CN114248783B - Vehicle auxiliary control method and device, map acquisition method and server - Google Patents

Abstract

The embodiment of the present invention provides a vehicle auxiliary control method and device, a map acquisition method and a server, wherein the vehicle auxiliary control method includes: obtaining a real-time safety map, vehicle posture information and vehicle structure data, the real-time safety map includes multiple real-time areas and the real-time safety level corresponding to each real-time area; according to the vehicle posture information and vehicle structure data, determining the P key point position information of the P preset key points on the vehicle, the P preset key points correspond to the P key point position information one by one, and P is a positive integer; according to the real-time safety map and the P key point position information, determining the real-time safety level corresponding to the real-time area where the P preset key points are respectively located; according to the real-time safety level corresponding to the real-time area where the P preset key points are respectively located, determining the vehicle auxiliary control strategy. The embodiment of the present invention can effectively improve the prevention effect of safety accidents and improve the driving safety of vehicles.

Description

Vehicle auxiliary control method and device, map acquisition method and server

Technical Field

The present invention relates to the field of vehicle safety technology, and in particular to a vehicle auxiliary control method and device, a map acquisition method and a server.

Background technique

In road traffic, vehicles often deviate from their normal driving routes or encounter safety accidents after entering some special sections of roads. For example, safety accidents are more likely to occur when vehicles enter non-motorized vehicle lanes or enter school sections. In the prior art, corresponding danger levels are usually assigned in advance for different geographical location ranges, and the danger level of the vehicle is determined according to the geographical location range corresponding to the vehicle's driving position to issue an early warning to prevent the above safety accidents. However, when determining the corresponding danger level for the vehicle's driving position, the prior art often lacks consideration of the vehicle's actual driving conditions, resulting in poor safety accident prevention effects.

Summary of the invention

Embodiments of the present invention provide a vehicle auxiliary control method and device, a map acquisition method and a server to solve the problem that the prior art often lacks consideration of the actual driving conditions of the vehicle when determining the corresponding danger level according to the driving position of the vehicle, resulting in poor safety accident prevention effect.

In order to solve the above-mentioned technical problems, the present invention is achieved as follows:

In a first aspect, an embodiment of the present invention provides a vehicle auxiliary control method, the method comprising:

Acquire a real-time safety map, vehicle posture information, and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas;

Determine, according to the vehicle posture information and the vehicle structure data, P key point position information of P preset key points on the vehicle, the P preset key points correspond one-to-one to the P key point position information, and P is a positive integer;

Determine, according to the real-time safety map and the location information of the P key points, the real-time safety level corresponding to the real-time area where the P preset key points are respectively located;

The vehicle auxiliary control strategy is determined according to the real-time safety levels corresponding to the real-time areas where the P preset key points are respectively located.

In a second aspect, an embodiment of the present invention further provides a map acquisition method, which is applied to a server, and the method includes:

Acquire an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas;

Adjusting the initial safety map according to the adjustment information to obtain a real-time safety map;

The real-time safety map is sent to a vehicle, and the real-time safety map is used by the vehicle to determine a vehicle auxiliary control strategy according to the real-time safety map.

In a third aspect, an embodiment of the present invention further provides a vehicle auxiliary control device, comprising:

A first acquisition module is used to acquire a real-time safety map, vehicle posture information and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas;

A first determination module is used to determine P key point position information of P preset key points on the vehicle according to the vehicle posture information and the vehicle structure data, wherein the P preset key points correspond to the P key point position information one by one, and P is a positive integer;

A second determination module is used to determine the real-time safety level corresponding to the real-time area where the P preset key points are respectively located according to the real-time safety map and the position information of the P key points;

The third determination module is used to determine the vehicle auxiliary control strategy according to the real-time safety level corresponding to the real-time area where the P preset key points are respectively located.

In a fourth aspect, an embodiment of the present invention further provides a server, including:

A second acquisition module is used to acquire an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas;

A third acquisition module, configured to adjust the initial safety map according to the adjustment information to obtain a real-time safety map;

The sending module is used to send the real-time safety map to the vehicle, and the real-time safety map is used by the vehicle to determine the vehicle auxiliary control strategy according to the real-time safety map.

In a fifth aspect, an embodiment of the present invention further provides a terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above method when executing the computer program.

In a sixth aspect, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and the computer program implements the above method when executed by a processor.

The vehicle auxiliary control method provided by the embodiment of the present invention obtains the real-time safety map and the vehicle posture information, determines the key point position information of each preset key point on the vehicle according to the vehicle posture information and the vehicle structure data, determines the real-time safety level corresponding to each preset key point according to the real-time area and the corresponding real-time safety level of the key point position information in the real-time safety map, and determines the vehicle auxiliary control strategy accordingly. The embodiment of the present invention can dynamically determine the real-time area and its corresponding real-time safety level using the real-time safety map, which helps to adapt to the changing driving environment in the actual scene; at the same time, the vehicle auxiliary control strategy is determined based on the real-time safety level corresponding to each preset key point on the vehicle, which helps to better grasp the actual driving state of the vehicle; by fully considering the actual driving conditions such as the vehicle's driving environment and actual driving state, the prevention effect of safety accidents can be effectively improved, and the driving safety of the vehicle can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a flow chart of a vehicle auxiliary control method provided by an embodiment of the present invention;

FIG2 is a flow chart of a map acquisition method provided by an embodiment of the present invention;

FIG3 is a flow chart of a specific application scenario of the vehicle auxiliary control method according to an embodiment of the present invention;

FIG4 is a schematic diagram of the structure of a vehicle auxiliary control device provided by an embodiment of the present invention;

FIG5 is a schematic diagram of the structure of a server provided in an embodiment of the present invention.

Detailed ways

In order to make the technical problems, technical solutions and advantages to be solved by the present invention clearer, the following will be described in detail in conjunction with the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help fully understand the embodiments of the present invention. Therefore, it should be clear to those skilled in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. In addition, for clarity and brevity, the description of known functions and structures is omitted.

Unless otherwise defined, the technical or scientific terms used in the present invention shall have the common meanings understood by persons with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, the words "one" or "an" and similar words do not indicate a quantity limitation, but indicate the existence of at least one.

As shown in FIG1 , the vehicle auxiliary control method provided by the embodiment of the present invention includes:

Step 101, obtaining a real-time safety map, vehicle posture information, and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas;

Step 102, determining P key point position information of P preset key points on the vehicle according to the vehicle posture information and the vehicle structure data, wherein the P preset key points correspond to the P key point position information one by one, and P is a positive integer;

Step 103, determining the real-time safety levels corresponding to the real-time areas where the P preset key points are located respectively according to the real-time safety map and the position information of the P key points;

Step 104 , determining a vehicle auxiliary control strategy according to the real-time safety levels corresponding to the real-time areas where the P preset key points are located.

In this embodiment, the real-time safety map can be considered as a dynamically changing safety map, that is, the scope of the real-time area in the safety map, and/or the safety level corresponding to the real-time area (corresponding to the above-mentioned real-time safety level), etc., can be dynamically changing. As for the safety level, it can be understood as the level of safety. For example, the safety level can be represented from high to low safety through "safe driving area", "warning area", "warning area" and "high-risk area"; or, the safety level can be represented as "level one", "level two", etc.; or, the safety level can also be reflected in the form of a score; the specific representation form of the safety level is not limited here.

As for the dynamic change process of the real-time safety map, for example, for a school, in sunny weather and during school hours, the motor vehicle lanes within 100 meters around the school's location can be determined as the real-time area, and the real-time safety level corresponding to the real-time area is the warning area; in rainy weather and during school hours, the range of the real-time area can be adjusted to 150 meters around the school's location; or in non-school hours, the real-time safety level of the real-time area can be adjusted to the safe driving area. Of course, this is just an example of the implementation method of the real-time safety map. In actual applications, the adjustment method of the real-time safety map can be determined as needed.

The vehicle posture information mainly includes the vehicle's location information and attitude information, which can be obtained through the vehicle's navigation and positioning system, such as the GNSS/IMU system. The GNSS/IMU system can be considered as a high-precision positioning system based on the Global Navigation Satellite System (GNSS) and the Inertial Measurement Unit (IMU).

Generally speaking, the above vehicle location information specifically corresponds to the location information of the positioning device, such as the combined navigation sensor on the vehicle, which is usually located at the center of the vehicle; in actual application scenarios, the combined navigation sensor on the vehicle may be in the safe area, while some key points on the vehicle, such as the left front corner or right front corner of the vehicle, are in the unsafe area, which may cause a safety accident. It is easy to understand that the above safe area and unsafe area can be divided based on the above safety levels.

In this embodiment, the key point position information of the preset key points on the vehicle is determined based on the vehicle posture information and the vehicle structure data. Specifically, the preset key points can be several position points on the vehicle body, for example, at least one of the left front corner, right front corner, front point, left rear corner, right rear corner and other position points of the vehicle. For the vehicle structure data, it can be reflected as the relative position relationship between the vehicle-based combined navigation sensor and the above-mentioned preset key points in the vehicle body coordinate system. After the position information of the vehicle-based combined navigation sensor, the vehicle posture information and the vehicle structure data are determined, the geographical location of the preset key points can be determined by means of coordinate conversion, that is, the above-mentioned key point position information can be determined.

Of course, in actual applications, the location of the vehicle's combined navigation sensor on the vehicle body can itself be used as a preset key point.

After obtaining the key point location information of a preset key point, the real-time area where the preset key point is located can be determined in combination with the real-time safety map; and since each real-time area has a corresponding real-time safety level, the real-time safety level corresponding to the real-time area where the preset key point is located can be determined. For ease of explanation, it is hereinafter referred to as the real-time safety level corresponding to the preset key point.

For P preset key points, each preset key point has a corresponding real-time safety level, and the real-time safety levels corresponding to the P preset key points respectively, determining the vehicle auxiliary control strategy may refer to determining the vehicle auxiliary control strategy based on the lowest safety level among the P real-time safety levels corresponding to the P preset key points, or based on the safety level that appears most frequently among the P real-time safety levels, or based on a method similar to taking an average value, etc., and no specific limitation is made here.

As for the vehicle auxiliary control strategy, it can be prompting, active deceleration, emergency braking, etc., and no specific limitation is made here.

In combination with the above description, it can be seen that in the process of determining the vehicle auxiliary control strategy, this embodiment takes into account two types of actual driving conditions: the vehicle's external driving environment and its own driving status. Specifically, on the one hand, by obtaining a real-time dynamic map, it helps to further consider the influence of factors such as weather, time, etc. in the external driving environment on the division of the geographical location area and the determination of the safety level. On the other hand, combined with the vehicle posture information and other information related to the vehicle's own driving status, the key point position information of each preset key point of the vehicle itself and the corresponding real-time safety level are determined.

It is worth emphasizing that the vehicle auxiliary control method in this embodiment can be applied in the vehicle or in the server; in other words, the implementation of the above vehicle auxiliary control method can be based on the operation of the hardware device on the vehicle or on the operation of the hardware device on the server, which is not specifically limited here. The vehicle auxiliary control strategy obtained by the implementation of the above method can ultimately act on the relevant actuators on the vehicle to ensure the driving safety of the vehicle. This will be explained in detail below.

The vehicle auxiliary control method provided by the embodiment of the present invention obtains the real-time safety map and the vehicle posture information, determines the key point position information of each preset key point on the vehicle according to the vehicle posture information and the vehicle structure data, determines the real-time safety level corresponding to each preset key point according to the real-time area and the corresponding real-time safety level of the key point position information in the real-time safety map, and determines the vehicle auxiliary control strategy accordingly. The embodiment of the present invention can dynamically determine the real-time area and its corresponding real-time safety level using the real-time safety map, which helps to adapt to the changing driving environment in the actual scene; at the same time, the vehicle auxiliary control strategy is determined based on the real-time safety level corresponding to each preset key point on the vehicle, which helps to better grasp the actual driving state of the vehicle; by fully considering the actual driving conditions such as the vehicle's driving environment and actual driving state, the prevention effect of safety accidents can be effectively improved, and the driving safety of the vehicle can be improved.

Optionally, the above vehicle auxiliary control method may be applied to a vehicle. In this case, in step 101, obtaining a real-time safety map includes:

Receive a real-time safety map sent by a server, wherein the server is used to divide a plurality of initial areas for a high-precision map, determine a corresponding initial safety level for each of the initial areas to obtain an initial safety map, and the server is also used to adjust the initial safety map according to the acquired adjustment information to obtain the real-time safety map.

In this embodiment, the real-time safety map comes from the server, that is, the server can be used to generate the real-time safety map and send data related to the real-time safety map to the vehicle.

Specifically, the server can pre-divide the geographical location area based on the high-precision map, for example, divide the corresponding initial area according to the location of the conventional motor vehicle lane, non-motor vehicle lane, sidewalk, lane near the school, lane near the bridge, etc. in the high-precision map. Each initial area can be assigned an initial safety level.

The server here may refer to a cloud platform, a road side unit (RSU), or a combination of a cloud platform and a road side unit, etc., and is not specifically limited here.

In one example, the above safety levels can be represented by "safe driving zone", "alert zone", "warning zone" and "high-risk zone"; for example, areas such as non-motor vehicle lanes that motor vehicles should not enter under normal circumstances and which are prone to cause accidents after entering can be divided into warning zones, areas such as sidewalks that may cause major safety accidents after motor vehicles enter can be divided into high-risk zones, and ordinary areas where motor vehicles are allowed to drive, such as the above-mentioned conventional motor vehicle lanes, can be divided into safe driving zones.

After the initial area division and initial safety level determination for the high-precision map, the above-mentioned initial safety map can be obtained. Considering the real-time and diversity of the traffic environment, the initial safety map can be adjusted in combination with some factors affecting the traffic environment. It is easy to understand that the factors affecting the traffic environment can be, for example, the weather, time, etc. mentioned above, which can be determined according to actual needs and are not listed here one by one. The information corresponding to these factors constitutes the above-mentioned adjustment information.

In some examples, the initial safety map may be adjusted by adjusting the area boundary between two adjacent initial areas among multiple initial areas to update them into real-time areas; or adjusting the initial safety level of a specific initial area to update it into a real-time safety level; or directly increasing or decreasing the number of divided areas, etc.

After the server adjusts the initial safety map by adjusting the information, a real-time safety map can be obtained and sent to the vehicle.

In this embodiment, obtaining the real-time safety map through the server helps to integrate the initial safety map and the adjustment information with the help of a server with relatively strong computing power, thereby improving the efficiency of generating the real-time safety map. In addition, the real-time safety map can be stored on the server for easy updating and acquisition. Correspondingly, the vehicle itself only needs to receive the data related to the real-time safety map sent by the server, without the need for the vehicle to calculate the adjustment information, thereby reducing the demand for the processing performance of the hardware equipment carried by the vehicle itself.

In some preferred implementations, the initial safety map and the real-time safety map obtained by adjusting it can be obtained on the basis of existing open source high-precision maps, which can avoid the waste of manpower, material resources and time caused by the huge workload of map collection.

In a feasible implementation scheme, the vehicle can also download an initial safety map locally, and adjust the initial safety map based on time, weather information obtained from the network, etc. to obtain a real-time safety map; so as to adapt to applications in serverless scenarios such as the testing phase, or to applications in scenarios where a network connection failure occurs between the vehicle and the server. In some examples, the initial safety map can also be determined based on the vehicle type. For example, for some road areas near rivers, lakes, and seas, vehicles such as school buses and public transportation can be divided into high-risk areas, while small private cars can be divided into safe driving areas.

Compared with the previous embodiment, in this embodiment, the above vehicle auxiliary control method can also be applied to the server. Accordingly, the step 101 of obtaining the real-time safety map, vehicle posture information and vehicle structure data includes:

Acquire an initial safety map and adjustment information as well as vehicle posture information and vehicle structure data sent by the vehicle, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas; adjust the initial safety map according to the adjustment information to obtain the real-time safety map;

In step 104, after determining the vehicle auxiliary control strategy according to the real-time safety levels corresponding to the real-time areas where the P preset key points are located, the method further includes:

The vehicle assistance control strategy is sent to the vehicle.

The method of adjusting the initial safety map according to the adjustment information to obtain the real-time safety map has been described in detail in the previous embodiment and will not be repeated here. The difference between this embodiment and the previous embodiment is that the determination process of the vehicle auxiliary control strategy is performed in the server, and the server can directly send the vehicle auxiliary control strategy to the vehicle for execution by the vehicle.

Specifically, the vehicle can send its own vehicle posture information and vehicle structure data to the server, which will calculate the preset key points of the vehicle and their position information, determine the real-time safety level corresponding to each preset key point, and further determine the vehicle auxiliary control strategy and send it to the vehicle.

It is easy to understand that in actual applications, when a vehicle communicates with a server, it can simultaneously send its own identity information to the server, and the server can subsequently send the vehicle auxiliary control strategy to the corresponding vehicle based on the identity information.

Similar to the above embodiment, the server here may refer to a cloud platform, or a roadside unit, or a combination of a cloud platform and a roadside unit, etc., and is not specifically limited here.

Based on the above description, it can be seen that in this embodiment, the vehicle auxiliary control strategy can be determined by a server with strong computing power, thereby further reducing the demand for vehicle computing power.

Optionally, the adjustment information includes at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information.

The present embodiment is described below in conjunction with some application scenarios:

Based on the time information, the motor vehicle lanes near schools during school hours can be set as warning zones, while the motor vehicle lanes outside school hours can be set as safe driving zones to improve traffic efficiency.

According to weather information (the current weather information is obtained through the Internet), when the weather is good and visibility is high, the boundaries of each initial area remain unchanged; when the weather is bad and visibility is low, the scope of the safety zone needs to be reduced and the scope of the warning zone needs to be expanded to ensure driving safety and reduce the accident rate. At this time, the boundaries of each area need to be adaptively expanded or reduced according to the severity of the weather. For example, two sets of boundary thresholds can be manually pre-set, and the quantized parameter values that can represent the weather conditions can be used as the coefficient values of the boundary formula to obtain the regional boundaries that are adaptively adjusted according to the weather conditions.

Based on special events or important activities known in advance in certain areas, such as exams, sports activities, etc., the server administrator will manually adjust the area level of the corresponding time period. For example, during the exam period, the motor vehicle lanes near the school will be upgraded from the usual safe driving area to a warning area.

The roadside unit is used to obtain the traffic and pedestrian flow in the road environment, and the safety level of the corresponding area is automatically adjusted according to the changes in traffic and pedestrian flow. For example, when the traffic flow in the safe driving area increases to a value greater than the set threshold, the safe driving area will be automatically upgraded to a warning area; when the traffic flow in the area drops below the threshold, it will automatically be downgraded from a warning area to a safe driving area.

In combination with the above application scenarios, it can be seen that the present embodiment can select the type of adjustment information according to actual needs, which is helpful for coping with complex traffic environments and improving the rationality of the vehicle auxiliary control strategy determination process.

Optionally, the vehicle posture information includes position and posture information of a combined navigation sensor on the vehicle;

The step 102, determining the position information of P key points of P preset key points on the vehicle according to the vehicle posture information and the vehicle structure data, includes:

Determining the relative offset between each of the preset key points and the combined navigation sensor on the vehicle according to the vehicle structure data;

The position information of each of the preset key points is determined according to the relative offset and the position and posture information of the combined navigation sensor on the vehicle.

As mentioned above, the vehicle posture information can directly reflect the position information and posture information of the positioning device of the vehicle-mounted combined navigation sensor, that is, the position and posture information described herein. Since the vehicle body is basically a rigid body, the relative position relationship between the vehicle-mounted combined navigation sensor and each preset key point is often fixed in the vehicle coordinate system. Therefore, the vehicle structure data here can be expressed as the position of each preset key point of the vehicle relative to the vehicle-mounted combined navigation sensor. The posture of each preset key point of the vehicle is consistent with that of the vehicle-mounted combined navigation sensor. Therefore, only a simple three-dimensional translation is required, for example, by using the three-dimensional coordinates of the vehicle-mounted combined navigation sensor in the real-time safety map, plus the three-dimensional offset of each preset key point of the vehicle relative to the combined navigation sensor in the vehicle coordinate system, the actual position of each preset key point on the safety map can be obtained, that is, the position information of each preset key point is determined.

This embodiment can calculate the actual position of each preset key point of the vehicle in the safety map only through the structural data of the vehicle and the installation position of the positioning device on the vehicle, and the calculation process is relatively simple.

Of course, in some feasible implementations, positioning devices may be set at several preset key points to directly determine the location information of these preset key points in the safety map; but relatively speaking, the cost of purchasing and installing the positioning devices is increased.

Optionally, the step 104, determining the vehicle auxiliary control strategy according to the real-time safety levels corresponding to the real-time areas where the P preset key points are located, includes:

Obtaining the lowest security level among the real-time security levels corresponding to the real-time areas where the P preset key points are respectively located;

The vehicle auxiliary control strategy is determined according to the correspondence between the minimum safety level and the preset safety level auxiliary control strategy.

In actual application scenarios, the center of the vehicle and some preset key points of the vehicle may be located in areas with different safety levels; for example, the left front corner or right front corner of the vehicle has reached the warning area, but the integrated navigation sensor on the vehicle indicates that the vehicle is in a safe driving area. In these cases, the vehicle may actually be in a state prone to safety accidents, but the vehicle cannot warn the driver in time or adjust the driving strategy autonomously.

In this embodiment, on the one hand, the real-time safety levels corresponding to the real-time areas where the P preset key points are located are obtained respectively. Compared with only knowing the location of the center of the vehicle, it is more accurate to determine which safety level area the entire vehicle body is in, avoiding accidents caused by making wrong or delayed decisions. On the other hand, for the P real-time safety levels finally obtained, the lowest safety level is selected to determine the vehicle auxiliary control strategy, which helps to effectively ensure the safety of vehicle driving.

The above-mentioned preset safety level auxiliary control strategy correspondence relationship can be understood as the correspondence relationship between the preset safety level and the vehicle auxiliary control strategy.

For example, when the safety level is in the safe driving zone, the vehicle auxiliary control strategy is not to perform any operation; when the safety level is in the warning zone, the vehicle auxiliary control strategy is to prompt deceleration; when the safety level is in the warning zone, the vehicle auxiliary control strategy is to warn and actively decelerate; when the safety level is in the high-risk zone, the vehicle auxiliary control strategy is emergency braking and reporting an alarm. Accordingly, the process of determining the vehicle auxiliary control strategy in this embodiment is: when the preset key points of the vehicle are completely in the safe driving zone, no operation is performed; and when the lowest safety level corresponding to the P preset key points of the vehicle is not in the safe driving zone, the vehicle is controlled according to the vehicle auxiliary control strategy corresponding to the lowest safety level.

As shown in FIG. 2 , an embodiment of the present invention further provides a map acquisition method applied to a server, comprising:

Step 201, obtaining an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas;

Step 202, adjusting the initial safety map according to the adjustment information to obtain a real-time safety map;

Step 203: sending the real-time safety map to the vehicle, wherein the real-time safety map is used by the vehicle to determine a vehicle auxiliary control strategy according to the real-time safety map.

For the initial safety map, the geographical location area can be pre-divided for the existing map. For example, the locations of conventional motor vehicle lanes, non-motor vehicle lanes, sidewalks, lanes near schools, lanes near bridges, etc. in the high-precision map are used to divide the corresponding initial areas. Each initial area can be assigned an initial safety level. In one example, the above-mentioned existing map can be an open source high-precision map such as Baidu Maps, Google Maps or Amap.

The adjustment information may refer to information about factors that affect the traffic environment, such as weather information, time information, etc., which can be determined according to actual needs and will not be listed here one by one.

In some examples, the initial security map may be adjusted by adjusting the area boundary between two adjacent initial areas among multiple initial areas; or adjusting the initial security level of a specific initial area; or directly increasing or decreasing the number of divided areas, etc.

After the server adjusts the initial safety map by adjusting the information, it can obtain the real-time safety map and send it to the vehicle. The subsequent vehicle can determine the vehicle auxiliary control strategy based on the received real-time safety map. For example, the real-time safety map can include multiple real-time areas and the real-time safety level corresponding to each real-time area. The vehicle can determine the vehicle auxiliary control strategy based on the real-time safety map and the real-time safety level of the real-time area in which it is located. It is worth noting that the initial area and the real-time area correspond to the area divisions in the initial safety map and the real-time safety map respectively. In actual applications, the two are usually different, but in some cases, they can be the same; accordingly, the connection between the initial safety level and the real-time safety level is also similar to the connection between the two areas, which will not be repeated here.

The map acquisition method applied to the server provided in the embodiment of the present invention acquires the initial safety map and adjustment information, uses the adjustment information to adjust the initial safety map, obtains the real-time safety map, and sends the real-time safety map to the vehicle for the vehicle to determine the vehicle auxiliary control strategy. The embodiment of the present invention uses the adjustment information to adjust the initial area and initial safety level in the initial safety map, which helps to fully consider various factors affecting the driving environment in the actual scene, dynamically adjust the safety map used for area division and safety classification, and thus effectively improve the prevention effect of safety accidents and improve the driving safety of the vehicle.

Optionally, the adjustment information includes at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information.

Taking time information as an example, based on the time information, the motor vehicle lanes near schools during school hours can be set as warning zones, while the motor vehicle lanes outside school hours can be set as safe driving zones to improve traffic efficiency.

Similarly, other types of adjustment information may also be used to adjust the initial area and the initial security level. For details, please refer to the above description, and examples will not be given here one by one.

This embodiment can select the type of adjustment information according to actual needs, which is helpful to cope with complex traffic environments and improve the rationality of the vehicle auxiliary control strategy determination process.

The following is a description of the specific implementation process of the vehicle auxiliary control method in the above embodiment in combination with a specific application scenario. Referring to FIG3 , in this specific application scenario, the server is a cloud platform, and specifically includes the following implementation steps:

1) The cloud platform obtains existing maps, such as existing open source high-precision maps;

2) Dynamic hierarchical security map of the cloud platform. Specifically, the cloud platform can dynamically determine the regional divisions in the security map and the security level of each area based on factors such as time and weather;

3) The cloud platform sends the dynamic hierarchical safety map to the vehicle. When the vehicle obtains the dynamic hierarchical safety map, it also obtains the vehicle positioning information;

4) The vehicle can calculate the positions of the key points of the vehicle body in the safety map by combining the vehicle positioning information and the positions of the key points of the vehicle body on the vehicle body;

5) Determine the area where each key point is located, that is, determine the security level corresponding to the area of each key point in the security map;

6) When all key points are located in the safe driving zone, no restrictions are imposed on the vehicle;

7) When at least one key point is located in the warning area, a slow-down prompt is issued;

8) When at least one critical point is in the warning zone, warn and actively slow down;

9) When there is at least one critical point in the high-risk area, emergency braking should be performed and the alarm should be reported.

Combined with the examples of the above embodiments and specific application scenarios, it can be seen that in the vehicle auxiliary control method provided by the embodiment of the present invention, on the first hand, it is proposed to construct a dynamically graded safety map. On the basis of grading the existing high-precision map, the safety level and regional boundaries of each area are dynamically adjusted according to actual needs, time periods, weather conditions and road conditions. Compared with the traditional graded map, which is difficult to cope with the ever-changing public transportation environment, the form of dynamic grading is more flexible and intelligent, and is more conducive to improving traffic efficiency and reducing the accident rate. On the second hand, it is proposed to locate the key points of the vehicle body. Only through the structural data of the vehicle body and the installation position of the positioning device on the vehicle, the actual position of each key point of the vehicle in the map can be calculated. Compared with the positioning of only knowing the center position of the vehicle, it can more accurately determine which safety level area the entire vehicle body is in, avoiding accidents caused by making wrong or delayed decisions. On the third hand, based on the existing network open source map, it avoids the waste of manpower, material resources and time caused by the huge workload of map collection.

As shown in FIG4 , an embodiment of the present invention further provides a vehicle auxiliary control device, including:

A first acquisition module 401 is used to acquire a real-time safety map, vehicle posture information and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas;

A first determination module 402 is used to determine P key point position information of P preset key points on the vehicle according to the vehicle posture information and the vehicle structure data, wherein the P preset key points correspond to the P key point position information one by one, and P is a positive integer;

A second determination module 403 is used to determine the real-time safety level corresponding to the real-time area where the P preset key points are respectively located according to the real-time safety map and the position information of the P key points;

The third determination module 404 is used to determine the vehicle auxiliary control strategy according to the real-time safety level corresponding to the real-time areas where the P preset key points are respectively located.

Optionally, when the above-mentioned vehicle auxiliary control device is applied to a vehicle, the first acquisition module 401 is also used to receive a real-time safety map sent by a server, wherein the server is used to divide the high-precision map into multiple initial areas, and determine a corresponding initial safety level for each of the initial areas to obtain an initial safety map, and the server is also used to adjust the initial safety map according to the acquired adjustment information to obtain the real-time safety map.

Optionally, when the above-mentioned vehicle auxiliary control device is applied to a server, the first acquisition module 401 is specifically used to acquire an initial safety map and adjustment information as well as vehicle posture information and vehicle structure data sent by the vehicle, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas; the initial safety map is adjusted according to the adjustment information to obtain the real-time safety map;

At the same time, the above-mentioned vehicle auxiliary control device also includes:

The second sending module is used to send the vehicle auxiliary control strategy to the vehicle.

Optionally, the adjustment information includes at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information.

Optionally, the vehicle posture information includes position and posture information of a combined navigation sensor on the vehicle;

The first determining module 402 includes:

A first determining unit, configured to determine a relative offset between each of the preset key points and the on-vehicle combined navigation sensor according to the vehicle structure data;

The second determining unit is used to determine the position information of each of the preset key points according to the relative offset and the position and posture information of the combined navigation sensor on the vehicle.

Optionally, the third determining module 403 includes:

An acquisition unit, used for acquiring the lowest security level among the real-time security levels corresponding to the real-time areas where the P preset key points are respectively located;

The third determining unit is used to determine the vehicle auxiliary control strategy according to the corresponding relationship between the minimum safety level and the preset safety level auxiliary control strategy.

It should be noted that the vehicle auxiliary control device is a device corresponding to the above-mentioned vehicle auxiliary control method. All implementation methods in the above-mentioned method embodiment are applicable to the embodiments of the device and can achieve the same technical effects.

As shown in FIG5 , an embodiment of the present invention further provides a server, including:

A second acquisition module 501 is used to acquire an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas;

A third acquisition module 502 is used to adjust the initial safety map according to the adjustment information to obtain a real-time safety map;

The first sending module 503 is used to send the real-time safety map to the vehicle, and the real-time safety map is used by the vehicle to determine the vehicle auxiliary control strategy according to the real-time safety map.

Optionally, the adjustment information includes at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information.

It should be noted that the server is a server corresponding to the above-mentioned map acquisition method, and all implementation methods in the above-mentioned method embodiment are applicable to the embodiment of the server and can achieve the same technical effect.

Optionally, an embodiment of the present invention further provides a terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned vehicle auxiliary control method when executing the computer program, or implements the above-mentioned map acquisition method applied to a server.

Optionally, an embodiment of the present invention further provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, it implements the above-mentioned vehicle auxiliary control method, or implements the above-mentioned map acquisition method applied to the server.

The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims (12)

1. A vehicle auxiliary control method, characterized in that the method comprises: Acquire a real-time safety map, vehicle posture information, and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas; Determine, according to the vehicle posture information and the vehicle structure data, P key point position information of P preset key points on the vehicle, the P preset key points correspond one-to-one to the P key point position information, and P is a positive integer; Determine, according to the real-time safety map and the location information of the P key points, the real-time safety level corresponding to the real-time area where the P preset key points are respectively located; The vehicle auxiliary control strategy is determined according to the real-time safety levels corresponding to the real-time areas where the P preset key points are respectively located. 2. The method according to claim 1, characterized in that the method is applied to a vehicle, and the step of obtaining a real-time safety map comprises: Receive a real-time safety map sent by a server, wherein the server is used to divide a plurality of initial areas for a high-precision map, determine a corresponding initial safety level for each of the initial areas to obtain an initial safety map, and the server is also used to adjust the initial safety map according to the acquired adjustment information to obtain the real-time safety map. 3. The method according to claim 1, characterized in that the method is applied to a server, and the acquisition of real-time safety maps, vehicle posture information and vehicle structure data comprises: Acquire an initial safety map and adjustment information as well as vehicle posture information and vehicle structure data sent by the vehicle, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas; adjust the initial safety map according to the adjustment information to obtain the real-time safety map; After determining the vehicle auxiliary control strategy according to the real-time safety levels corresponding to the real-time areas where the P preset key points are located, the method further includes: The vehicle assistance control strategy is sent to the vehicle. 4. The method according to claim 2 or 3 is characterized in that the adjustment information includes at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information. 5. The method according to any one of claims 1 to 3, characterized in that the vehicle posture information includes position and posture information of a combined navigation sensor on the vehicle; The determining, based on the vehicle posture information and the vehicle structure data, P key point position information of P preset key points on the vehicle includes: Determining the relative offset between each of the preset key points and the combined navigation sensor on the vehicle according to the vehicle structure data; The position information of each of the preset key points is determined according to the relative offset and the position and posture information of the combined navigation sensor on the vehicle. 6. The method according to any one of claims 1 to 3, characterized in that the determining of the vehicle auxiliary control strategy according to the real-time safety level corresponding to the real-time areas where the P preset key points are located respectively comprises: Obtaining the lowest security level among the real-time security levels corresponding to the real-time areas where the P preset key points are respectively located; The vehicle auxiliary control strategy is determined according to the correspondence between the minimum safety level and the preset safety level auxiliary control strategy. 7. A map acquisition method, applied to a server, characterized in that the method comprises: Acquire an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas; Adjusting the initial safety map according to the adjustment information to obtain a real-time safety map; Sending the real-time safety map to a vehicle, wherein the real-time safety map is used by the vehicle to determine a vehicle auxiliary control strategy according to the real-time safety map; The vehicle auxiliary control strategy is determined based on the vehicle auxiliary control method as described in any one of claims 1-6. 8 . The method according to claim 7 , wherein the adjustment information comprises at least one of time information, weather information, vehicle flow information, pedestrian flow information and event information. 9. A vehicle auxiliary control device, comprising: A first acquisition module is used to acquire a real-time safety map, vehicle posture information and vehicle structure data, wherein the real-time safety map includes a plurality of real-time areas and a real-time safety level corresponding to each of the real-time areas; A first determination module is used to determine P key point position information of P preset key points on the vehicle according to the vehicle posture information and the vehicle structure data, wherein the P preset key points correspond to the P key point position information one by one, and P is a positive integer; A second determination module is used to determine the real-time safety level corresponding to the real-time area where the P preset key points are respectively located according to the real-time safety map and the position information of the P key points; The third determination module is used to determine the vehicle auxiliary control strategy according to the real-time safety level corresponding to the real-time area where the P preset key points are respectively located. 10. A server, comprising: A second acquisition module is used to acquire an initial safety map and adjustment information, wherein the initial safety map includes a plurality of initial areas and an initial safety level corresponding to each of the initial areas; A third acquisition module, configured to adjust the initial safety map according to the adjustment information to obtain a real-time safety map; A first sending module, used for sending the real-time safety map to a vehicle, wherein the real-time safety map is used by the vehicle to determine a vehicle auxiliary control strategy according to the real-time safety map; The vehicle auxiliary control strategy is determined based on the vehicle auxiliary control method according to any one of claims 1 to 6 or based on the vehicle auxiliary control device according to claim 9. 11. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the method according to any one of claims 1 to 6 is implemented, or the method according to claim 7 or 8 is implemented. 12. A computer-readable storage medium storing a computer program, wherein when the computer program is executed by a processor, the computer program implements the method according to any one of claims 1 to 6, or implements the method according to claim 7 or 8.