the first safety distance is a length corresponding to a first path, and the first path is a path for collision prediction of the first vehicle; the second safety distance is a first distance at which the first vehicle is collision-preventing.

In one possible design, driving based on the first safety parameter includes: and running based on the first safety distance and the second safety distance. Therefore, the driving safety of the first vehicle can be effectively improved.

In a third aspect, embodiments of the present application further provide a vehicle safety control device, which is configured to implement the vehicle safety control method described in the first aspect and any one of the optional designs of the first aspect.

Illustratively, the apparatus includes: the processing module is used for acquiring first information, wherein the first information is used for indicating a preset path and/or task information of the first vehicle; the transceiver module is used for transmitting a first safety parameter of the first vehicle, wherein the first safety parameter is used for a safety mechanism of the first vehicle; the first security parameter is determined according to a preset path and/or task information.

In a fourth aspect, embodiments of the present application further provide another vehicle safety control device, which is configured to implement the vehicle safety control method described in the second aspect and any one of the optional designs of the second aspect. Illustratively, the security device includes:

The system comprises a transceiver module, a first safety module and a second safety module, wherein the transceiver module is used for receiving a first safety parameter of a first vehicle, and the first safety parameter is used for a safety mechanism of the first vehicle; the first safety parameter is determined according to a preset path and/or task information of the first vehicle; and the processing module is also used for controlling the vehicle to run based on the first safety parameter.

In a fifth aspect, embodiments of the present application further provide a server. The server, by way of example, includes a memory and a processor; the memory stores a computer program; the processor is configured to execute a computer program stored in the memory, and may implement the vehicle safety control method as set forth in the first aspect or any one of the possible designs of the first aspect.

In one possible design, the server may be a single server or a server cluster composed of a plurality of sub-servers, and when the server is a server cluster composed of a plurality of sub-servers, the plurality of sub-servers may jointly execute the vehicle safety control method in the first aspect and any one of the possible designs of the first aspect.

In a sixth aspect, embodiments of the present application also provide a vehicle. Illustratively, the vehicle includes a memory and a processor; the memory stores a computer program; the processor is configured to execute a computer program stored in the memory, and can implement the vehicle safety control method as in the second aspect and any one of the possible designs of the second aspect.

In a seventh aspect, embodiments of the present application further provide a computer readable storage medium, in which a computer program is stored, where the computer program may implement the vehicle safety control method as set forth in the first aspect and any one of the possible designs of the first aspect, or implement the vehicle safety control method as set forth in the second aspect and any one of the possible designs of the second aspect, when the computer program is executed.

In an eighth aspect, embodiments of the present application provide a chip system, where the chip system includes at least one processor, and when the program instructions are executed in the at least one processor, the method for controlling vehicle safety according to any one of the first aspect and the possible designs of the first aspect is enabled, or the method for controlling vehicle safety according to any one of the second aspect and the possible designs of the second aspect is enabled.

Optionally, the chip system further comprises a communication interface, and the communication interface is used for inputting or outputting information.

Optionally, the chip system further includes a memory coupled to the processor through the communication interface for storing the above instructions, so that the processor reads the instructions stored in the memory through the communication interface.

In one possible design, the processor may be a processing circuit or chip, which is not limited in this disclosure.

In a ninth aspect, embodiments of the present application further provide a computer program product, which, when run on the above safety control device, may perform the method as in any of the above first aspect and the above first aspect optional designs, or may perform the method as in the second aspect and the above second aspect optional designs.

The advantages of the second to ninth aspects are described above, please refer to the detailed description of the advantages of the first aspect, and the detailed description is not repeated here.

Drawings

Fig. 1 shows a schematic diagram of an application scenario applicable to an embodiment of the present application;

FIG. 2 shows a flow diagram of a security control method of an embodiment of the present application;

FIG. 3 shows a schematic view of a scenario in which embodiments of the present application are applicable;

FIG. 4A illustrates one of the schematic views of a scenario in which an embodiment of the present application determines a first safe distance;

FIG. 4B illustrates a second exemplary scenario in which an embodiment of the present application determines a first safe distance;

FIG. 4C illustrates a third exemplary scenario in which an embodiment of the present application determines a first safe distance;

FIG. 5 shows a schematic diagram of a waypoint in an embodiment of the present application;

FIG. 6A shows a schematic diagram of a collision prediction path according to an embodiment of the present application;

FIG. 6B shows a schematic diagram of a collision prediction scenario of an embodiment of the present application;

FIG. 6C illustrates a schematic diagram of a job scenario according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a safety control device according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of a safety control device according to an embodiment of the present application;

fig. 9 is a schematic structural diagram of a chip system according to an embodiment of the present application.

Detailed Description

First, some terms related to the embodiments of the present application are explained to facilitate understanding of technical solutions of the embodiments of the present application.

1) Collision prediction may be understood as a situation in which a vehicle predicts whether a collision exists between the own vehicle and a vehicle or obstacle ahead within a specific path.

2) The first safe distance may be understood as a length corresponding to a specific path along which the vehicle makes a collision prediction.

3) The second safe distance may be understood as a first distance set to prevent the collision of the vehicle.

4) The safety mechanism is understood to be a mechanism for preventing the vehicle from collision and stopping the vehicle from running under the triggering of a preset condition. The preset condition may be that the vehicle predicts a collision based on the first safety distance, determines that the vehicle has a possibility of collision, or that the distance between the vehicle and the obstacle is smaller than the second safety distance.

5) The first security parameters, which are key parameters for implementing a security mechanism of the vehicle, may include security parameters of one or more waypoints, and the security parameters of each waypoint may include one or more parameters, which are not particularly limited in the embodiments of the present application. Wherein. The waypoints refer to key nodes in the planned path of the vehicle. In some possible embodiments, the first security parameter may comprise a first security distance and/or a second security distance.

6) The preset path may be understood as a path corresponding to a preset duration of vehicle planning. In some possible embodiments, the preset path may include spatial information (i.e., pose information), temporal information, and motion state information. The space information comprises position information (such as coordinate information or longitude and latitude information) and attitude information (such as heading angle of a vehicle) of each path node in a preset path; the time information comprises time information corresponding to each path node in a preset path reached by the vehicle; the motion state information may include speed and acceleration information corresponding to each path node of the vehicle in the preset path. In other embodiments, the preset path may further include environment information corresponding to the preset path, where the environment information includes at least one of a type of obstacle and a network condition.

7) Task information, which may be understood as information associated with a task to be performed by the vehicle. In some possible embodiments, the task information may include one or more of a task type, a task destination, a job environment, and inherent attributes of the vehicle. Wherein the inherent properties of the vehicle may include one or more of: the vehicle type, the vehicle height, the vehicle width and other dimensional information, the minimum turning radius, the maximum climbing gradient and other mechanical capability information, and license plate information.

8) The vehicle deadlock refers to a state that the vehicle is stopped at a certain place and cannot pass through.

9) The term "plurality" in the embodiments of the present application refers to two or more. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a alone, a and B together, and B alone, wherein a, B may be singular or plural. The character "/" generally indicates that the context-dependent object is an "or" relationship. "at least one of" or the like means any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (one) of a, b, or c may represent: a, b, c, a and b, a and c, b and c, or a and b and c.

And, in the description of embodiments of the present application, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

The embodiment of the application provides a vehicle safety control method and device, wherein the method comprises the following steps: the method comprises the steps that a server obtains first information, wherein the first information is used for indicating a preset path and/or task information of a first vehicle; the server may then determine a first safety parameter based on the preset path and/or the task information of the first vehicle and send the first safety parameter to the first vehicle, where the first safety parameter is used for a safety mechanism of the first vehicle, so that the first vehicle may travel based on the first safety parameter.

According to the method, the safety parameters are flexibly set for the vehicle by combining the preset path and/or task information of the vehicle, so that the vehicle can reasonably realize a safety mechanism, the deadlock condition of the vehicle is effectively reduced, and the normal passing or operation of the vehicle is realized, thereby being beneficial to improving the operation efficiency and/or passing efficiency of the vehicle and reducing the manual operation cost.

It should be noted that, the technical solution of the embodiment of the present application may be applied to automatic driving scenarios such as ports, mines or closed parks, and may also be applied to scenarios of urban road traffic, and the embodiment of the present application is not limited to specific applicable scenarios.

A scenario to which the embodiments of the present application are applicable will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic diagram illustrating an application scenario applicable to an embodiment of the present application. In this application scenario, a cloud 100, a controlled vehicle 1, and a controlled vehicle 2 are included.

Wherein the controlled vehicle 1 may be a fully controlled vehicle or a semi-controlled vehicle; when the controlled vehicle 1 is a completely controlled vehicle, the cloud end 100 can perform information interaction with the controlled vehicle 1, plan a path for the controlled vehicle 1 and set reasonable safety parameters so as to enable the controlled vehicle 1 to reasonably realize a safety protection mechanism; when the controlled vehicle 1 is a semi-controlled vehicle, the cloud end 100 can perform information interaction with the controlled vehicle 1 to obtain the planned path and/or position information of the controlled vehicle 1; safety parameters are set for other vehicles based on the planned path and/or location information of the controlled vehicle 1.

Similarly, the controlled vehicle 2 may be a fully controlled vehicle or a semi-controlled vehicle; when the controlled vehicle 2 is a completely controlled vehicle, the cloud end 100 can perform information interaction with the controlled vehicle 2, plan a path for the controlled vehicle 2 and set reasonable safety parameters so as to enable the controlled vehicle 2 to reasonably realize a safety protection mechanism; when the controlled vehicle 2 is a semi-controlled vehicle, the cloud 100 can perform information interaction with the controlled vehicle 2 to obtain the planned path and/or position information of the controlled vehicle 2; safety parameters are set for other vehicles based on the planned path and/or location information of the controlled vehicle 2.

In one possible embodiment, the controlled vehicle 1 is a completely controlled vehicle, the controlled vehicle 2 is a vehicle running in front of the controlled vehicle 1, and the cloud 100 may acquire preset path and/or task information of the controlled vehicle 1 and planned path and/or position information of the controlled vehicle 2; the cloud end 100 may determine the safety parameters of the controlled vehicle 1 according to the preset path and/or task information of the controlled vehicle 1 and the planned path and/or position information of the controlled vehicle 2, send the safety parameters of the controlled vehicle 1 to the controlled vehicle 1, and then the controlled vehicle 1 runs based on the safety parameters. In this way, the running safety of the controlled vehicle 1 can be effectively improved.

In another possible embodiment, the controlled vehicle 2 is a completely controlled vehicle, the controlled vehicle 1 is a vehicle running in front of the controlled vehicle 2, and the cloud 100 may acquire preset path and/or task information of the controlled vehicle 2 and planned path and/or position information of the controlled vehicle 1; the cloud 200 may determine the safety parameters of the controlled vehicle 2 according to the preset path and/or task information of the controlled vehicle 2 and the planned path and/or position information of the controlled vehicle 1, send the safety parameters of the controlled vehicle 2 to the controlled vehicle 2, and then the controlled vehicle 2 runs based on the safety parameters. In this way, the running safety of the controlled vehicle 2 can also be effectively improved.

Optionally, the application scenario may further include the uncontrolled vehicle 3 and the roadside device 4. The uncontrolled vehicle 3 is a vehicle that does not have an automatic driving function or an assisted driving function. Therefore, the cloud 100 cannot acquire the planned path of the uncontrolled vehicle 3, but the cloud 100 may acquire the location information of the uncontrolled vehicle 3 through the roadside apparatus 4.

In one possible embodiment, the controlled vehicle 1 is a completely controlled vehicle, the uncontrolled vehicle 3 is a vehicle running in front of the controlled vehicle 1, the cloud end 100 may acquire preset path and/or task information of the controlled vehicle 1, and acquire location information of the uncontrolled vehicle 3 through the roadside apparatus 4; the cloud end 100 may determine the safety parameters of the controlled vehicle 1 according to the preset path and/or task information of the controlled vehicle 1 and the position information of the non-controlled vehicle 3, send the safety parameters of the controlled vehicle 1 to the controlled vehicle 1, and then the controlled vehicle 1 runs based on the safety parameters. In this way, the running safety of the controlled vehicle 1 can also be effectively improved.

In some possible embodiments, the controlled vehicle 1 and the controlled vehicle 2 may also report one or more of vehicle position, speed, acceleration, etc. information to the cloud 100.

Alternatively, the controlled vehicle 1, the controlled vehicle 2, and the uncontrolled vehicle 3 may be cars, trucks, motorcycles, buses, boats, planes, helicopters, lawnmowers, recreational vehicles, casino vehicles, construction equipment, electric cars, golf carts, trains, or the like, and the embodiment of the present application is not particularly limited.

The vehicle safety control method provided by the embodiment of the application is described in detail below with reference to the specific drawings.

Referring to fig. 2, in fig. 2, the cloud end 100 takes a server 201 as an example, the controlled vehicle 1 or the controlled vehicle 2 takes a first vehicle 202 as an example, and fig. 2 is a schematic flow chart of a security control method provided in an embodiment of the present application, and the method may be executed by the server and the vehicle. The steps shown in fig. 2 are explained below.

S201, the server 201 obtains the first information.

The first information may be used to indicate a preset path and/or mission information for the first vehicle 202.

It may be appreciated that the preset path of the first vehicle 202 is a planned path of the first vehicle 202 within a preset time period, and the planned path may include a planned path corresponding to one or more roads, which is not specifically limited in the embodiment of the present application.

The preset path may include one or more of the following information:

(1) Spatial information.

The space information is pose information of each path node in the preset path, and the pose information comprises position information and pose information. The position information may be described by coordinates of points or by road and lane IDs; coordinates of the point may be described by longitude and latitude; alternatively, the coordinates of the points may be described by coordinates in a local coordinate system. For example, for a port scene, a coordinate system may be established for the port. The coordinate system can be stored in a server and a vehicle, and after the server acquires the coordinates of the point in the coordinate system, the position information of the point can be determined. The gesture information may be, for example, a heading angle of the vehicle.

(2) Time information.

The time information is time information corresponding to each path node in the preset path reached by the first vehicle 202.

(3) Motion state information.

The motion state information includes speed and acceleration information corresponding to each path node of the first vehicle 202 in the preset path. In this way, by setting the movement state information for the first vehicle 202, the first vehicle 202 maintains consistency in space and time, so that the first vehicle 202 can effectively travel along the preset path, and the effectiveness of the preset path is effectively improved.

(4) And presetting environment information corresponding to the path.

The environmental information corresponding to the preset path includes at least one of a type of obstacle, a network condition, and a controlled vehicle condition. Wherein the type of the obstacle may include at least one of a vehicle, a pedestrian, a road facility, and a road surface material. The network condition refers to whether the environment has network latency. The controlled vehicle condition may include all vehicles in the preset path being controlled by the server 201, or some of the vehicles in the preset path being controlled by the server 201, or only the first vehicle 202 in the preset path being controlled by the server 201.

For example, the preset path may include spatial information, temporal information, and pose information. Also exemplary, the preset path may include spatial information, temporal information, pose information, and environmental information. As yet another example, the preset path may include only the environmental information.

The task information may include at least one of a task type, a task destination, a work environment, and an inherent attribute of the vehicle.

The task types may include a loaded cargo type and an unloaded cargo type. The load type may also include a plurality of sub-types, which may be, for example, loading large-sized cargo, loading medium-sized cargo, loading small-sized cargo, and the like. The non-load cargo type may also include a plurality of sub-types, which may be any of a charging mission or a parking mission, for example.

The work environment may include at least one of an obstacle type, weather information, the number of obstacles, size information of the work site, and the like.

The inherent properties of the vehicle may include one or more of the following: size information such as vehicle type, vehicle height, vehicle width and the like, license plate information and the like.

By way of example, the task information may include the task type, task destination, job environment, and inherent attributes of the vehicle. Also exemplary, the task information may include a task type. Further exemplary, the task information may include a task type and a job environment.

There are various embodiments of the server 201 obtaining the first information, including but not limited to the following:

in embodiment 1, the server 201 may be configured to perform task management and/or path planning on the first vehicle 202, so that the server 201 may locally query the preset path and/or task information (i.e., the first information) of the first vehicle 202. In embodiment 1, the efficiency of the server 201 to obtain the first information is high, which helps to improve the efficiency of the server 201 to determine the first security parameter.

In embodiment 2, the server 201 may obtain the task information of the first vehicle 202 from an upper layer application or platform (for example, a task scheduling center in a port, mine, or closed park, etc.) and the like; and/or server 201 may obtain a preset path for first vehicle 202 from an autopilot system of first vehicle 202. In embodiment 2, the server 201 may be adapted to a plurality of platforms, and the server may acquire the first information through the plurality of platforms.

Embodiment 3, the server 201 may receive the first information from the first vehicle 202, and the server 201 may obtain the corresponding preset path and/or task information from the first vehicle 202. For example, for a city traffic scenario, the first vehicle 202 may trigger the first vehicle 202 to upload the first information to the server 201 by the operation of the driver when traveling. In embodiment 3, the server 201 acquires the first information by information interaction with the first vehicle 202, so that the first information acquired by the server 201 is more reliable, and the server 201 determines that the first safety parameter is better adapted to the running condition of the first vehicle 202 according to the first information.

S202, the server 201 determines a first security parameter according to the preset path and/or task information.

In the embodiment of the present application, the first safety parameter is used for a safety mechanism of the first vehicle 202, that is, a mechanism that the first vehicle 202 stops running under the triggering of a preset condition. The preset condition may be that the first vehicle 202 predicts a collision according to the first safety distance, determines that the vehicle has a possibility of collision, and/or that the distance between the first vehicle 202 and the obstacle is smaller than the second safety distance.

In this embodiment of the present application, the first safety parameter may include a first safety distance and/or a second safety distance, where the first safety distance is a length corresponding to a first path, and the first path is a path of the first vehicle 202 for collision prediction; the second safe distance is a first distance that the first vehicle 202 is collision-resistant.

It should be noted that the traffic scene of the first vehicle 202 may include the following:

scene 1: all vehicles in the preset path are controlled by the server 201. For example, in a vehicle platoon driving scenario, all vehicles in the platoon are controlled by the server 201, the server 201 may plan a driving path for all vehicles in the platoon, and thus, the server 201 may obtain a preset driving path for all vehicles in the platoon.

Scene 2: only a part of the vehicles other than the first vehicle 202 in the preset path is controlled by the server 201, or none of the vehicles other than the first vehicle 202 in the preset path is controlled by the server 201. For this scenario, the server 201 needs to consider the controlled conditions of other vehicles than the first vehicle 202 when formulating the first safety parameters for the first vehicle 202.

It is to be appreciated that the first security parameters in different scenarios may include the same or different parameters, but the manner in which the server 201 determines the first security parameters in different scenarios is different, and is described below in connection with specific examples.

For scenario 1

In case 1, when the first security parameter includes a first security distance, the manner of determining the first security parameter includes, but is not limited to, the following manners:

in embodiment 1, the server 201 may determine the first safe distance according to the task information.

Exemplary 1, the task information includes a task type including a non-load cargo type and a load cargo type. There is a mapping relationship between the task type and the first safe distance as shown in table 1, and the server 201 may determine the first safe distance according to the mapping relationship. For example, the first safe distance is 30 meters if the task type is a non-cargo-loaded type, or 40 meters if the task type is a cargo-loaded type. In this way, different first safety distances are set for different task types, so that the first vehicle 202 can reasonably execute a safety mechanism, thereby effectively improving the working efficiency and the passing efficiency of the first vehicle 202; moreover, the influence of the inertia of the first vehicle 202 on the safety mechanism caused by the loading of the vehicle with the cargo can be eliminated, and the first vehicle 202 can normally execute the safety mechanism, so that the first vehicle 202 effectively stops running, and the safety performance of the first vehicle 202 is further improved.

TABLE 1

Task type	First safety distance
		Non-load cargo type	5 m
Type of load	10 meters

Example 2, the task information includes job environment information, any of which includes weather information. There is a mapping relationship between the weather information and the first safe distance as shown in table 2, and the server 201 may determine the first safe distance according to the mapping relationship. For example, if the weather information is snowy, the server 201 may set the first safety distance to 60 meters, or if the weather information is rainy, the server 201 may set the first safety distance to 40 meters, and if the weather information is sunny, the server 201 may set the first safety distance to 5 meters. In this way, different first safety distances are set for different environmental information, so that the first vehicle 202 executes a safety mechanism based on the first safety distances, and the safety mechanism is adapted to the running environment of the first vehicle 202, so that the first vehicle 202 effectively stops running, and the safety performance of the first vehicle 202 is further improved.

TABLE 2

Weather information	First safety distance
		Snow day	60 meters
Rain day	40 m
		Sunny day	5 m

In embodiment 2, the server 201 may determine the first safe distance according to the preset path.

In example 1, when the preset path includes spatial information (i.e., pose information) and time information, the server 201 may determine the first safe distance according to the spatial information (i.e., pose information) and the time information. For example, the server 201 may determine a first path corresponding to a period in which the amount of change in spatial information (i.e., pose information) in the preset path exceeds a preset value, and take a length corresponding to the first path as the first safety distance. In this way, the first vehicle 202 can perform effective collision prediction with the first safety distance, so as to effectively reduce the probability of the first vehicle 202 colliding.

In example 2, when the preset path includes time information and motion state information, the server 201 may determine the first safe distance according to the time information and the motion state information. For example, the server 201 may select a first path corresponding to a period of time in which the acceleration change is large in the preset path, and use a length corresponding to the first path as the first safety distance. For another example, the server 201 may select a first path corresponding to a period of time in which a speed change in the preset path is large, and use a length corresponding to the first path as the first safety distance. In this way, the first vehicle 202 can perform effective collision prediction with the first safety distance, so as to effectively reduce the probability of the first vehicle 202 colliding.

In example 3, when the preset path includes the environmental information corresponding to the preset path, the server 201 may determine the first security distance according to the environmental information corresponding to the preset path. Wherein the greater the number of obstacles in the environmental information, the greater the first safety distance. If there is a mapping relationship between the number of obstacles and the first safe distance as shown in table 3, the server 201 may determine the first safe distance according to the mapping relationship of table 3. For example, if the number of obstacles is between 1-5, the server 201 sets the first safe distance to 5 meters; the number of obstacles is 5 or more, the server 201 sets the first safe distance to 10 meters. In this way, the collision prediction performed by the first vehicle 202 according to the first safety distance is adapted to the driving environment of the first vehicle 202, so that the first vehicle 202 reasonably realizes the safety mechanism.

TABLE 3 Table 3

Number of obstacles	First safety distance
		0-5	5 m
5 or more	10 meters

In embodiment 3, the server 201 may determine the first safe distance according to the preset path and the task information.

Illustratively, the preset path includes spatial information (i.e., pose information) and temporal information, and the task information includes a task type. For example, the server 201 may select a first path corresponding to a period in which the amount of change in spatial information (i.e., pose information) in the preset path exceeds a preset value; and the task type is the cargo loading type, the server 201 takes any distance larger than the length corresponding to the first path as the first safe distance. In this way, in the process of predicting the collision of the first vehicle 202 according to the first safety distance, when the possibility of collision from the front of the first vehicle 202 is predicted, the influence of the inertia of the first vehicle 202 on the safety mechanism can be eliminated, so that the first vehicle 202 can reasonably realize the safety mechanism, and the first vehicle 202 effectively stops running, thereby effectively reducing the probability of collision of the first vehicle 202.

It will be appreciated that the foregoing references in tables 1 to 3 are merely examples, and the embodiments of the present application are not limited thereto.

In case 2, where the first security parameter includes the second security distance, the manner of determining the first security parameter includes, but is not limited to, the following manners:

In embodiment 1, the server 201 may determine the second safe distance according to the task information.

In example 1, the task information includes a task type, and if the task type of the first vehicle 202 is a non-cargo type, and there is a mapping relationship between a sub-type corresponding to the non-cargo type and the second safety distance as shown in table 4, the server 201 may determine the second safety distance according to the mapping relationship. For example, the subtype corresponding to the non-loaded cargo type is charging, the second safe distance is 0.3 meters; for another example, the subtype corresponding to the non-loaded cargo type is park and the second safe distance is 0.4 meters. In this way, for different subtypes (i.e., different job tasks) corresponding to the non-loaded cargo types, different second safety distances are set, so that the first vehicle 202 can reasonably execute the safety mechanism, and further the first vehicle 202 effectively stops running, thereby effectively improving the possibility that the first vehicle 202 completes the job task.

TABLE 4 Table 4

Sub-types corresponding to non-load types	Second safety distance
		Charging method	0.3 meter
Parking	0.4 meter

If the task type of the first vehicle 202 is a cargo loading type, and there is a mapping relationship between the sub-type corresponding to the cargo loading type and the second safety distance as shown in table 5, the server 201 may determine the second safety distance according to the mapping relationship. For example, the subtype corresponding to the type of cargo loaded is that of large cargo, and the second safety distance is 0.6 meter; for another example, the subtype corresponding to the type of cargo loaded is medium cargo loaded, and the second safety distance is 0.4 meters; for another example, the subtype corresponding to the type of cargo loaded is small cargo loaded and the second safe distance is 0.3 meters. In this way, for different subtypes corresponding to the type of the loaded goods, different second safety distances are set, so that the first vehicle 202 can reasonably execute a safety mechanism, thereby effectively improving the possibility that the first vehicle 202 completes the task of the operation; and when the possibility of collision from the front of the first vehicle 202 is predicted, the influence of the inertia of the first vehicle 202 on the safety mechanism can be eliminated, so that the first vehicle 202 can reasonably realize the safety mechanism, the first vehicle 202 effectively stops running, and the probability of collision of the first vehicle 202 is effectively reduced.

TABLE 5

Type of load	Second safety distance
		Loading large cargo	0.6 meter
Loading medium-sized cargo	0.4 meter
		Loading small cargo	0.3 meter

Example 2, the task information includes inherent properties of the work environment and the first vehicle 202. Wherein the work environment includes an obstacle type and work site information, and the inherent attribute of the first vehicle 202 includes size information of the first vehicle 202, the server 201 determines the second safe distance based on the obstacle type, the work site information, and the size information of the first vehicle 202. As shown in fig. 3, if the type of obstacle is a plurality of fence facilities for enclosing a work site, the information of the work site is position information of the plurality of fence facilities, and the size information of the first vehicle 202 includes the length and the width of the first vehicle 202, the server 201 may determine a plurality of distances between each of the plurality of fence facilities and the first vehicle 202 by using the position information of the plurality of fence facilities, the length and the width of the first vehicle 202, and a minimum distance among the plurality of distances as the second safety distance. For example, taking the example of the

fence facilities

1, 2 and 3, the distances of the

fence facilities

1, 2 and 3 from the first vehicle 202 are 0.6 meter, 0.5 meter and 0.4 meter, respectively, the second safety distance set by the server 201 for the first vehicle 202 may be 0.4 meter. In this way, the first vehicle 202 can reasonably realize a safety mechanism based on the second safety distance, so that the situation that the first vehicle 202 collides is effectively reduced; and the second safe distance adapts to the job scenario so that the first vehicle 202 can normally perform the job task, thereby effectively improving the possibility that the first vehicle 202 completes the job task.

In embodiment 2, the server 201 may determine the second safe distance according to the preset path.

For example, when the preset path includes the environmental information corresponding to the preset path, the server 201 may determine the first security distance by presetting the environmental information corresponding to the path. If the environment information includes an obstacle type and there is a mapping relationship between the obstacle type and the second safety distance as shown in table 6, the server 201 may determine the second safety distance according to the mapping relationship. For example, the obstacle type is a static obstacle, then the second safety distance is 0.4 meters; the obstacle type is a dynamic obstacle, and the second safety distance is 0.8 meter. In this manner, the second different safety distances are set for different types of obstacles, so that the first vehicle 202 better conforms to the driving situation of the first vehicle 202 according to the safety mechanism implemented by the second safety distances.

TABLE 6

Type of obstacle	Second safety distance
		Static barrierObstruction object	0.4 meter
Dynamic barrier	0.8 meter

In embodiment 3, the server 201 may determine the second safe distance according to the preset path and the task information.

For example, when the preset path includes environment information corresponding to the preset path and the task information includes a task type, the server 201 may determine the first security distance by presetting the environment information corresponding to the path and the task type. If the environmental information includes an obstacle type, and the obstacle type includes a static obstacle or a dynamic obstacle; task types include a non-load type and a load type; there is a mapping relationship between the obstacle type, the task type, and the first safe distance as shown in table 7, and the server 201 may determine the second safe distance according to the mapping relationship. For example, if the task type is a non-cargo type and the obstacle type is a static obstacle, the server 201 may set the second safe distance to 0.4 meters; alternatively, if the task type is the non-cargo type and the obstacle type is a dynamic obstacle, the server 201 may set the second safe distance to 0.6 meters; for another example, if the task type is a cargo loading type and the obstacle type in the environmental information is a static obstacle, the server 201 may set the second safety distance to 0.6 meters; alternatively, if the task type is the load type and the obstacle type in the environment information is a dynamic obstacle, the server 201 may set the second safety distance to 0.8 meters. In this way, by combining the obstacle type and the task type, the setting of the second safety distance is more reasonable, and when the possibility of collision from the front of the first vehicle 202 is predicted, the first vehicle 202 can eliminate the influence of the inertia of the first vehicle 202 on the safety mechanism, so that the first vehicle 202 can reasonably realize the safety mechanism, the first vehicle 202 effectively stops running, and the probability of collision of the first vehicle 202 is effectively reduced.

TABLE 7

It will be appreciated that the foregoing references in tables 4 to 7 are by way of example only, and the embodiments of the present application are not limited thereto.

In case 3, when the first safety parameter includes a first safety distance and a second safety distance, the manner of determining the first safety parameter includes, but is not limited to, the following manners:

in embodiment 1, the server 201 may determine the first safe distance and the second safe distance according to the task information.

Illustratively, the task information includes a task type, the task type includes a non-cargo type and/or a cargo type, and a mapping relationship exists between the task type and the first safety distance and the second safety distance as shown in table 8, and the server 201 may determine the second safety distance according to the mapping relationship. For example, if the mission type of the first vehicle 202 is the non-cargo type, the server 201 sets the first safety distance to 5 meters and the second safety distance to 0.3 meters; alternatively, if the mission type of the first vehicle 202 is a non-cargo type, the server 201 will have a first safe distance of 8 meters and a second safe distance of 0.4 meters. In this way, different first safety distances and second safety distances are set for different task types of the first vehicle 202, so that the first vehicle 202 can reasonably execute a safety mechanism, thereby effectively improving the possibility that the first vehicle 202 completes a task.

TABLE 8

Task type	First safety distance	Second safety distance
			Non-load cargo type	5 m	0.3 meter
Type of load	8 meters	0.4 meter

In embodiment 2, the server 201 may determine the first safe distance and the second safe distance according to the preset path.

For example, when the preset path includes the environmental information corresponding to the preset path, the server 201 may determine the first safety distance and the second safety distance by presetting the environmental information corresponding to the path. If the environmental information includes the type of obstacle and the number of obstacles, and there is a mapping relationship between the number of obstacles and the first safe distance as shown in table 3, and there is a mapping relationship between the type of obstacle and the second safe distance as shown in table 6. The server 201 may determine the first safe distance according to the mapping relationship of the table 3; for example, if the number of obstacles is between 1-5, the server 201 sets the first safe distance to 5 meters; the number of obstacles is 5 or more, the server 201 sets the first safe distance to 10 meters. And, the server 201 may determine the second security distance according to the mapping relation of the table 6. For example, the obstacle type is a static obstacle, then the second safety distance is 0.4 meters; the obstacle type is a dynamic obstacle, and the second safety distance is 0.8 meter. In this way, the first safety parameter is set according to the environmental information corresponding to the preset path, so that the first vehicle 202 better accords with the running condition of the first vehicle 202 according to the safety mechanism realized by the first safety parameter, thereby effectively stopping the first vehicle 202 and improving the passing efficiency and the working efficiency of the first vehicle 202.

In embodiment 3, the server 201 may determine the first safe distance and the second safe distance according to the preset path and the task information.

Illustratively, the preset path includes spatial information (i.e., pose information), temporal information, and environment information corresponding to the preset path, and the task information includes a task type. For example, the server 201 may determine a first path corresponding to a time period in which the amount of change of the position information in the spatial information (i.e., pose information) exceeds a preset value, and then the server 201 takes any distance greater than the length corresponding to the first path as the first safety distance. And, the environment information corresponding to the preset path includes an obstacle type, and the server 201 may determine the second safety distance according to a mapping relationship between the obstacle type, the task type and the first safety distance (as shown in table 7 above). For example, when the task type is a non-cargo type and the obstacle type is a static obstacle, then the server 201 may set the second safe distance to 0.4 meters; alternatively, when the task type is the non-cargo type and the obstacle type is a dynamic obstacle, then the server 201 may set the second safe distance to 0.6 meters; alternatively, when the task type is the load type and the obstacle type is a static obstacle, then the server 201 may set the second safe distance to 0.6 meters; alternatively, when the task type is the load type and the obstacle type is a dynamic obstacle, the server 201 may set the second safety distance to 0.8 meters. In this way, the first safety distance and the second safety distance are designed in combination with various factors, so that the first vehicle 202 can reasonably realize a safety mechanism based on the first safety distance and the second safety distance, thereby effectively stopping the first vehicle 202 and improving the passing efficiency and the working efficiency of the first vehicle 202.

It is to be understood that the above values of the first safety distance and the second safety distance set correspondingly are only examples, and other values may be set in practical applications, and the above values of the first safety distance and the second safety distance are both within the parameter adjustable range of the first vehicle 202.

For scenario 2

In case 1, when the first safety parameter includes the first safety distance, the server 201 may acquire a controlled state of the second vehicle, and acquire second path and/or position information of the second vehicle based on the controlled state; the first safe distance is determined based on the preset path, the task information, the second path and/or the position information. In this way, the first safety distance is set more reasonably, so that the first vehicle 202 can reasonably execute a safety mechanism, the condition of vehicle deadlock is effectively reduced, and the passing efficiency and/or the working efficiency of the first vehicle 202 are effectively improved.

Herein, the "controlled state of the second vehicle" may be understood as a control degree of the second vehicle controlled by the server 201, which may include, but is not limited to: three classes of uncontrolled, generally controlled and fully controlled; when the controlled state of the second vehicle is uncontrolled, the server 201 cannot acquire the planned path of the second vehicle, but may acquire the position information of the second vehicle through the road side device; when the controlled state of the second vehicle is generally controlled, the server 201 may acquire the planned path and/or the position information of the second vehicle, but cannot be the planned path of the second vehicle; when the controlled state of the second vehicle is completely controlled, the server 201 may acquire the planned path and/or position information of the second vehicle, and may set the safety parameters for the planned path of the second vehicle and for the second vehicle.

Accordingly, when the controlled state of the second vehicle is uncontrolled, the server 201 may acquire the position information of the second vehicle, and determine the first safe distance based on the preset path, the task information, and the position information of the second vehicle. For example, the server 201 may acquire the location information of the second vehicle through the roadside apparatus. When the controlled state of the second vehicle is generally controlled or fully controlled, the server 201 may acquire second path and/or position information of the second vehicle, and determine the first safe distance based on the preset path, the task information, the planned path and/or position information of the second vehicle.

In one possible implementation, the preset path includes first pose information of the first vehicle 202 within a preset time period, and the second path includes second pose information of the second vehicle within the preset time period; further, the process of determining the first safe distance by the server 201 based on the preset path, the task information, and the second path of the second vehicle may be: determining a plurality of distances between the first vehicle 202 and the second vehicle within a preset duration based on the first pose information and the second pose information; and determining a first safety distance according to the plurality of distances; and correspondingly adjusting the first safety distance based on the task information. The first pose information includes position information, speed information and acceleration information of the first vehicle 202 at each moment in a preset time period, and the second pose information includes position information, speed information and acceleration information of the second vehicle at each moment in the preset time period.

For example, the preset duration is taken as 30 minutes, the task information is taken as a task type, the server 201 may determine 30 distances between the first vehicle 202 and the second vehicle at corresponding times every minute within the 30 minutes, and determine the first safe distance according to the 30 distances, and increase the first safe distance if the task type is a cargo loading type.

The server 201 determines the first security distance according to the plurality of distances, and needs to have a plurality of situations.

In one case, if the smallest distance of the plurality of distances is greater than the first preset distance of the first vehicle 202 and less than the second preset distance of the first vehicle 202, the smallest distance of the plurality of distances is taken as the first safety distance. The first preset distance is a preset safety distance for the first vehicle 202 to prevent collision, and the second preset distance is a maximum distance that can be sensed by an on-board sensor of the first vehicle 202. The vehicle-mounted sensor may be, for example, a radar detection device.

For example, referring to fig. 4A, the first preset distance is exemplified by 8 meters, the second preset distance is exemplified by 50 meters, and the distances between the first vehicle 202 and the second vehicle sampled within the preset time period are distance 1, distance 2, distance 3, distance 4 and distance 5, wherein the distance 1 is 30 meters, the distance 2 is 20 meters, the distance 3 is 14 meters, the distance 4 is 18 meters and the distance 5 is 35 meters; the smallest distance among the distance 1, the distance 2, the distance 3, the distance 4 and the distance 5 is the distance 3, and the distance 1 is larger than a first preset distance and smaller than a second preset distance, and the distance 1 is taken as a first safety distance.

In another case, if the minimum distance among the plurality of distances is equal to or less than the first preset distance of the first vehicle 202, the path of the first vehicle 202 and/or the second vehicle is re-planned. It will be appreciated that the minimum distance is less than or equal to the first predetermined distance of the first vehicle 202, indicating that there is a risk of collision between the first vehicle 202 and the second vehicle, and thus the server 201 may re-plan the path of the first vehicle 202 and/or the second vehicle.

For example, referring to fig. 4B, the first preset distance is, for example, 20 meters, and the distances between the first vehicle 202 and the second vehicle sampled within the preset time period are distance 1, distance 2, distance 3, distance 4, and distance 5, where distance 1 is 30 meters, distance 2 is 20 meters, distance 3 is 14 meters, distance 4 is 18 meters, and distance 5 is 35 meters; the smallest distance among distance 1, distance 2, distance 3, distance 4, and distance 5 is distance 3, and distance 3 is less than the first preset distance, so server 201 reschedules the path of first vehicle 202 and/or the second vehicle.

In another case, if the smallest distance among the plurality of distances is equal to or greater than the second preset distance of the first vehicle 202, any distance equal to or greater than the second preset distance is taken as the first safety distance.

For example, referring to fig. 4C, the second preset distance is exemplified by 50 meters, and the distances between the first vehicle 202 and the second vehicle sampled within the preset time period are distance 1, distance 2, distance 3, distance 4, and distance 5, wherein distance 1 is 70 meters, distance 2 is 60 meters, distance 3 is 55 meters, distance 4 is 70 meters, and distance 5 is 75 meters; the smallest distance among the distance 1, the distance 2, the distance 3, the distance 4 and the distance 5 is the distance 3, the distance 3 is larger than the second preset distance, and the first safety distance is any distance larger than 50 meters.

In another possible embodiment, the preset path includes first location information of the first vehicle 202 at each time within a preset time period, and the location information of the second vehicle includes second location information of the second vehicle at each time within the preset time period; the process of determining the first safe distance by the server 201 based on the preset path, the task information, and the location information may be: determining a plurality of distances between the first vehicle 202 and the second vehicle within a preset time period according to the first position information and the second position information; and determining a first safety distance according to the plurality of distances; and correspondingly adjusting the first safety distance based on the task information. It will be appreciated that the server 201 herein determines the first safe distance based on a plurality of distances, see the description above.

By way of example, the task information is a task type, the first location information includes location information of 6 times, the second location information includes location information of 6 times, the first location information includes location information of 6 times and the second location information includes location information of 6 times in one-to-one correspondence, and the server may determine 6 distances according to the first location information and the second location information: distance 1, distance 2, distance 3, distance 4, distance 5, and distance 6, server 201 may determine a first security distance from the 6 distances; if the task type is the cargo loading type, the first safety distance can be increased.

It can be appreciated that the embodiment of determining the second safe distance by the server 201 in the scenario 2 is the same as that in the scenario 1, please refer to the related description in the scenario 1, and the description is omitted here.

In a possible embodiment, the server 201 may further update the first security parameter when a preset condition is met; wherein the preset conditions include at least one of the following: network delay, preset path change and controlled vehicle change corresponding to the preset path. In this embodiment, the server 201 may update the first security parameter for a specific case (for example, a case where the server has a network delay, a case where a preset path of the first vehicle 202 changes, or a case where a controlled vehicle corresponding to the preset path changes, etc.), so that the first security parameter of the first vehicle 202 may be better adapted to the driving situation of the first vehicle 202, so that the first vehicle 202 reasonably executes a security mechanism, so that the first vehicle 202 may effectively drive.

It is understood that the "controlled vehicle change" refers to a vehicle change in the running environment corresponding to the preset path of the first vehicle 202. For example, the controlled vehicle 1 and the controlled vehicle 2 are present in the running environment corresponding to the first path. For another example, the controlled vehicle 1 and the uncontrolled vehicle 3 are in the running environment corresponding to the second route. For another example, the controlled vehicle 1, the controlled vehicle 2, and the uncontrolled vehicle 3 are in the running environment corresponding to the third path.

In one embodiment, the preset condition includes a network delay, and the larger the network delay, the larger the first security parameter is increased when the first security parameter is updated.

In one embodiment, the preset condition includes a preset path change, and when the first security parameter is updated, a new first security parameter is determined based on the new preset path.

In one embodiment, the preset conditions include controlled vehicle changes, and when the first safety parameter is updated, the first safety parameter is redetermined based on the current vehicle controlled condition and the preset path of the first vehicle.

S203, the server 201 sends the first security parameter. Accordingly, the first vehicle 202 receives the first safety parameter.

The information interaction between the server 201 and the second vehicle 202 may be direct, or may be through other devices, for example, the server 201 and the second vehicle 202 may be direct through wireless communication technology. The wireless communication technology is, for example, communication between a vehicle and a network (vehicle to network, V2N) in vehicle-to-everything communication (V2X). Or dedicated short range communications (dedicated short range communications, DSRC). For another example, the server 201 and the second vehicle 202 may communicate via wireless communication technology. Wherein V2X communication may be implemented based on cellular technology, such as long term evolution (long term evolution, LTE) communication technology or fifth generation (5th generation,5G) communication technology.

It is appreciated that the server 201 may set the same first security parameter for the preset path of the first vehicle 202. I.e. each path point in the preset path uses the same first security parameter. Alternatively, different first security parameters are set for the preset path of the first vehicle 202, that is, each path point in the preset path uses different first security parameters, or some critical path points in the preset path use different first security parameters, and the adjacent path points of the critical path points inherit the corresponding first security parameters.

In one possible embodiment, the first path of the first vehicle 202 may include a first path point and a second path point, where the second path point is located behind the first path point, and the first safety parameter includes only the parameter of the first path point, and the safety parameter of the second path point is the same as the safety parameter of the first path point.

It is understood that "the second path point is located after the first path point" means that the second path point is a path point adjacent to the first path point after the first path point, or is any path point after the first path point. Wherein, the first path point or the second path point may include one or more path points, which are not specifically limited in the embodiments of the present application. Wherein, the first path point or the second path point may include one or more path points, which are not specifically limited in the embodiments of the present application.

In case 1, the second path point is a path point adjacent to the first path point after the first path point.

Referring to fig. 5, the first path includes a path point 1, a path point 2, a path point 3, a path point 4, a path point 5, a path point 6, and a path point 7, and if the first path includes a path point 1, a path point 3, a path point 5, and a path point 7, the second path includes a path point 2, a path point 4, and a path point 6. For example, table 9 shows a schematic diagram of a first security parameter of a first path, where the first security parameter only needs to include security parameter 1 corresponding to path point 1, security parameter 2 corresponding to path point 3, security parameter 3 corresponding to path point 5, and security parameter 4 corresponding to path point 7, and the security parameters of path point 2, path point 4, and path point 6 are null; if the route point 2 is an adjacent route point to the route point 1, the first vehicle 202 may use the same safety parameters as the route point 1 at the route point 2 when traveling based on the first safety parameters; if the route point 4 is an adjacent route point to the route point 3, the first vehicle 202 may use the same safety parameters as the route point 3 at the route point 4 when traveling based on the first safety parameters; if the route point 6 is a route point adjacent to the route point 5, the first vehicle 202 may use the same safety parameters as the route point 5 at the route point 6 when traveling based on the first safety parameters.

TABLE 9

In case 2, the second path point is an arbitrary path point after the first path point.

Illustratively, if the first path includes path point 1, path point 2, path point 3, and path point 4, and the first path includes path point 1, the second path includes path point 2, path point 3, and path point 4. Table 10 shows a schematic diagram of a first security parameter of a first path, including only security parameter 1 of path point 1; if the safety parameters of the route point 2, the route point 4, and the route point 3 are all null (null), the first vehicle 202 may use the same safety parameters as the route point 1 at the route point 2, the route point 3, and the route point 4 when traveling based on the first safety parameters.

Table 10

In the case 1-2, a part of the path points in the first path of the first vehicle 202 may use the security parameters corresponding to the other part of the path points, so that the efficiency of determining the first security parameters by the server 201 is effectively improved, and the calculation amount of the server 201 is reduced.

Wherein the server 201 sends the first security parameter to the first vehicle 202, there are various implementations including, but not limited to, the following:

mode one: the server 201 may carry the first security parameter in a preset path sent to the first vehicle 202, or may carry the first security parameter in key node information sent to the first vehicle 202.

In example 1, the first safety parameter corresponding to the preset path includes only one safety parameter, that is, the same safety parameter is used by the first vehicle 202 during the driving process of the preset path, and the server 201 may send the preset path and the first safety parameter corresponding to the preset path to the first vehicle 202 at the same time.

In example 2, if the first security parameter corresponding to the preset path includes the security parameters of the plurality of path points, the server 201 may carry the first security parameter in the critical path point information sent to the first vehicle 202. Referring to table 11, table 1 shows critical path point information of a preset path, and in table 11, a first safety parameter is exemplified by a first safety distance and a second safety distance, and a path point of the preset path is exemplified by a path point 1, a path point 2, a path point 3, a path point 4 and a path point 5. The key path point information includes: position information p of waypoint 1 ₁ First safety distance l ₁ And a second safety distance L ₁ Position information p of route point 2 ₂ Position information p of route point 3 ₃ First safety distance l ₂ And a second safety distance L ₂ Position information p of route point 4 ₄ Position information p of route point 5 ₅ And a second safety distance L ₃ . Accordingly, when the first vehicle 202 travels based on the critical waypoint information, the safety parameters of waypoint 1 (i.e., the first safety distance l are used at waypoint 1 and waypoint 2 ₁ And a second safety distance L ₁ ) The safety parameters of the waypoint 3 (i.e. the first safety distance l are used at the waypoint 3 and the waypoint 4 ₂ And a second safety distance L ₂ ) At the waypoint 5, the security parameter of the waypoint 5 (i.e., the second security distance L is used ₃ ) And using part of the security parameters of waypoint 3 (i.e. first security distance l ₂ )。

TABLE 11

First path point	1	2	3	4	5
						Position information	p ₁	p ₂	p ₃	p ₄	p ₅
First safety distance	l ₁	null	l ₂	null	null
						Second safety distance	L ₁	null	L ₂	null	L ₃

Mode two: the server 201 may send the first security parameter directly to the first vehicle 202.

Exemplary, pre-formsThe first security parameters corresponding to the path are shown in table 12, the first security parameters take the first security distance and the second security distance as examples, the path point of the preset path takes the path point 1, the path point 2, the path point 3, the path point 4 and the path point 5 as examples, and the first security parameters include: first safe distance l of waypoint 1 ₁ And a second safety distance L ₁ First safe distance l of path point 3 ₂ And a second safety distance L ₂ First safe distance l of path point 5 ₃ . The server 201 may send the first security parameter directly to the first vehicle 202.

Accordingly, when the first vehicle 202 travels based on the first safety parameter, the safety parameters of the waypoint 1 (i.e., the first safety distance l are used at the waypoint 1 and the waypoint 2 ₁ And a second safety distance L ₁ ) The safety parameters of the waypoint 3 (i.e. the first safety distance l are used at the waypoint 3 and the waypoint 4 ₂ And a second safety distance L ₂ ) At the waypoint 5, the security parameter of the waypoint 5 (i.e., the first security distance l is used ₃ ) And using part of the security parameters of waypoint 3 (i.e., second security distance L ₂ )。

Table 12

Path point	1	2	3	4	5
						First safety distance	l ₁	null	l ₂	null	l ₃
Second safety distance	L ₁	null	L ₂	null	null

S204, the first vehicle 202 travels based on the first safety parameter.

In one possible implementation, the first vehicle 202 travels based on a first safety parameter, including: and running based on the first safety distance and the second safety distance. Therefore, the driving safety of the first vehicle is effectively improved.

The first vehicle 202 may perform collision prediction based on the first safe distance during a driving process, where the collision prediction process may be: determining a plurality of path points in the first path corresponding to the first safe distance, and pose information and position information of the first vehicle 202 at the plurality of path points; and judging whether the vehicle collides with the obstacle or not according to the pose information and the position information.

In one possible implementation, the process of determining whether the first vehicle 202 is involved in a collision according to the pose information and the position information may be: determining an outer envelope of the first vehicle 202 based on the pose information, the size information of the first vehicle 202, and the first safe distance; if the outer envelope of the first vehicle 202 does not overlap the obstacle, determining that the first vehicle 202 does not collide with the obstacle; alternatively, if the envelope overlaps an obstacle, it is determined that first vehicle 202 will collide with the obstacle.

For example, referring to fig. 6A, in fig. 6A, the box is the current position of the first vehicle 202, the points outside the box are the waypoints corresponding to the first path of the first vehicle 202, for each waypoint, the first vehicle 202 may predict the pose of the first vehicle reaching the waypoint, calculate the outer envelopes (i.e. the three-dimensional position) of the first vehicle 202 according to the size of the first vehicle 202, and if the outer envelopes do not overlap with the obstacle in the preset path, the first vehicle 202 continues to travel forward; alternatively, if these envelopes overlap with an obstacle in the preset path, the first vehicle 202 stops traveling. As shown in fig. 6B, taking the second vehicle as an example of an obstacle in the preset path, in the process of running the first vehicle 202 based on the first safe distance, it may be predicted whether the first vehicle 201 and the second vehicle collide, and if the first vehicle 202 continues to run forward; if a collision occurs, first vehicle 202 stops traveling. Wherein, because the first safety distance is set in combination with the second path and/or position information of the second vehicle, the validity of the collision prediction of the first vehicle 201 is effectively improved, thereby effectively reducing the situation of vehicle deadlock.

The process of the first vehicle 202 traveling based on the second safe distance may be: determining whether a distance between the first vehicle 202 and an obstacle in the work site is less than a second safe distance; if the first safety distance is smaller than the second safety distance, the first vehicle 202 stops running; if the first safety distance is greater than the second safety distance, the first vehicle 202 continues to travel.

For example, referring to fig. 6C, in a scenario where the first vehicle 202 enters a lock island, the obstacle is a lock island facility. The first vehicle 202 travels based on the second safety distance is to determine whether the distance between the first vehicle 202 and the island locking facility is smaller than the second safety distance, and if the distance between the first vehicle 202 and the island locking facility is smaller than the second safety distance, the first vehicle 202 stops traveling; if the distance between the first vehicle 202 and the island facility is greater than the second safe distance, the first vehicle 202 continues to travel. Since the second safety distance is set in combination with the task information (such as the obstacle information in the working scene) of the first vehicle 202, the distance between the first vehicle 202 and the island locking facility will be greater than the second safety distance in the process that the first vehicle 202 enters the island locking process, so that the first vehicle 202 can normally perform the task.

The following describes the apparatus according to the embodiments of the present application with reference to specific drawings.

Fig. 7 shows a schematic diagram of a possible configuration of a vehicle safety control device according to the above-described embodiment of the present application, and the device 700 may be used to implement the method according to the embodiment shown in fig. 2. The apparatus 700 may be a server, or a chip or an integrated circuit in the server, which is not specifically limited in the embodiments of the present application.

By way of example, the apparatus 700 may include: the processing module 701 is configured to obtain first information, where the first information is used to indicate a preset path and/or task information of the first vehicle; a transceiver module 702 for transmitting a first security parameter of the first vehicle, the first security parameter being used for a security mechanism of the first vehicle; the first security parameter is determined according to a preset path and/or task information.

In one possible implementation manner, the first safety parameter may include a first safety distance, where the first safety distance is associated with a first path, and the first path is a path of collision prediction of the first vehicle; the processing module 701 may obtain a controlled state of the second vehicle, and obtain second path and/or position information of the second vehicle based on the controlled state; and determining the first safety distance based on the preset path, the task information, the second path and/or the position information.

Further, the preset path comprises first pose information of the first vehicle within a preset time period, and the second path comprises second pose information of the second vehicle within the preset time period; the processing module 701 may determine a plurality of distances between the first vehicle and the second vehicle within a preset duration according to the first pose information and the second pose information; and determining a first safety distance according to the plurality of distances.

It should be noted that, the processing module 701 determines the first safe distance according to the plurality of distances, including but not limited to the following cases:

in case 1, the processing module 701 may use the smallest distance of the plurality of distances as the first safety distance when the smallest distance of the plurality of distances is greater than the first preset distance of the first vehicle and less than the second preset distance of the first vehicle.

In case 2, the processing module 701 may reprogram the path of the first vehicle and/or the second vehicle when the minimum distance of the plurality of distances is less than or equal to the first preset distance of the first vehicle.

In case 3, the processing module 701 may use any distance greater than or equal to the second preset distance as the first safety distance when the smallest distance among the plurality of distances is greater than or equal to the second preset distance of the first vehicle.

It is understood that the first preset distance is a preset safety distance for the first vehicle to collide, and the second preset distance is a maximum distance that the on-board sensor of the first vehicle can sense. The vehicle-mounted sensor may be, for example, a radar detection device.

In one possible embodiment, the first safety parameter may further comprise a second safety distance, the second safety distance being a first distance at which the first vehicle is collision-preventing.

Further, the first path associated with the first security distance may include a first path point and a second path point, where the second path point is located after the first path point, and the first security parameter includes a security parameter of the first path point, and the security parameter of the second path point is the same as the security parameter of the first path point.

In order to make the setting of the first security parameter more reasonable, the processing module 701 may update the first security parameter when the preset condition is satisfied; wherein the preset conditions include at least one of the following: network delay, preset path change and controlled vehicle change corresponding to the preset path.

Fig. 8 shows a schematic diagram of a possible configuration of a vehicle safety control device according to the above-described embodiment of the present application, and the device 800 may be used to implement the method according to the embodiment shown in fig. 2. The apparatus 800 may be a vehicle, or a chip or an integrated circuit in a vehicle, which is not specifically limited in the embodiments of the present application.

By way of example, the apparatus 800 may include: a transceiver module 801 for receiving a first safety parameter of a first vehicle, the first safety parameter being used for a safety mechanism of the first vehicle; the first safety parameter is determined according to a preset path and/or task information of the first vehicle; the processing module 802 is further configured to control the vehicle to run based on the first safety parameter.

The first safety parameter may include a first safety distance and a second safety distance, where the first safety distance is a length corresponding to a first path, and the first path is a path for collision prediction of the first vehicle; the second safety distance is a first distance that the first vehicle is collision-resistant.

Accordingly, the processing module 802 may control the vehicle to travel based on the first safe distance and the second safe distance.

The embodiment of the application also provides a vehicle, which may include a processor, where the processor is configured to perform the method performed by the first vehicle in the embodiment shown in fig. 2.

In one possible implementation, the vehicle further includes a memory for storing a computer program or instructions.

In one possible embodiment, the vehicle further comprises a transceiver for receiving or transmitting information.

The embodiment of the application also provides a server, which comprises a processor, and the processor is used for executing the method executed by the server in the embodiment shown in fig. 2.

In a possible implementation, the server further comprises a memory for storing a computer program or instructions.

In one possible embodiment, the server further comprises a transceiver for receiving or transmitting information.

In one possible implementation manner, the server is a single server or a server cluster formed by a plurality of sub-servers, and when the server is a server cluster formed by a plurality of sub-servers, the plurality of sub-servers jointly execute the security control method.

The present embodiment also provides a chip system, referring to fig. 9, where the chip system 900 includes at least one processor, and when the program instructions are executed in the at least one processor 901, the vehicle safety control method in the embodiment shown in fig. 2 is implemented.

In a possible implementation, the chip system further comprises a communication interface 903 for inputting or outputting information.

In a possible implementation manner, the chip system further includes a memory 902, where the memory 902 is coupled to the processor through the communication interface 903, and is configured to store the above instructions, so that the processor reads, through the communication interface 903, the instructions stored in the memory to perform the security control method in the embodiment shown in fig. 2.

It should be understood that the connection medium between the processor 901, the memory 902, and the communication interface 903 is not limited in the embodiments of the present application. In the embodiment of the present application, the memory 902, the processor 901 and the communication interface 903 are connected through a communication bus 904 in fig. 9, where the bus is indicated by a thick line in fig. 9, and the connection manner between other components is merely illustrative and not limitative. The buses may include address buses, data buses, control buses, and the like. For ease of illustration, only one bold line is shown in fig. 9, but not only one bus or one type of bus, etc.

The present embodiments also provide a computer program product comprising instructions that, when executed on the safety control device described above, may perform the vehicle safety control method of the embodiment shown in fig. 2 described above.

The embodiment of the present application provides a computer-readable storage medium storing a computer program that, when executed, can implement the vehicle safety control method in the embodiment shown in fig. 2 described above.

The above embodiments may be combined with each other to achieve different technical effects.

From the foregoing description of the embodiments, it will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of functional modules is illustrated, and in practical application, the above-described functional allocation may be implemented by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to implement all or part of the functions described above.

In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and the parts displayed as units may be one physical unit or a plurality of physical units, may be located in one place, or may be distributed in a plurality of different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The division of the modules in the embodiment of the present application is schematic, which is merely a logic function division, and other division manners may be implemented in practice. In addition, each functional module in the embodiments of the present application may be integrated in one processor, or may exist alone physically, or two or more modules may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules.

The method provided in the embodiments of the present application may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, produces a flow or function in accordance with embodiments of the present application, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, a network device, a user device, or other programmable apparatus. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that contains an integration of one or more available media. The usable medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a digital versatile disk (digital video disc, abbreviated as DVD)), or a semiconductor medium, etc.

In the embodiments of the present application, where there is no logical conflict, embodiments may be referred to each other, for example, methods and/or terms between method embodiments may be referred to each other, for example, functions and/or terms between apparatus embodiments and method embodiments may be referred to each other.

Various modifications and alterations to this application may be made by those skilled in the art without departing from the scope of this application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.

Claims

1. A method of vehicle safety control, comprising:

acquiring first information, wherein the first information is used for indicating a preset path and/or task information of a first vehicle;

transmitting a first security parameter of the first vehicle, the first security parameter being for a security mechanism of the first vehicle; the first security parameter is determined according to the preset path and/or the task information.

2. The method of claim 1, wherein the first safety parameter comprises a first safety distance, the first safety distance being a length corresponding to a first path, the first path being a path along which the first vehicle performs collision prediction; the method further comprises the steps of:

Acquiring a controlled state of the second vehicle;

acquiring second path and/or position information of the second vehicle based on the controlled state;

and determining the first safe distance based on the preset path, the task information, the second path and/or the position information.

3. The method of claim 2, wherein the preset path includes first pose information of the first vehicle for a preset duration and the second path includes second pose information of the second vehicle for the preset duration;

the determining the first safe distance based on the preset path, the task information, and the second path includes:

determining a plurality of distances between the first vehicle and the second vehicle within the preset duration according to the first pose information and the second pose information; and determining the first safety distance according to the plurality of distances.

4. A method according to claim 3, characterized in that the method further comprises:

and if the smallest distance in the plurality of distances is larger than the first preset distance of the first vehicle and smaller than the second preset distance of the first vehicle, taking the smallest distance in the plurality of distances as the first safety distance.

5. A method according to claim 3, characterized in that the method further comprises:

and if the minimum distance in the plurality of distances is smaller than or equal to a first preset distance of the first vehicle, re-planning the path of the first vehicle and/or the path of the second vehicle.

6. A method according to claim 3, characterized in that the method further comprises:

and if the minimum distance in the plurality of distances is greater than or equal to a second preset distance of the first vehicle, taking any distance greater than or equal to the second preset distance as the first safety distance.

7. The method of any one of claims 1-6, wherein the first safety parameter comprises a second safety distance, the second safety distance being a first distance that the first vehicle is collision-resistant.

8. The method of any of claims 2-7, wherein the first path comprises a first path point and a second path point, the second path point being located after the first path point; the first security parameter includes a security parameter of the first path point, and the security parameter of the second path point is the same as the security parameter of the first path point.

9. The method according to any one of claims 1-8, further comprising:

updating the first safety parameters when preset conditions are met;

wherein the preset conditions include at least one of: network delay, the preset path change and the controlled vehicle change corresponding to the preset path.

10. A method of vehicle safety control, comprising:

receiving a first safety parameter of a first vehicle, the first safety parameter being used for a safety mechanism of the first vehicle; the first safety parameter is determined according to a preset path and/or task information of the first vehicle;

and running based on the first safety parameter.

11. The method of claim 10, wherein the first safety parameter comprises a first safety distance and a second safety distance, the first safety distance being a length corresponding to a first path, the first path being a path along which the first vehicle performs collision prediction; the second safety distance is a first distance that the first vehicle is collision-resistant.

12. The method of claim 11, wherein the traveling based on the first safety parameter comprises:

And traveling based on the first safety distance and the second safety distance.

13. An apparatus for vehicle safety control, comprising:

the processing module is used for acquiring first information, wherein the first information is used for indicating a preset path and/or task information of the first vehicle;

the receiving and transmitting module is used for transmitting first safety parameters of the first vehicle, wherein the first safety parameters are used for a safety mechanism of the first vehicle; the first security parameter is determined according to the preset path and/or the task information.

14. The apparatus of claim 13, wherein the first safety parameter comprises a first safety distance, the first safety distance being a length corresponding to a first path, the first path being a path along which a first vehicle performs collision prediction;

the processing module is further configured to: acquiring a controlled state of the second vehicle; acquiring second path and/or position information of the second vehicle based on the controlled state; and determining the first safe distance based on the preset path, the task information, the second path and/or the position information.

15. The apparatus of claim 14, wherein the preset path includes first pose information of the first vehicle for a preset duration and the second path includes second pose information of the second vehicle for the preset duration;

The processing module is further configured to: determining a plurality of distances between the first vehicle and the second vehicle within the preset duration according to the first pose information and the second pose information; and determining the first safety distance according to the plurality of distances.

16. The apparatus of claim 15, wherein the processing module is further configured to:

and when the smallest distance in the plurality of distances is larger than the first preset distance of the first vehicle and smaller than the second preset distance of the first vehicle, taking the smallest distance in the plurality of distances as the first safety distance.

17. The apparatus of claim 15, wherein the processing module is further configured to:

and when the minimum distance in the plurality of distances is smaller than or equal to a first preset distance of the first vehicle, re-planning the path of the first vehicle and/or the path of the second vehicle.

18. The apparatus of claim 15, wherein the processing module is further configured to:

and when the minimum distance in the plurality of distances is greater than or equal to a second preset distance of the first vehicle, taking any distance greater than or equal to the second preset distance as the first safety distance.

19. The apparatus of any one of claims 13-18, wherein the first safety parameter comprises a second safety distance, the second safety distance being a first distance that the first vehicle is collision-resistant.

20. The apparatus of any one of claims 14-19, wherein the first path comprises a first path point and a second path point, the second path point being located after the first path point; the first security parameter includes a security parameter of the first path point, and the security parameter of the second path point is the same as the security parameter of the first path point.

21. The apparatus of any one of claims 13-20, wherein the processing module is further configured to:

updating the first safety parameters when preset conditions are met;

22. An apparatus for vehicle safety control, comprising:

the system comprises a transceiver module, a first safety module and a second safety module, wherein the transceiver module is used for receiving a first safety parameter of a first vehicle, and the first safety parameter is used for a safety mechanism of the first vehicle; the first safety parameter is determined according to a preset path and/or task information of the first vehicle;

And the processing module is also used for controlling the vehicle to run based on the first safety parameter.

23. The apparatus of claim 22, wherein the first safety parameter comprises a first safety distance and a second safety distance, the first safety distance being a length corresponding to a first path, the first path being a path along which a first vehicle makes a collision prediction; the second safety distance is a first distance that the first vehicle is collision-resistant.

24. The apparatus according to claim 23, wherein the processing module is specifically configured to:

and controlling the vehicle to run based on the first safety distance and the second safety distance.

25. A server, wherein the server comprises a memory and a processor;

the memory stores a computer program;

the processor is configured to execute a computer program stored in the memory to implement the method of any one of claims 1-9.

26. A vehicle comprising a memory and a processor;

the memory stores a computer program;

the processor is configured to execute a computer program stored in the memory to implement the method of any one of claims 10-12.

27. A computer readable storage medium storing instructions that, when executed, cause the method of any one of claims 1-9 to be performed or cause the method of any one of claims 10-12 to be performed.