CN116729430A

CN116729430A - Vehicle control method, device, equipment and medium

Info

Publication number: CN116729430A
Application number: CN202310582213.9A
Authority: CN
Inventors: 苏振鸾; 吴延俊; 刘羿; 何贝
Original assignee: Beijing Sinian Zhijia Technology Co ltd
Current assignee: Beijing Sinian Zhijia Technology Co ltd
Priority date: 2023-05-22
Filing date: 2023-05-22
Publication date: 2023-09-12

Abstract

The embodiment of the disclosure provides a vehicle control method, device, equipment and medium. A vehicle control method comprising: judging whether the running state of the vehicle triggers a preset dangerous alarm or not; under the condition of triggering the preset dangerous alarm, determining whether a slow stopping control strategy for ensuring the running safety exists or not under the condition that the first minimum transverse distance from the side obstacle on each side of the continuous running road section to the side wall of the vehicle is larger than or equal to a first threshold distance from the side obstacle on at least one side to the side wall of the vehicle based on the environment sensing data; and under the condition of the slow stop control strategy, adopting the slow stop control strategy to control the vehicle. By adopting the scheme, the emergency stop braking of the vehicle can be directly controlled when the danger of the vehicle is judged by the related technology, so that various dangerous problems caused by the emergency stop braking can be avoided as much as possible.

Description

Vehicle control method, device, equipment and medium

Technical Field

The disclosure relates to the technical field of automatic driving, and in particular relates to a vehicle control method, device, equipment and medium.

Background

In order to cope with sudden accidents in an automatic driving vehicle, related art automatic driving vehicle control methods immediately control sudden stop braking of the vehicle to avoid a dangerous event corresponding to a dangerous alarm when it is determined that the dangerous alarm exists. However, controlling vehicle emergency stop braking can cause significant wear to the vehicle braking system, and frequent use of emergency stop braking can greatly reduce the service life of the braking system. In addition, for medium and heavy duty vehicles, performing sudden stop braking when the load is large may cause problems such as deformation of the vehicle body, serious crush damage of the cargo, and the like due to excessive inertia of the load. By combining the analysis, how to realize reasonable control of the vehicle when the danger alarm occurs and avoid the danger event and sudden stop braking corresponding to the danger alarm at the same time is one of the problems to be solved in the automatic driving field.

Disclosure of Invention

In order to solve the technical problems described above, embodiments of the present disclosure provide a vehicle control method, apparatus, device, and medium.

In a first aspect, an embodiment of the present disclosure provides a vehicle control method, including:

judging whether the running state of the vehicle triggers a preset dangerous alarm or not;

under the condition of triggering the preset dangerous alarm, determining a first minimum lateral distance from side obstacles on each side of a continuous driving road section to a vehicle side wall based on environment perception data, wherein the side obstacles are located outside the vehicle side wall;

judging whether a stopping control strategy for ensuring the running safety is available or not under the condition that the first minimum transverse distance from at least one side obstacle to the side wall of the vehicle is larger than or equal to a first threshold distance, wherein the stopping control strategy is a stopping strategy for avoiding collision with the side obstacle and relieving the preset dangerous alarm, the stopping control strategy comprises a steering angle adjustment angle and deceleration, the steering angle adjustment angle is smaller than a steering angle adjustment threshold value, and the deceleration is smaller than a deceleration threshold value;

and under the condition of the slow stop control strategy, adopting the slow stop control strategy to control the vehicle.

Optionally, the determining whether the running state of the vehicle triggers a preset hazard warning includes:

determining whether an obstacle is within a set distance in front of the vehicle based on the environmental awareness data;

judging that the running state of the vehicle triggers a preset dangerous alarm under the condition that an obstacle exists in front of the vehicle; or alternatively, the process may be performed,

determining whether a distance from the vehicle side wall to a lane line of a lane where the vehicle side wall is located is less than a second threshold distance or whether the vehicle side wall is located outside the lane line based on the environmental awareness data;

under the condition that the distance is smaller than the second threshold distance or the vehicle side wall is located outside the lane line, judging that the vehicle running state triggers a preset dangerous alarm; or alternatively, the process may be performed,

determining, based on the context awareness data, whether a first minimum lateral distance of the side obstacle to the side of the vehicle is less than a third threshold distance, the third threshold distance being less than the first threshold distance;

and under the condition that the first minimum transverse distance is smaller than the third threshold distance, judging that the running state of the vehicle triggers a preset dangerous alarm.

Optionally, before determining whether there is a slow stop control strategy for ensuring driving safety, the method further includes:

Performing contour widening treatment on the side contour of the vehicle to obtain a safety margin contour;

the judging whether a slow stopping control strategy for ensuring the driving safety exists or not comprises the following steps:

and judging whether the slow stop control strategy exists or not based on the safety margin profile.

Optionally, the performing contour widening processing on the side contour of the vehicle to obtain a safety margin contour includes:

determining a first widened width corresponding to one side of the vehicle;

and taking the side wall of one side as a reference, and adopting the first widening width to perform contour widening processing to obtain the safety margin contour of the vehicle on the one side.

Optionally, the determining the first widened width corresponding to the vehicle side includes:

taking the first threshold distance as the first widened width when a first minimum lateral distance from the vehicle side wall to a corresponding side obstacle is greater than or equal to the first threshold distance; or alternatively, the process may be performed,

acquiring the lateral speed and the lateral movement direction of the vehicle under the condition that the first minimum lateral distance from one side wall of the vehicle to the corresponding side obstacle is greater than or equal to the first threshold distance;

And calculating a corresponding first calculated size based on the transverse speed and a set delay time, wherein the set delay time is a delay time representing the sum of environment-aware data processing delay, strategy retrieval time delay of a control system and response delay of a vehicle steering brake system, and taking the first calculated size as the first widened width of the corresponding side of the transverse moving direction.

when the first minimum lateral distance from one side wall of the vehicle to the corresponding side obstacle is smaller than the first threshold distance, subtracting a first spacing distance from the first minimum lateral distance to obtain a second calculated size;

the second calculated dimension is taken as the first widening width.

Optionally, after the vehicle is controlled by the slow stop control strategy, the method further includes:

determining a collision detection profile of the vehicle;

performing driving simulation based on the collision detection profile, the creep control strategy, the structural feature parameters of the vehicle and the real-time kinematic parameters of the vehicle, and determining the position of the collision detection profile at a subsequent moment, wherein the subsequent moment is the moment when the vehicle continues to run on the continuous driving road section;

Acquiring the subsequent environment sensing data detected at the subsequent moment;

predicting whether the vehicle collides with a subsequently detected side obstacle at a subsequent moment based on the position of the collision detection contour at the subsequent moment and the subsequent environment awareness data;

under the condition that collision between the vehicle and the side obstacle detected subsequently at the subsequent moment is not judged, continuously adopting the creep control strategy to control the vehicle;

and controlling the vehicle to suddenly stop and brake in the case that the collision between the vehicle and the side obstacle detected later is judged at the later moment.

In a second aspect, an embodiment of the present disclosure provides a vehicle control apparatus including:

the warning judging unit is used for judging whether the running state of the vehicle triggers a preset dangerous warning or not;

the distance calculating unit is used for determining a first minimum transverse distance from side barriers on each side of a continuous driving road section to a vehicle side wall based on environment perception data under the condition that the alarm judging unit triggers the preset dangerous alarm, wherein the side barriers are barriers positioned on the outer side of the vehicle side wall;

a strategy searching unit, configured to determine whether there is a stopping control strategy for ensuring driving safety when a first minimum lateral distance from at least one side obstacle to a side wall of the vehicle is greater than or equal to a first threshold distance, where the stopping control strategy is a stopping strategy for avoiding collision with the side obstacle and releasing the preset hazard warning, and the stopping control strategy includes a steering angle adjustment angle and a deceleration, where the steering angle adjustment angle is less than a steering angle adjustment threshold, and the deceleration is less than a deceleration threshold;

And the vehicle control unit is used for controlling the vehicle by adopting the slow stop control strategy under the condition of the slow stop control strategy.

In a third aspect, embodiments of the present disclosure provide a computing device comprising a processor and a memory for storing a computer program; the computer program, when loaded by the processor, causes the processor to carry out the vehicle control method as before.

In a fourth aspect, the disclosed embodiments provide a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement a vehicle control method as before.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

according to the vehicle control method provided by the embodiment of the disclosure, after the preset danger warning is triggered based on the vehicle running state, the first minimum transverse distance from the side obstacle on each side of the continuous running road section to the vehicle side wall is determined according to the environment sensing data, if the first minimum transverse distance from the side obstacle on at least one side to the vehicle side wall is determined to be greater than or equal to the first threshold distance, whether a slow stop control strategy for ensuring running safety exists is searched, and the vehicle is controlled by the slow stop control strategy under the condition that the slow stop control strategy is determined, so that the situation that the vehicle is directly controlled to stop suddenly when the vehicle is judged to be dangerous in the related technology is avoided, and then various dangerous problems caused by the fast stop braking are avoided.

Drawings

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

In order to more clearly illustrate the embodiments of the present disclosure or the prior art, the drawings that are used in the description of the embodiments or the prior art will be briefly described below. It will be obvious to those skilled in the art that other figures can be obtained from these figures without inventive effort, in which:

FIG. 1 is a flow chart of a vehicle control method provided by an embodiment of the present disclosure;

FIG. 2 is a flow chart of a vehicle control method provided by some embodiments of the present disclosure;

fig. 3 is a schematic structural view of a vehicle control apparatus provided in an embodiment of the present disclosure;

fig. 4 is a schematic structural diagram of a computing device provided by an embodiment of the present disclosure.

Detailed Description

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure have been shown in the accompanying drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustration purposes only and are not intended to limit the scope of the present disclosure.

The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments. Related definitions of other terms will be given in the description below. It should be noted that the terms "first," "second," and the like in this disclosure are merely used to distinguish between different devices, modules, or units and are not used to define an order or interdependence of functions performed by the devices, modules, or units.

It should be noted that references to "one", "a plurality" and "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those of ordinary skill in the art will appreciate that "one or more" is intended to be understood as "one or more" unless the context clearly indicates otherwise.

In order to avoid a series of negative problems caused by adopting sudden stop braking as much as possible when dangerous events are estimated to exist when the automatic driving vehicle is controlled to run continuously according to the planning control method, the embodiment of the disclosure provides a novel vehicle control method.

Fig. 1 is a flowchart of a vehicle control method provided by an embodiment of the present disclosure. As shown in fig. 1, the vehicle control method provided by the embodiment of the present disclosure includes S110 to S150.

The vehicle control method provided by the embodiment of the disclosure is executed by a computing device. In particular, the computing device may be a vehicle terminal installed in an autonomous vehicle for implementing vehicle control, or may be a server that may communicate with the vehicle terminal and remotely control vehicle autonomous driving, where the server may be a remote server, an edge server, or a station server.

S110: judging whether the running state of the vehicle triggers a preset dangerous alarm or not; if yes, execution proceeds to S120.

The preset hazard warning is a warning for prompting that a hazard event may occur when the vehicle continues to run based on the current running state of the vehicle. The preset dangerous alarm is an alarm which is triggered to be generated when a preset alarm rule is met.

The preset alarm rules are alarm rules set according to the characteristics of the running scene of the vehicle and dangerous events possibly occurring in the running scene of the vehicle. The preset warning rule is a rule related to the automatic driving safety of the vehicle.

In some embodiments, the preset warning rule may be a rule that determines whether the vehicle deviates from the lane. In other embodiments, the preset warning rule may be a rule for determining that the side wall of the vehicle is too close to the side obstacle, and may collide with the side obstacle at any time. In still other embodiments, the preset warning rule may be a rule that determines that there is an obstacle in front of the vehicle, and continues to travel in accordance with the current travel state to collide with the obstacle in a short time in the future.

In specific implementation, the computing device determines a current running state and an environmental state of the vehicle based on the environmental awareness data, and determines whether to alarm according to a preset alarm rule based on the current running state and the environmental state of the vehicle. When the fact that the alarm needs to be triggered is determined according to the current running state, the environment state and the preset alarm rule of the vehicle, the computing equipment triggers a corresponding preset dangerous alarm based on the preset alarm rule.

In the foregoing, the computing device determines the current running state and the environmental state of the vehicle based on the environmental awareness data, and then determines whether a preset warning rule is satisfied according to various information, thereby determining whether to trigger a preset dangerous warning. The context-aware data is data generated by the context sensor from the detected signals and used to characterize the context state and/or the vehicle operating state.

In particular, an environmental sensor is installed in the body of an autonomous vehicle or in the operating environment of the vehicle. The environmental sensor may be a camera, a laser radar, a millimeter wave radar, an ultrasonic radar, an inertial measurement unit, a differential positioning sensor (i.e., such as a satellite navigation positioning sensor, a field-end navigation positioning sensor, etc.), etc. various sensors for vehicle running environment detection and vehicle running state detection, and the embodiments of the present disclosure are not particularly limited.

In the case where the environmental sensor is a camera, the environmental perception data is an image of the surroundings of the vehicle captured by the camera. In the case where the environmental sensor is a lidar, the environmental perception data is point cloud data collected by the lidar. Under the condition that the environment sensor is a millimeter wave radar or an ultrasonic radar, the environment sensing data is obstacle distance data acquired by the radar. In the case that the environmental sensor is an inertial measurement unit or a differential positioning sensor, the environmental perception data is vehicle motion state data and vehicle position data acquired by the sensor.

S120: a first minimum lateral distance of each side obstacle of the continued travel road segment to the side of the vehicle is determined based on the context awareness data.

As previously described, the context-aware data is data that characterizes an environmental state and/or a vehicle operating state. In some embodiments, the context-aware data is data that implicitly characterizes or explicitly characterizes a relative positional relationship between an obstacle of a road segment the vehicle continues to travel and the vehicle, based on which a projected distance of the obstacle to a particular reference axis of the vehicle coordinate system may be determined.

For example, the environmental perception data may be point cloud data collected by a laser radar, the point cloud data reflects the spatial distribution characteristics of various obstacles around the vehicle, and the position coordinates of the point cloud data under the vehicle coordinate system can be determined by converting the point cloud data, the laser radar coordinate system and the vehicle coordinate system. Meanwhile, the point cloud data is subjected to cluster analysis and feature analysis, so that the obstacle represented by the point cloud and the position coordinates of the obstacle under the vehicle coordinate system can be determined. The distance from the obstacle to the vehicle can be determined according to the position coordinates of the obstacle in the vehicle coordinate system and the structural size data of the vehicle.

For another example, the environmental awareness data may be millimeter wave radar or ultrasonic radar-aware time of flight (time of flight) data. The transmission distance of the reflected radar wave can be determined from the time-of-flight data and the transmission speed of the radar wave, and the distance of the obstacle relative to the radar can be determined. The distance from the obstacle to the vehicle can be determined from the aforementioned conversion relationship of the radar distance, radar heading, radar coordinate system, and vehicle coordinate system.

In an embodiment of the present disclosure, the distance determined based on the context awareness data includes a distance of the side obstacle to a side of the vehicle. The side walls of the vehicle refer to both sides of the vehicle, which are parallel to the longitudinal direction of the vehicle body. The side obstacle is an obstacle located outside the side wall of the vehicle with respect to the vehicle.

It should be noted that the aforementioned side obstacle is an obstacle located on a continued travel path of the vehicle. The continuous traveling road section is a road section which starts from the tail of the vehicle, extends to the head of the vehicle along the longitudinal direction of the vehicle, and continues to extend forward of the vehicle along the longitudinal direction of the vehicle by a set distance. The set distance can be a distance for realizing braking of the vehicle in a slow braking mode according to the vehicle. For example, in one embodiment, the vehicle is a low speed freight truck having a travel speed of 30Km/h or less and a set distance of 8m is determined based on a predetermined slow braking method.

According to the definition of the continuous driving road section and the definition of the side obstacle, the side obstacle is the obstacle which is positioned at the side of the vehicle at the current moment and is positioned at the side of the vehicle at least at part of the moment in the period of the continuous driving set distance of the vehicle.

It should also be noted that in an actual road scenario, the side obstacle may be a static obstacle or a dynamic obstacle, and the type of the side obstacle cannot be determined only by the environmental awareness data of a certain frame. However, in this embodiment, the side obstacle determined from the environmental awareness data is identified as a static obstacle. In the case of possible dynamic obstacles, the method mentioned later is used for remedying the possible collision problem of the vehicle caused by the movement of the dynamic obstacle, which is described in detail later.

After determining the lateral distance (i.e., the measured distance) from the side obstacle of the continued travel section to the side of the vehicle using the method described above, a comparison is then made between the lateral distances to determine a first minimum lateral distance from the side obstacle of the continued travel section to the side of the vehicle. That is, there is a corresponding first minimum lateral distance for each side wall of the vehicle.

After determining the first minimum lateral distance of the two-sided side obstacle to the corresponding side vehicle side fascia, the computing device may then perform S130 as follows.

S130: judging whether a slow stop control strategy for ensuring the running safety exists or not under the condition that the first minimum transverse distance from the side obstacle on at least one side to the side wall of the vehicle is larger than or equal to a first threshold distance; if yes, executing S140; if not, S150 is performed.

The first threshold distance is a threshold distance set in advance for determining whether the side obstacle is too close to the vehicle. If the first minimum lateral distance from the side obstacle to the side of the vehicle has been less than the first threshold distance, it is determined that the vehicle may be closer to the side obstacle while traveling on the continued travel path, with a greater probability of collision with the side obstacle.

If the first minimum lateral distance from the side barriers on two sides of the continuous driving road section to the corresponding vehicle side wall is smaller than the first threshold distance, the computing equipment judges that the strategy of simultaneously releasing the preset danger and avoiding collision with the side barriers by changing the driving direction and slowly decelerating and braking mode at high probability, namely, the slowly stopping control strategy for ensuring the driving safety is not provided.

Under the condition that the slow stop control strategy for ensuring the running safety is not determined, the computing equipment determines that the sudden stop braking strategy is adopted to control the vehicle so as to ensure the running safety as much as possible and avoid dangerous events corresponding to dangerous alarms, so that the vehicle is braked in a sudden stop mode.

In contrast to the foregoing, if at least a first minimum lateral distance of the one-sided side obstacle to the side of the vehicle is greater than or equal to a first threshold, the computing device determines that the vehicle can be caused to run at a reduced speed by attempting to control the deflection of the vehicle's steering wheel to this side while slowing down the brake, avoiding a dangerous event corresponding to a dangerous alarm while avoiding collision with the side obstacle.

In an embodiment of the disclosure, the computing device may determine whether a slow stop control strategy for ensuring driving safety is available if a first minimum lateral distance from the at least one side obstacle to the side of the vehicle is greater than or equal to a first threshold distance.

The slow stop control strategy for ensuring the running safety is a strategy for controlling the steering of the steering wheel of the vehicle and simultaneously slowing down and braking to enable the vehicle to run at a reduced speed. The creep control strategy includes steering angle adjustment angle and deceleration. The steering angle adjustment angle is an adjustment angle for controlling a change in the steering angle of the vehicle steering wheel, which is used for controlling a change in the traveling direction of the vehicle. Deceleration is used to control the vehicle speed to decrease, even to cause the vehicle to stop at a stop.

In the embodiment of the disclosure, the steering angle adjustment angle is smaller than the steering angle adjustment threshold value, so as to avoid the rolling and rollover accidents of the vehicle caused by oversteer. The steering angle adjustment threshold is an angle adjustment threshold determined based on parameters such as the vehicle structure and size, the vehicle speed and the vehicle load and the height of the center of gravity, which is the maximum steering angle adjustment value available when the vehicle is steering-controlled.

In the embodiment of the disclosure, the deceleration is smaller than the deceleration threshold value, so that the problems of damage to a vehicle body structure, damage to cargo due to inertial extrusion and the like caused by vehicle braking are avoided. The deceleration threshold value is a deceleration determined according to a vehicle load, characteristics of a vehicle brake system, rigidity of a vehicle body structure, and the like, which is a maximum deceleration employed when the vehicle decelerates slowly.

In specific implementation, whether a slow stop control strategy for ensuring the running safety exists is judged, and the method comprises the following steps.

(1) And constructing a virtual static scene by using the first minimum transverse distance determined in the foregoing manner, so that at least one obstacle which is the first minimum transverse distance from the corresponding side wall of the vehicle appears in the virtual scene. Preferably, the computing device may establish a virtual obstacle profile on one side of the vehicle along the continued travel path based on the first minimum lateral distance, with the virtual obstacle profile.

(2) At least one of the possible slow-to-stop strategies is selected. Preferably, the computing device may select a plurality of buffering strategies from all possible buffering strategies in a uniformly distributed manner.

(3) And carrying out driving simulation by adopting the slow stopping strategy and the current kinematic state of the vehicle, and determining whether the simulated driving has the slow stopping strategy for ensuring the driving safety in the virtual static scene, namely the slow stopping strategy for avoiding collision with side obstacles and relieving preset dangerous alarms.

If there is a soft stop control strategy that ensures travel safety, the computing device may execute S140. And if there is no coast control strategy for securing the running safety, the computing device may perform S150.

S140: and controlling the vehicle by adopting a slow stop control strategy.

S150: and controlling the sudden stop braking of the vehicle.

If the slow stop control strategy for ensuring the running safety of the vehicle is determined, the computing equipment generates a control instruction for the executing mechanism according to the slow stop control strategy and sends the corresponding control instruction to the executing mechanism so as to execute corresponding control actions by using the executing mechanism to realize the vehicle motion control. According to the slow stop control strategy, the control commands comprise a steering control command, a power system control command and a braking control command.

The computing device sends steering control instructions to the steerable wheel steering control mechanism to cause the control vehicle to change the steering angle. The computing device sends power system control instructions to the power system to control the power system to reduce power output and/or achieve kinetic energy recovery. The computing device sends a brake control command to a vehicle brake system to control the brake system to brake, so that the vehicle is decelerated.

Of course, in some embodiments, such as where the vehicle is an electric vehicle and the electric drive system is capable of achieving deceleration in a slow-to-stop control strategy via kinetic energy recovery, the computing device may not send control commands to the braking system, but only to the powertrain system to control the powertrain system to achieve a particular power recovery.

According to the vehicle control method, after the preset danger warning is triggered based on the vehicle running state, the computing equipment firstly determines the first minimum transverse distance from the side barriers on each side of the continuous running road section to the vehicle side wall according to the environment sensing data, determines whether a slow stop control strategy for ensuring running safety exists in a vehicle running simulation mode under the condition that the first minimum transverse distance from the side barrier on at least one side to the vehicle side wall is greater than or equal to a first threshold distance, and controls the vehicle by utilizing the slow stop control strategy under the condition that the slow stop control strategy is determined, so that the situation that the vehicle is stopped suddenly is avoided when the danger is judged in the related technology.

As described previously, it is necessary to determine whether the vehicle running state triggers a preset hazard warning in S110. In some embodiments, the computing device may determine whether the vehicle driving status triggers a preset hazard warning through S111-S112 as follows.

S111: determining whether a front obstacle is within a set distance in front of the vehicle based on the environmental awareness data; if yes, S112 is executed.

S112: and judging the running state of the vehicle to trigger a preset dangerous alarm.

The preset warning rule corresponding to S112 is a rule for determining whether there is an obstacle in front of the vehicle. If it is determined that the vehicle has a front side obstacle based on a rule that determines that the vehicle has an obstacle ahead, it is determined that the vehicle running state triggers a preset hazard warning.

In still other embodiments, the computing device determines whether the vehicle driving status triggers a preset hazard warning by following S113-S114.

S113: determining whether a distance from the vehicle side wall to a lane line of the lane where the vehicle side wall is located is smaller than a second threshold distance or determining that the vehicle side wall is located outside the lane line based on the environmental awareness data; if the above-mentioned one determination result is yes, S114 is executed.

S114: and judging the running state of the vehicle to trigger a preset dangerous alarm.

The environmental awareness data in S113 is road image data photographed by the in-vehicle camera, or vehicle positioning data and vehicle posture data determined by the inertial measurement unit, the differential positioning sensor. From the foregoing data, the position of the vehicle in the lane can be determined (in the case where the environment-awareness data is vehicle positioning number and vehicle posture data, high-precision map information is also required). The aforementioned position in the lane may be characterized by a distance relative to the lane line.

And under the condition that the distance from the side wall of the vehicle to the lane line of the lane is smaller than the second threshold distance or the side wall of the vehicle is determined to be positioned outside the lane line of the target lane, determining that the vehicle is about to drive away or has driven away from the target lane, and triggering a preset danger alarm.

In still other embodiments, the computing device determines whether the vehicle driving status triggers a hazard warning by following S115-S116.

S115: determining whether a first minimum lateral distance of the at least one side obstacle to the side of the vehicle is less than a third threshold distance based on the environmental awareness data. If yes, execution proceeds to S116.

S116: and judging the running state of the vehicle to trigger a preset dangerous alarm.

The third threshold distance is smaller than the first threshold distance. If it is determined, based on the context awareness data, that the first minimum lateral distance of the side obstacle to the side of the vehicle has been less than the third threshold distance, the computing device determines that the probability of the vehicle colliding with the corresponding side obstacle is high, thus triggering a preset hazard warning. The preset dangerous alarm is an alarm for prompting the probability of the vehicle to scratch or collide with the side obstacle.

As described earlier, it is necessary to determine whether there is a coast down control strategy that ensures travel safety in S130. When judging whether a slow stop control strategy for ensuring the running safety exists, the vehicle running is simulated in a simulated static environment, and whether the slow stop control strategy exists is determined. And the simulation environment is established by means of the environment-aware data. In practical applications, the environment-aware data may cause processing delay due to data transmission delay and insufficient computing power of the computing device, and the delay may cause that the simulated static environment cannot represent the actual environment in which the vehicle is located.

In addition, after the computing device acquires the environment sensing data, a certain time is required for searching for the slow stop control strategy based on the environment simulation data and controlling the vehicle based on the slow stop control strategy until the vehicle is in response to execution, if the time delay is not considered, the generated slow stop control strategy is not in accordance with the actual scene condition when being re-executed, and the vehicle can collide with the side obstacle.

To address the foregoing, in some embodiments, the computing device may also perform S160 before performing S130.

S160: and performing contour widening treatment on the side contour of the vehicle to obtain a safety margin contour.

And (3) performing contour widening treatment on the side contour of the vehicle to obtain a safety margin contour, wherein the side contour is subjected to side contour flaring treatment by taking the side contour of the vehicle as a reference, and the outer contour is taken as the safety margin contour of the corresponding side. That is, the aforementioned S160 includes S161 to S162.

S161: a corresponding first widened width of one side of the vehicle is determined.

S162: and taking the side wall of one side as a reference, and adopting the first widening width to carry out contour widening treatment to obtain the safety margin contour of the vehicle on one side.

In a specific embodiment, there may be different methods how to determine the first widened width corresponding to one side of the vehicle, so as to avoid collision with the dynamic obstacle as much as possible.

In some embodiments, the computing device determines the first widening width using S1611.

S1611: and in the case that the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to the first threshold distance, taking the first threshold distance as the first widened width. The first threshold distance is as described previously and will not be explained here.

If the first minimum lateral distance from the vehicle side wall to the corresponding side edge barrier is greater than or equal to the first threshold distance, indicating that the side edge barrier is greater than the vehicle side edge distance here, the first threshold distance may be taken directly as the first widened width.

In still other embodiments, the computing device may determine the first widening width using S1612-S1613.

S1612: the lateral speed and the lateral movement direction of the vehicle are obtained when the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to a first threshold distance.

S1613: the corresponding first calculated size is calculated based on the lateral velocity and the set delay time, and the first calculated size is taken as the first widened width of the corresponding side of the lateral movement direction.

The lateral speed of the vehicle is the running speed of the vehicle in the lateral direction of the vehicle body, that is, the running speed at which the vehicle runs to a certain side. In particular implementations, the computing device may calculate a lateral speed of the vehicle based on the slip angle and the actual operating speed of the vehicle.

The lateral movement direction is the vector direction of the aforementioned lateral velocity. For example, if the vehicle moves to the right, the lateral movement direction is the right direction.

After the lateral velocity is obtained, the first calculated size corresponding to the one side in the lateral movement direction can be obtained by multiplying the lateral velocity by the set delay time.

The set delay time is a delay time representing a sum of a context-aware data processing delay, a slow-to-stop control strategy retrieval time delay of the control system, and a response delay of the vehicle steering brake system.

After the aforementioned first calculated size is obtained, the first calculated size may be subsequently taken as the first widening speed of the side corresponding to the lateral movement direction.

It should be noted that in the case of employing steps S1612 to S1613, only the first widened width on the vehicle side can be calculated.

In some embodiments, the computing device determines a corresponding widened width of one side of the vehicle using S1614.

S1614: subtracting the first spacing distance from the first minimum lateral distance to obtain a second calculated size under the condition that the first minimum lateral distance from the side wall of one side of the vehicle to the obstacle at the corresponding side is smaller than a first threshold distance;

s1615: the second calculated dimension is taken as the first widening width.

In a specific implementation, if the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is smaller than the first threshold distance, and the first threshold distance is adopted as the first widened width to serve as the corresponding side widened width, it is impossible to determine a slow stop control strategy for ensuring running safety, and sudden stop braking of the vehicle is inevitably controlled. In order to avoid the foregoing problem, in a specific implementation, the first space distance may be subtracted from the corresponding first minimum lateral distance to obtain a second calculated size, and the second calculated size is taken as the first widened width.

The first spacing distance is preset and is used for realizing the spacing distance determined by the side wall. Which is used to characterize the safety margin profile of the vehicle side at a distance from the corresponding side obstacle in the respective case.

It should be noted that the vehicle does not travel in the direction corresponding to the second calculated size at this time, but in consideration of the vehicle structure, the vehicle may hit an obstacle on the side corresponding to the second calculated direction by the vehicle's tail flick, so that it is necessary to consider that the vehicle is widened in outline on this side by the first widened width.

As described previously, in the embodiment of the present disclosure, the computing device determines whether there is a slow stop control strategy for ensuring driving safety by simulating the driving of the vehicle when executing S130. In specific implementation, the aforementioned step S130 determines whether the slow stop control strategy includes steps S131-S134.

S131: and determining a retrieval control strategy in the strategy retrieval range.

The strategic search range is determined based on the steering adjustment threshold and the deceleration threshold.

And determining a retrieval control strategy within the strategy retrieval range, wherein at least one steering adjustment angle is selected within a steering adjustment threshold value, at least one deceleration is selected within a deceleration threshold value, and the steering adjustment angle and the deceleration are combined into the retrieval control strategy.

S132: based on the environment sensing data, the search control strategy, the structural feature parameters of the vehicle, the current kinematic parameters of the vehicle and the safety margin profile are used for carrying out running simulation, and whether the vehicle can be controlled by adopting the search control strategy or not is judged.

In particular implementations, the driving simulation based on the context awareness data, the search control strategy, the structural feature parameters of the vehicle, the current kinematic parameters of the vehicle, and the safety margin profile includes the following.

(1) And determining a static simulation environment according to the environment sensing data. In particular implementations, the computing device may construct each virtual side obstacle from the distances from each side obstacle determined by the environmental awareness data to the vehicle side walls, and construct the static simulation environment using the virtual side obstacles.

In some embodiments, the computing device may also construct a virtual side obstacle using the first minimum lateral distance

(2) The driving simulation is performed based on the retrieved control strategy, structural feature parameters of the vehicle, current kinematic parameters of the vehicle, and safety margin profile.

In specific implementation, the computing equipment controls the vehicle by adopting a retrieval control strategy, determines the position of the safety margin contour when the vehicle continues to run according to the structural characteristic parameters of the vehicle, the current kinematic parameters of the vehicle and the safety margin contour, and then judges whether the safety margin contour collides with the virtual side obstacle or not.

If no collision occurs in the simulation process, the vehicle is determined to be controlled by adopting the retrieval control strategy, so that the running safety can be ensured.

Optionally, in some embodiments of the present disclosure, when the search control policy is determined to be a control policy that can ensure safety of the vehicle, the computing device takes the foregoing search control policy as the to-be-cached control policy.

In specific implementation, the computing device can adopt the method to judge whether the vehicle can ensure the running safety or not by judging the search control strategy, and can also use the search control strategy to interpolate under the condition that certain search control strategies can ensure the vehicle control safety, determine other search control strategies and re-execute the method to judge whether the search control strategy constructed by interpolation is also the safety control strategy for ensuring the vehicle.

In the embodiment of the disclosure, after determining the to-be-cached stopping control strategy, the computing device may then select one control strategy from the to-be-cached stopping control strategies as the actually executed control strategy.

In some embodiments, where the candidate slow stop control strategy is plural, the controlling the vehicle using the slow stop control strategy at S140 may include S141-S142.

S141: and calculating a loss function when the vehicle is controlled by adopting each candidate control strategy.

S142: and selecting a candidate control strategy with the minimum loss function as an actually executed slow stop control strategy.

The loss function is a comprehensive function representing the magnitude of the adjustment angle of the steering angle of the vehicle and the magnitude of the change in the speed of the vehicle. In a specific implementation, the corresponding loss function may be obtained by assigning a weighting weight to each of the steering angle adjustment angle and the deceleration of the vehicle, and then performing weighted summation using the weighting weights.

After obtaining the loss function of each candidate control strategy, the candidate control strategy with the smallest loss function can be selected as the actually executed slow stop control strategy.

By adopting the candidate control strategy with the minimum loss function as the actually executed slow stop control strategy, the stability of the speed reduction can be ensured as much as possible, and the problems of larger yaw, cargo movement and cargo extrusion of the vehicle can be avoided.

Fig. 2 is a flow chart of a vehicle control method provided by some embodiments of the present disclosure. As shown in fig. 2, in some embodiments of the present disclosure, after controlling the vehicle using the slow stop control strategy, the computing device may also perform S210-S260 as follows.

S210: a collision detection profile of the vehicle is determined.

The collision detection profile is a virtual vehicle profile that determines whether a collision has occurred after the vehicle is controlled using a slow stop control strategy. The collision detection profile may be a profile of a vehicle body side edge or a profile obtained by laterally widening a vehicle side wall. Preferably, the collision detection profile is a profile obtained by virtually widening the vehicle body lateral direction.

It should be noted that in practice, the collision detection profile should be at least slightly smaller than the safety margin profile described above to avoid that the above-identified tie-down control strategy is not useful.

In some embodiments, the computing device determines the first widening width using S211.

S211: and taking the second preset size as the second widened width when the first minimum transverse distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to the first threshold distance.

The second preset size is preset to be the width of the lateral widening treatment of the side wall of the vehicle when the vehicle is controlled to continue running by adopting the slow stop control strategy. The second preset size is preset.

In still other embodiments, the computing device may determine the first widening width using S212-S213.

S212: the lateral speed and the lateral movement direction of the vehicle are obtained when the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to a first threshold distance.

S213: and calculating a second calculated size corresponding to the side based on the lateral velocity, the reaction delay time, and the weighting coefficient, and taking the second calculated size as a second widened width of the side corresponding to the lateral movement direction.

The explanation of the lateral speed, the lateral movement direction, and the set delay time of the vehicle is referred to above, and will not be repeated here.

After the lateral velocity is obtained, the lateral velocity, the set delay time, and the weighting coefficient are multiplied to obtain a second calculated size corresponding to the one side in the lateral movement direction. The second calculated dimension may then be taken as a second widening width.

In the embodiment of the disclosure, the weighting coefficient is set to be smaller than 1, and the corresponding second widened width is necessarily smaller than the first widened width, so that the collision detection profile of a certain side of the vehicle is ensured to be positioned within the safety margin profile.

In still other embodiments, the computing device may determine the first widening width using S214-S215.

S214: and under the condition that the first minimum transverse distance from one side wall of the vehicle to the corresponding side obstacle is smaller than a first threshold distance, subtracting the second spacing distance from the first minimum transverse distance to obtain a second calculated size.

S215: the second calculated dimension is taken as a second widening width.

The second separation distance is a preset separation distance. Which is used to characterize the distance separating the safety detection profile on the vehicle side in the respective case from the corresponding side obstacle. It should be noted that the second standoff is greater than the first standoff.

After determining the collision detection profile, the computing device may perform S220 as follows.

S220: and carrying out driving simulation based on the collision detection profile, the creep control strategy, structural characteristic parameters of the vehicle and real-time kinematic parameters of the vehicle, and determining the position of the collision detection profile at the subsequent moment.

The subsequent time is the time when the vehicle continues to travel on the continued travel section.

In S220, the driving simulation is performed based on the collision detection profile, the creep control strategy, the vehicle structural parameter and the real-time kinematic parameter of the vehicle, which may be that the driving simulation is performed by using the creep control strategy, the vehicle structural parameter and the real-time kinematic parameter of the vehicle, to determine the positions of the respective axles of the vehicle, and then the positions of the collision detection profile are determined based on the axles and the collision detection profile.

S230: and acquiring the subsequent environment sensing data at the subsequent moment.

In the embodiment of the present disclosure, the subsequent environmental awareness data at the subsequent time is obtained by using the sensor and the method described in the foregoing, and will not be described again herein, and may be specifically referred to in the foregoing description.

S240: predicting whether the vehicle collides with the subsequently detected side obstacle at the subsequent moment based on the position of the collision detection contour at the subsequent moment and the subsequent environment sensing data; if not, executing S250; if yes, execution proceeds to S260.

S250: and continuously adopting a creep control strategy to control the vehicle.

S260: and controlling the sudden stop braking of the vehicle.

After determining the subsequent context awareness data, the location of the subsequently detected obstacle may then be determined from the subsequent context awareness data (where the obstacle is not limited to just the aforementioned side obstacle, some of the preceding side obstacles may also become a car front obstacle).

After determining the position of the subsequently detected obstacle, an intersection is obtained from the position of the collision detection profile and the position of the obstacle, and it can be predicted whether the vehicle collides with the subsequently detected obstacle at the subsequent moment. If it is predicted that no collision will occur, S250 may be continued, and if it is predicted that a collision will occur, S260 may be performed to determine that a hazard will occur, thus controlling the vehicle scram brake.

In addition to providing the foregoing vehicle control method, the embodiments of the present disclosure also provide a vehicle control apparatus that implements the foregoing vehicle control method. The vehicle control device can solve the problems solved by the vehicle control method and achieve the corresponding effects.

Fig. 3 is a schematic structural view of a vehicle control apparatus provided in an embodiment of the present disclosure. As shown in fig. 3, a vehicle control apparatus 300 provided by an embodiment of the present disclosure includes an alarm judging unit 301, a distance calculating unit 302, a policy retrieving unit 303, and a vehicle control unit 304.

The alarm judging unit 301 is configured to judge whether the running state of the vehicle triggers a preset hazard alarm.

The distance calculating unit 302 is configured to determine, based on the environmental awareness data, a first minimum lateral distance from each side obstacle of the continuous driving road section to the side wall of the vehicle, where the side obstacle is an obstacle located outside the side wall of the vehicle, in a case where the alarm judging unit 301 triggers a preset dangerous alarm.

The strategy retrieving unit 303 is configured to determine whether there is a stopping control strategy for ensuring driving safety when a first minimum lateral distance from at least one side obstacle to a side wall of the vehicle is greater than or equal to a first threshold distance, where the stopping control strategy is a stopping strategy for avoiding collision with the side obstacle and releasing a preset hazard warning, and the stopping control strategy includes a steering angle adjustment angle and a deceleration, where the steering angle adjustment angle is less than the steering angle adjustment threshold, and the deceleration is less than the deceleration threshold.

The vehicle control unit 304 is configured to control the vehicle using the slow stop control strategy in the case of having the slow stop control strategy.

In some embodiments, the alert determination unit 301 determines whether to trigger a preset hazard alert by any of the following ways 1-3.

1. Determining whether an obstacle is within a set distance in front of the vehicle based on the environmental awareness data; in the case of an obstacle in front of the vehicle, the running state of the vehicle is judged to trigger a preset dangerous alarm.

2. Determining whether a distance from the vehicle side wall to a lane line of the lane is smaller than a second threshold distance or whether the vehicle side wall is located outside the lane line based on the environment sensing data; and under the condition that the distance is smaller than a second threshold distance or the vehicle side wall is positioned outside the lane line, judging that the running state of the vehicle triggers a preset dangerous alarm.

3. Determining whether a first minimum lateral distance from the side obstacle of the at least one side to the side of the vehicle is less than a third threshold distance based on the environmental awareness data, the third threshold distance being less than the first threshold distance; and under the condition that the first minimum transverse distance is smaller than the third threshold distance, judging that the running state of the vehicle triggers a preset dangerous alarm.

In some embodiments, the vehicle control device 300 further includes a first contour widening unit, where the first contour widening unit is configured to perform contour widening processing on a side contour of the vehicle to obtain a safety margin contour. Correspondingly, the policy retrieving unit 303 determines whether there is a slow stop control policy based on the safety margin profile.

In some embodiments, the contour widening unit includes a first widening width determining subunit and a first contour determining subunit. The first widened width determination subunit is configured to determine a first widened width corresponding to one side of the vehicle. The first contour determination subunit is used for performing contour widening processing by using the side wall of one side as a reference and adopting a first widening width to obtain the safety margin contour of the vehicle on one side.

In some embodiments, the widening width determination subunit determines the first widening width in the following manner 1-3.

1. And in the case that the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to the first threshold distance, taking the first threshold distance as the first widened width.

2. Acquiring the lateral speed and the lateral movement direction of the vehicle under the condition that the first minimum lateral distance from one side wall of the vehicle to the corresponding side obstacle is greater than or equal to a first threshold distance; and calculating a corresponding first calculated size based on the transverse speed and a set delay time, wherein the first calculated size is used as a first widened width of a corresponding side of the transverse moving direction, and the set delay time is used as a delay time representing the sum of environment-aware data processing delay, strategy retrieval time delay of a control system and response delay of a vehicle steering braking system.

3. Subtracting the first spacing distance from the first minimum lateral distance to obtain a second calculated size under the condition that the first minimum lateral distance from the side wall of one side of the vehicle to the obstacle at the corresponding side is smaller than a first threshold distance; the second calculated dimension is taken as the first widening width.

In some embodiments, the policy retrieval unit 303 includes a retrieval policy determination subunit, a travel simulation safety judgment subunit, and a to-be-selected stop policy determination subunit.

The retrieval strategy determination subunit is used for determining a retrieval control strategy in a strategy retrieval range, and the strategy retrieval range is determined based on a steering adjustment threshold value and a deceleration threshold value;

the driving simulation safety judging subunit is used for carrying out driving simulation based on the environment sensing data, the retrieval control strategy, the structural characteristic parameters of the vehicle, the current kinematic parameters of the vehicle and the safety margin profile, and judging whether the vehicle can be controlled by adopting the retrieval control strategy to ensure driving safety or not;

the to-be-selected slow stop strategy determination subunit is used for determining to have a slow stop control strategy under the condition that the vehicle can be controlled by adopting the search control strategy to ensure the running safety, and taking the search control strategy as the to-be-selected slow stop control strategy.

In some embodiments, the vehicle control further includes a policy selection unit, where the policy selection unit is configured to calculate a loss function when the vehicle is controlled by using each of the candidate control policies, and select a candidate control policy with a minimum loss function as an actually executed slow stop control policy, where the candidate slow stop control policy is at least plural.

In some embodiments, the vehicle control apparatus 300 further includes a second contour widening unit, a position determining unit, and a collision detecting unit.

The second contour widening unit is used for determining a collision detection contour of the vehicle.

The position determining unit is used for performing driving simulation based on the collision detection profile, the creep control strategy, the structural characteristic parameters of the vehicle and the real-time kinematic parameters of the vehicle, and determining the position of the collision detection profile at the subsequent moment.

The collision detection unit is configured to predict whether the vehicle collides with the subsequently detected side obstacle at a subsequent time based on the position of the collision detection profile at the subsequent time and the subsequent environment awareness data.

The vehicle control unit 304 continues to control the vehicle by adopting the creep control strategy under the condition that the vehicle control unit judges that the vehicle cannot collide with the side obstacle detected later at the subsequent moment; and controlling the vehicle scram braking in the case of determining that a collision with a subsequently detected side obstacle occurs at a subsequent time.

In some embodiments, the second contour widening unit includes a second widening width determining subunit and a second contour determining subunit. The second widened width determining subunit is used for acquiring a second widened width corresponding to one side of the vehicle; the second contour determination subunit is used for performing contour widening processing by using the side wall of one side as a reference and adopting a second widening width to obtain a collision detection contour of the vehicle on one side.

In some embodiments, the second widened width determination subunit determines the corresponding second widened width of the vehicle side using the following methods 1-3.

1. And taking the second preset size as the second widened width when the first minimum transverse distance from the side wall of the vehicle to the corresponding side obstacle is greater than or equal to the first threshold distance.

2. Acquiring the lateral speed of the vehicle under the condition that the first minimum lateral distance from one side wall of the vehicle to the corresponding side obstacle is greater than or equal to a first threshold distance; and calculating a second calculated size corresponding to the one side based on the lateral velocity, the reaction delay time and the weighting coefficient, and taking the second calculated size as a second widening width, wherein the weighting coefficient is smaller than 1.

3. Subtracting the second spacing distance from the first minimum lateral distance to obtain a second calculated size under the condition that the first minimum lateral distance from the side wall of the vehicle to the corresponding side obstacle is smaller than a first threshold distance; the second calculated dimension is taken as a second widening width.

The embodiment of the disclosure also provides a computing device for realizing the vehicle control method. Fig. 4 is a schematic structural diagram of a computing device provided by an embodiment of the present disclosure. Referring now in particular to FIG. 4, a schematic diagram of a computing device 400 suitable for use in implementing embodiments of the present disclosure is shown. The computing device illustrated in fig. 4 is merely an example and should not be taken as limiting the functionality and scope of use of embodiments of the present disclosure.

As shown in fig. 4, the computing device 400 may include a processing means (e.g., a central processor, a graphics processor, etc.) 401, which may perform various suitable actions and processes in accordance with programs stored in a read-only memory ROM402 or loaded from a storage 408 into a random access memory RAM 403. In RAM403, various programs and data required for the operation of computing device 400 are also stored. The processing device 401, the ROM402, and the RAM403 are connected to each other by a bus 404. An input/output I/O interface 405 is also connected to bus 404.

In general, the following devices may be connected to the I/O interface 405: input devices 405 including, for example, cameras, lidars, millimeter wave radar, ultrasonic radar, inertial measurement units, differential positioning sensors, and the like; an output device 407 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 408 including, for example, magnetic tape, hard disk, etc.; and a communication device 409. The communications apparatus 409 may allow the computing device 400 to communicate wirelessly or by wire with other devices to exchange data. While fig. 4 illustrates a computing device 400 having various means, it is to be understood that not all illustrated means are required to be implemented or provided. More or fewer devices may be implemented or provided instead.

In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a non-transitory computer readable medium, the computer program comprising program code for performing the method shown in the flow chart. In such an embodiment, the computer program may be downloaded and installed from a network via communications device 409, or from storage 408, or from ROM 402. The above-described functions defined in the methods of the embodiments of the present disclosure are performed when the computer program is executed by the processing device 401.

It should be noted that the computer readable medium described in the present disclosure may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this disclosure, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, fiber optic cables, RF (radio frequency), and the like, or any suitable combination of the foregoing.

The computer readable medium may be embodied in the computing device; or may exist alone without being assembled into the computing device. The computer readable medium carries one or more programs which, when executed by the computing device, cause the computing device to: judging whether the running state of the vehicle triggers a preset dangerous alarm or not; under the condition of triggering the preset dangerous alarm, determining a first minimum lateral distance from side obstacles on each side of a continuous driving road section to a vehicle side wall based on environment perception data, wherein the side obstacles are located outside the vehicle side wall; judging whether a stopping control strategy for ensuring the running safety is available or not under the condition that the first minimum transverse distance from at least one side obstacle to the side wall of the vehicle is larger than or equal to a first threshold distance, wherein the stopping control strategy is a stopping strategy for avoiding collision with the side obstacle and relieving the preset dangerous alarm, the stopping control strategy comprises a steering angle adjustment angle and deceleration, the steering angle adjustment angle is smaller than a steering angle adjustment threshold value, and the deceleration is smaller than a deceleration threshold value; and under the condition of the slow stop control strategy, adopting the slow stop control strategy to control the vehicle.

Computer program code for carrying out operations of the present disclosure may be written in one or more programming languages, including, but not limited to, an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the tester computer, partly on the tester computer, as a stand-alone software package, partly on the tester computer and partly on a remote computer or entirely on the remote computer or server. In the case of remote computers, the remote computer may be connected to the tester computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (e.g., connected through the internet using an internet service provider).

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The units involved in the embodiments of the present disclosure may be implemented by means of software, or may be implemented by means of hardware. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.

The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a Complex Programmable Logic Device (CPLD), and the like.

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

The embodiments of the present disclosure further provide a computer readable storage medium, where a computer program is stored, where when the computer program is executed by a processor, the method of any of the foregoing method embodiments may be implemented, and the implementation manner and the beneficial effects are similar, and are not repeated herein.

It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.

The above is merely a specific embodiment of the disclosure to enable one skilled in the art to understand or practice the disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown and described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method characterized by comprising:

2. The method of claim 1, wherein determining whether the vehicle driving condition triggers a preset hazard warning comprises:

3. The method of claim 1, wherein prior to determining whether there is a limp-home control strategy that ensures travel safety, the method further comprises:

4. A method according to claim 3, wherein said performing a contour widening process on said vehicle side contour to obtain a safety margin contour comprises:

determining a first widened width corresponding to one side of the vehicle;

5. The method of claim 4, wherein the determining a corresponding first widened width of the vehicle side comprises:

6. The method of claim 4, wherein the determining a corresponding first widened width of the vehicle side comprises:

the second calculated dimension is taken as the first widening width.

7. The method of any one of claims 1-6, wherein after said controlling the vehicle with the lead control strategy, the method further comprises:

Determining a collision detection profile of the vehicle;

8. A vehicle control apparatus characterized by comprising:

9. A computing device comprising a processor and a memory, the memory for storing a computer program;

the computer program, when loaded by the processor, causes the processor to perform the vehicle control method as claimed in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that the storage medium stores a computer program, which when executed by a processor causes the processor to implement the vehicle control method according to any one of claims 1 to 7.