CN114348005A - Vehicle control method and apparatus, computer storage medium, and vehicle - Google Patents
Vehicle control method and apparatus, computer storage medium, and vehicle Download PDFInfo
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Abstract
The invention relates to a vehicle control method, comprising: acquiring external environment information of a vehicle; determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary; determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary; comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and determining a design operating region ODD of the vehicle based on the travelable boundary difference. The invention also relates to a vehicle control device, a computer storage medium and a vehicle.
Description
Technical Field
The present invention relates to the field of vehicle control, and more particularly, to a vehicle control method and apparatus, a computer storage medium, and a vehicle.
Background
With the progress of unmanned technology, higher and higher demands are now made on the rapid perception of the external environment of a vehicle in the event of unpredictable changes. The technology related to the detection of construction zone (detection of construction zone) is also drawing more and more attention.
In a Drive Assist System (DAS) or advanced automated driving system (HAD), the current ability to detect data resources based on V2I or ADASIS maps is still weak because the refresh frequency (e.g., acquisition cycle) and accuracy of these data resources still cannot meet the need for a vehicle to autonomously recognize its environment and navigate without input from a human operator. For example, in the case of an expressway, when other vehicles collide or perform road construction and affect the vehicle passage, the current vehicle may not be able to detect the passage restriction and adaptively modify the control of the vehicle in time based only on the data resources of the high-precision map or the vehicle-infrastructure.
Disclosure of Invention
According to an aspect of the present invention, there is provided a vehicle control method including: acquiring external environment information of a vehicle; determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary; determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary; comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and determining an operation design area ODD of the vehicle based on the travelable boundary difference.
Additionally or alternatively to the above, in the vehicle control method, acquiring external environment information of the vehicle includes: external environmental information of the vehicle is acquired using one or more of radar sensors, cameras, maps, vehicle-infrastructure exchanges, and shop floor information exchanges.
Additionally or alternatively to the above, in the vehicle control method, the determining a first travelable boundary based on the external environment information may include: determining a first road edge model based on the external environment information; and determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange.
Additionally or alternatively to the above, in the vehicle control method, the determining a second travelable boundary based on the external environment information may include: determining a second road edge model different from the first road edge model based on the external environment information; and determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors.
Additionally or alternatively to the above, in the vehicle control method, the first travelable boundary includes a first left-travelable boundary and a first right-travelable boundary, the second travelable boundary includes a second left-travelable boundary and a second right-travelable boundary, and comparing the first and second travelable boundaries includes: comparing the first left-drivable boundary with the second left-drivable boundary to obtain a left-drivable boundary difference; and comparing the first right-to-drive boundary with the second right-to-drive boundary to obtain a right-to-drive boundary difference.
Additionally or alternatively to the above, in the vehicle control method, determining the operation design region ODD of the vehicle based on the travelable boundary difference value may include: determining an amount of change in the travelable boundary difference over a predetermined time; if the variable quantity is smaller than the first threshold value, keeping the original operation design area of the vehicle; otherwise, the operation design area of the vehicle is adjusted.
Additionally or alternatively to the above, in the vehicle control method, determining the operation design region ODD of the vehicle based on the travelable boundary difference value may include: if the variable quantities of the left driving-capable boundary difference value and the right driving-capable boundary difference value within a preset time are both smaller than a first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle.
In addition to or in the alternative to the above, in the vehicle control method described above, the vehicle control method further includes: adjusting the first threshold to a second threshold based on an amount of change in the travelable boundary difference.
According to another aspect of the present invention, there is provided a vehicle control apparatus including: an acquisition means for acquiring external environment information of a vehicle; first determining means for determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary; second determining means for determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary; comparing means for comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and third determining means for determining an operation design region ODD of the vehicle based on the travelable boundary difference.
In addition to or in the alternative to the above, in the above vehicle control apparatus, the acquisition means is configured to acquire the external environment information of the vehicle using one or more of a radar sensor, a camera, a map, a vehicle-infrastructure exchange, and a vehicle-to-vehicle information exchange.
Additionally or alternatively to the above, in the vehicle control apparatus described above, the first determination device is configured to determine a first road edge model based on the external environment information; and determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange.
Additionally or alternatively to the above, in the vehicle control apparatus described above, the second determining device is configured to determine a second road edge model that is different from the first road edge model based on the external environment information; and determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors.
In addition to or in the alternative to the above, in the vehicle control apparatus described above, the first travelable boundary includes a first left-travelable boundary and a first right-travelable boundary, and the second travelable boundary includes a second left-travelable boundary and a second right-travelable boundary; and the comparing means is configured to compare the first left-drivable boundary with the second left-drivable boundary so as to obtain a left-drivable boundary difference value, the comparing means being further configured to compare the first right-drivable boundary with the second right-drivable boundary so as to obtain a right-drivable boundary difference value.
In addition to or in the alternative to the above, in the vehicle control apparatus, the third determination device may be configured to determine an amount of change in the travelable boundary difference value within a predetermined time; and when the variation is smaller than the first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle.
In addition to or in the alternative to the above, in the vehicle control apparatus described above, the third determination device may be configured to maintain an original operation design region of the vehicle when a variation amount of both the left-drivable boundary difference value and the right-drivable boundary difference value within a predetermined time is smaller than a first threshold value, and otherwise adjust the operation design region of the vehicle.
In addition or alternatively to the above, the vehicle control apparatus further includes: adjusting means for adjusting the first threshold value to a second threshold value based on an amount of change in the travelable boundary difference value.
According to yet another aspect of the present invention, there is provided a computer storage medium comprising instructions which, when executed, perform a vehicle control method as set out above.
According to still another aspect of the present invention, there is provided a vehicle including the vehicle control apparatus as described above.
One or more embodiments of the present invention obtain a travelable boundary difference value by comparing a first travelable boundary and a second travelable boundary determined according to external environment information, and determine an operation design area ODD of a vehicle based on the difference value. In this way, the vehicle can change its control strategy in time to better adapt to rapidly changing external environments.
Drawings
The above and other objects and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.
FIG. 1 shows a schematic diagram of a vehicle control method according to an embodiment of the invention;
fig. 2 shows a schematic configuration diagram of a vehicle control apparatus according to an embodiment of the invention;
FIG. 3 shows a schematic representation of a first travelable boundary and a second travelable boundary without traffic restrictions according to an embodiment of the invention; and
fig. 4 shows a schematic representation of a first travelable boundary and a second travelable boundary with an obstacle in the lane according to a further embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention are described in further detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention.
It should be further noted that, for the convenience of description, only some but not all of the relevant aspects of the present invention are shown in the drawings. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the operations (or steps) as a sequential process, many of the operations can be performed in parallel, concurrently or simultaneously. In addition, the order of the operations may be re-arranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like.
While exemplary embodiments are described as using multiple units to perform exemplary processes, it should be understood that these exemplary processes may also be performed by one or more modules.
Furthermore, the control logic of the present invention may be embodied on a computer readable medium as executable program instructions, which are implemented by a processor or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, optical disks, magnetic tape, floppy disks, flash drives, smart cards, and optical data storage devices. The computer readable recording medium CAN also be distributed in network-connected computer systems so that the computer readable medium is stored and implemented in a distributed manner, for example, through an in-vehicle telecommunication service or a Controller Area Network (CAN).
Hereinafter, a vehicle control scheme according to exemplary embodiments of the invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows a schematic diagram of a vehicle control method 1000 according to one embodiment of the invention. As shown in fig. 1, the method 1000 includes the steps of:
in step S110, external environment information of the vehicle is acquired;
in step S120, a first travelable boundary is determined based on the external environment information, the first travelable boundary indicating an a priori travelable boundary;
determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary in step S130;
in step S140, comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and
in step S150, an operation design region ODD of the vehicle is determined based on the travelable boundary difference.
In the context of the present invention, the term "external environmental information" is distinguished from internal environmental information of a vehicle, which is information that can be used to determine a vehicle travelable boundary, reflecting a condition outside the vehicle. The external environment information may be generated in one embodiment by combining the target location information of the vehicle and the target location information of other vehicles, wherein the target location information of other vehicles may be consistent with the target location information of the vehicle, both for the same target, or for different targets.
In one embodiment, step S110 includes: the external environmental information of the vehicle is acquired using one or more of a set of sensor information such as radar sensors, cameras, maps, vehicle-infrastructure exchanges, and shop floor information exchanges. That is, in this embodiment, the set of sensor information detects the external environment by acquiring input data from the external environment.
For example, camera sensors have an object recognition function, have been developed to be "eyes" of automobiles and support automated driving. However, it still has a line-of-sight limitation and also fails to completely overcome severe weather conditions. Therefore, assistance from other sensing technologies is needed to enable further automotive automation. Radar sensor technology fills this gap because it is able to detect objects far in front of the car, even in fog and in low visibility situations. The radar sensor can also achieve improvements in a wide range and angular resolution, as well as miniaturization and cost reduction of the apparatus. It is also well suited for accurate speed extraction.
In the context of the present invention, a "first travelable boundary" and a "second travelable boundary" are different concepts, which are extensions of the concept "road boundary" (road edge). In particular, current DAS/HAD systems only treat road boundaries as a single fused result of the sensor set data source. However, in one or more embodiments of the invention, the concept of a road boundary is further subdivided into a "first travelable boundary" and a "second travelable boundary," where the first travelable boundary represents an "a priori" travelable boundary, which may be obtained from historical data or experience. In contrast, a "second travelable boundary" represents a currently travelable or travelable boundary, which is determined from real-time data (e.g., from a camera, radar sensor, etc.). That is, the second travelable boundary may be changed according to the actual road condition.
The Design operating region ODD is called overall Operational Design Domain. The preconditions and the applicable scope for the operation of each autopilot system may be quite different. The autopilot can only guarantee normal operation when all conditions are met. On the contrary, in the absence of any one of the preconditions, the system may fail, in which case emergency stop measures are taken or the driver takes over manually. Because the existing automatic driving technology is still in a development stage, the automatic driving vehicle cannot be ensured to safely drive under any weather condition and in any road environment. Therefore, to set the ODD in advance according to the technical capability of the system, possible accidents are prevented by limiting the driving environment and the driving method. In one embodiment of the present invention, the travelable boundary difference is obtained by comparing the first travelable boundary and the second travelable boundary. The operational design area ODD of the vehicle is then determined based on the travelable boundary difference (e.g. whether the ODD set in advance needs to be changed).
By way of example, the conditions under which the operating region ODD is designed may include road conditions, geographical conditions, environmental conditions, and other conditions. The road conditions may refer to highways (motorways) or ordinary roads, lanes or sidewalks, and also to driveways exclusively for autonomous vehicles, etc., which are road conditions for driving. The geographical condition may be a city, a mountain area, a virtual fence (Geo-fence), or the like, and the condition may be set in consideration of an environment including a surrounding environment, in case of not a road. The geo-fencing is an environment in which infrastructure suitable for the travel of the autonomous vehicle is provided, by setting a range in advance in which the autonomous vehicle travels. The environmental conditions include weather and sunshine conditions (day or night), and the like. Since the vehicle-mounted sensor is adversely affected when it is raining or snowing, the environmental conditions are often set in advance. Other conditions include, but are not limited to, the presence or absence of speed limits or traffic lights, limited travel on a particular road, riding by a particular driver, or sustained travel time.
In one embodiment, step S120 includes: determining a first road edge model based on the external environment information; and determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange. Of course, it will be understood by those skilled in the art that the first road edge model or the first travelable boundary may be determined by other sets of sensor information (e.g. based on a combination of different sensors and associated algorithms). Additionally, after determining the first road edge model, the first travelable boundary may be determined based on deep learning, classical algorithms, or the like.
In one embodiment, step S130 may include: determining a second road edge model different from the first road edge model based on the external environment information; and determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors. Of course, it will be appreciated by those skilled in the art that the second road edge model or second travelable boundary may be determined by other sets of sensor information (e.g., based on a combination of different sensors and associated algorithms). In addition, after determining the second road edge model, the second travelable boundary may be determined based on deep learning, classical algorithms, or the like.
In one embodiment, the first travelable boundary includes a first left-travelable boundary and a first right-travelable boundary, and the second travelable boundary includes a second left-travelable boundary and a second right-travelable boundary. In this embodiment, step S140 includes: comparing the first left-drivable boundary with the second left-drivable boundary to obtain a left-drivable boundary difference; and comparing the first right-to-drive boundary with the second right-to-drive boundary to obtain a right-to-drive boundary difference.
In one embodiment, step S150 includes: determining an amount of change in the travelable boundary difference over a predetermined time; if the variable quantity is smaller than the first threshold value, keeping the original operation design area of the vehicle; otherwise, the operation design area of the vehicle is adjusted. In one embodiment, determining the operational design area ODD of the vehicle based on the travelable boundary difference comprises: if the variable quantities of the left driving-capable boundary difference value and the right driving-capable boundary difference value within a preset time are both smaller than a first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle.
Also, the setting of the first threshold value may be changed according to actual needs. In one embodiment, although not shown in FIG. 1, the vehicle control method 1000 may further include: the first threshold value is adjusted to a second threshold value based on an amount of change in the travelable boundary difference value. For example, when the amount of change in the travelable boundary difference is large (e.g., an order of magnitude greater than the first threshold), the first threshold may be adaptively adjusted to a second threshold, where the second threshold is greater than the first threshold. In another embodiment, the first threshold value may be adjusted to a second threshold value based on the amount of change in the travelable boundary difference, where the second threshold value is less than the first threshold value. Since the setting of the threshold value can be adaptively adjusted based on the amount of change in the travelable boundary difference value, the accuracy of the system in detecting the external environment (e.g., construction zone) can be further improved.
In one embodiment, information related to changes in the vehicle ODD environment may be further fed back into the set of sensor information (e.g., of other vehicles). For example, when the current vehicle finds a construction zone or a potential construction zone ahead, it may transmit the information to other vehicles via vehicle-infrastructure or vehicle-vehicle interconnection, etc., so that the other vehicles can accurately set the design operation region ODD.
Fig. 2 shows a schematic configuration of a vehicle control apparatus 2000 according to an embodiment of the present invention. As shown in fig. 2, the vehicle control apparatus 2000 includes an acquisition means 210, a first determination means 220, a second determination means 230, a comparison means 240, and a third determination means 250. Wherein the obtaining means 210 is used for obtaining external environment information of the vehicle; a first determining means 220 for determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary; a second determining means 230 for determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary; comparing means 240 for comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and a third determining means 250 for determining an operational design area ODD of the vehicle based on the travelable boundary difference.
In the context of the present invention, the term "external environmental information" is distinguished from internal environmental information of a vehicle, which is information that can be used to determine a vehicle travelable boundary, reflecting a condition outside the vehicle. The external environment information may be generated in one embodiment by combining the target location information of the vehicle and the target location information of other vehicles, wherein the target location information of other vehicles may be consistent with the target location information of the vehicle, both for the same target, or for different targets.
In one embodiment, the obtaining means 210 is configured to obtain the external environmental information of the vehicle using one or more of a set of sensor information such as radar sensors, cameras, maps, vehicle-infrastructure exchanges, and shop-information exchanges. That is, in this embodiment, the set of sensor information detects the external environment by acquiring input data from the external environment.
In the context of the present invention, a "first travelable boundary" and a "second travelable boundary" are different concepts, which are extensions of the concept "road boundary" (road edge). In particular, current DAS/HAD systems only treat road boundaries as a single fused result of the sensor set data source. However, in one or more embodiments of the invention, the concept of a road boundary is further subdivided into a "first travelable boundary" and a "second travelable boundary," where the first travelable boundary represents an "a priori" travelable boundary, which may be obtained from historical data or experience. In contrast, a "second travelable boundary" represents a currently travelable or travelable boundary, which is determined from real-time data (e.g., from a camera, radar sensor, etc.). That is, the second travelable boundary may be changed according to the actual road condition.
The Design operating region ODD is called overall Operational Design Domain. The preconditions and the applicable scope for the operation of each autopilot system may be quite different. The autopilot can only guarantee normal operation when all conditions are met. On the contrary, in the absence of any one of the preconditions, the system may fail, in which case emergency stop measures are taken or the driver takes over manually. Because the existing automatic driving technology is still in a development stage, the automatic driving vehicle cannot be ensured to safely drive under any weather condition and in any road environment. Therefore, to set the ODD in advance according to the technical capability of the system, possible accidents are prevented by limiting the driving environment and the driving method. In one embodiment of the present invention, the travelable boundary difference is obtained by comparing the first travelable boundary and the second travelable boundary. The operational design area ODD of the vehicle is then determined based on the travelable boundary difference (e.g. whether the ODD set in advance needs to be changed). Furthermore, if the operation design region ODD is changed, the latest external environment model information can be sent to the vehicle controller so as to change the vehicle control strategy.
In one embodiment, the first determining means 220 is configured to determine a first road edge model based on said external environment information; and determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange. Of course, it will be understood by those skilled in the art that the first road edge model or the first travelable boundary may be determined by other sets of sensor information (e.g. based on a combination of different sensors and associated algorithms). Further, the first determining device 220 may be configured to determine the first travelable boundary based on deep learning, classical algorithms, etc. after determining the first road edge model.
In one embodiment, the second determining means 230 may be configured to determine a second road edge model different from the first road edge model based on the external environment information; and determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors. Of course, it will be appreciated by those skilled in the art that the second road edge model or second travelable boundary may be determined by other sets of sensor information (e.g., based on a combination of different sensors and associated algorithms). Further, the second determining device 230 may be configured to determine the second travelable boundary based on deep learning, a classical algorithm, or the like, after determining the second road edge model.
In one embodiment of the vehicle control apparatus 2000, the first travelable boundary includes a first left travelable boundary and a first right travelable boundary, and the second travelable boundary includes a second left travelable boundary and a second right travelable boundary. In this embodiment, the comparison device 240 may be configured to compare the first left-drivable boundary with the second left-drivable boundary to obtain a left-drivable boundary difference; and comparing the first right-to-drive boundary with the second right-to-drive boundary to obtain a right-to-drive boundary difference.
In one embodiment, the third determining means 250 may be configured to determine an amount of change in the travelable boundary difference value within a predetermined time; and when the variation is smaller than the first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle. In one embodiment, the third determining device 250 may be configured to maintain the original operation design area of the vehicle if the variation amount of both the left-driving-possible boundary difference value and the right-driving-possible boundary difference value within a predetermined time is smaller than the first threshold value, and otherwise adjust the operation design area of the vehicle.
Also, the setting of the first threshold value may be changed according to actual needs. In one embodiment, although not shown in fig. 2, the vehicle control apparatus 2000 may further include: adjusting means for adjusting the first threshold value to a second threshold value based on an amount of change in a travelable boundary difference value. For example, when the amount of change in the travelable boundary difference is large (for example, an order of magnitude larger than the first threshold), the adjustment means may adaptively adjust the first threshold to a second threshold that is larger than the first threshold. In another embodiment, the adjusting means may adjust the first threshold value to a second threshold value based on an amount of change in the travelable boundary difference, wherein the second threshold value is smaller than the first threshold value. Since the setting of the threshold value can be adaptively adjusted based on the amount of change in the travelable boundary difference value, the accuracy of the system in detecting the external environment (e.g., construction zone) can be further improved.
In one embodiment, information related to changes in the vehicle ODD environment may be further fed back into the set of sensor information (e.g., of other vehicles). For example, when the current vehicle finds a construction zone or a potential construction zone ahead, it may transmit the information to other vehicles via vehicle-infrastructure or vehicle-vehicle interconnection, etc., so that the other vehicles can accurately set the design operation region ODD.
Fig. 3 and 4 show schematic views of the first and second travelable boundaries in the absence of a traffic restriction and in the presence of an obstacle in the lane.
As shown in fig. 3, the current vehicle 310 is traveling on an expressway or a highway. The vehicle 310 first acquires external environment information of the vehicle through various sensor information sets. Then, based on the acquired external environment information, the vehicle 310 determines first travelable boundaries 322, 323 and second travelable boundaries 321, 324. Where 322 refers to the left boundary in the first travelable boundary and 323 refers to the right boundary in the first travelable boundary. Likewise, 321 denotes a left boundary in the second travelable boundary, and 324 denotes a right boundary in the second travelable boundary. The difference between the first left-drivable boundary and the second left-drivable boundary is indicated by 330 and the difference between the first right-drivable boundary and the second right-drivable boundary is indicated by 340.
Turning to fig. 4, the current vehicle 410 is traveling on an expressway or highway with an obstacle 450 in the lane. The vehicle 410 first acquires external environment information of the vehicle through various sensor information sets. Then, based on the acquired external environment information, the vehicle 410 determines first travelable boundaries 422, 423 and second travelable boundaries 421, 24. Where 422 refers to the left boundary in the first travelable boundary and 423 refers to the right boundary in the first travelable boundary. Likewise, 421 denotes a left boundary in the second travelable boundary, 424 denotes a right boundary in the second travelable boundary. The difference between the first left-drivable boundary and the second left-drivable boundary is indicated by 430, and the difference between the first right-drivable boundary and the second right-drivable boundary is shown by 440. Comparing fig. 3 and 4, it can be seen that the difference 330 and the difference 430 are substantially the same, but the difference 340 in fig. 3 is changed to the difference 440 in fig. 4. In the embodiment of fig. 4, the presence or potential presence of an obstacle or construction zone ahead of the current vehicle 410 may be identified because the difference 440 in fig. 4 is significantly changed (i.e., greater than the first threshold) relative to the obstacle-free travelable boundary difference 340. Based on this determination, the vehicle may adaptively modify the ODD settings or parameters to better adapt to the rapidly changing external environment.
Those skilled in the art will readily appreciate that the vehicle control method provided by one or more embodiments of the present invention may be implemented by a computer program. For example, when a computer storage medium (e.g., a usb disk) storing the computer program is connected to a computer, the computer program is executed to perform the vehicle control method according to one or more embodiments of the present invention.
In summary, the vehicle control scheme of one or more embodiments of the present invention obtains a travelable boundary difference value by comparing a first travelable boundary and a second travelable boundary determined from external environment information, and determines an operation design area ODD of the vehicle based on the difference value. In this way, the vehicle can change its control strategy in time to better adapt to rapidly changing external environments.
Although the foregoing specification describes only some embodiments of the invention, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.
Claims (18)
1. A vehicle control method, characterized by comprising:
acquiring external environment information of a vehicle;
determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary;
determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary;
comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and
and determining the operation design area ODD of the vehicle based on the travelable boundary difference value.
2. The vehicle control method according to claim 1, wherein acquiring the external environment information of the vehicle includes:
external environmental information of the vehicle is acquired using one or more of radar sensors, cameras, maps, vehicle-infrastructure exchanges, and shop floor information exchanges.
3. The vehicle control method according to claim 1 or 2, wherein determining the first travelable boundary based on the external environment information includes:
determining a first road edge model based on the external environment information; and
determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange.
4. The vehicle control method according to claim 3, wherein determining the second travelable boundary based on the external environment information includes:
determining a second road edge model different from the first road edge model based on the external environment information; and
determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors.
5. The vehicle control method of claim 1, wherein the first travelable boundary comprises a first left-drivable boundary and a first right-drivable boundary, the second travelable boundary comprises a second left-drivable boundary and a second right-drivable boundary, and comparing the first travelable boundary and the second travelable boundary comprises:
comparing the first left-drivable boundary with the second left-drivable boundary to obtain a left-drivable boundary difference; and
the first right-to-drive boundary is compared to the second right-to-drive boundary to obtain a right-to-drive boundary difference.
6. The vehicle control method according to claim 1, wherein determining the operational design area ODD of the vehicle based on the travelable boundary difference comprises:
determining an amount of change in the travelable boundary difference over a predetermined time; and
if the variable quantity is smaller than the first threshold value, keeping the original operation design area of the vehicle; otherwise, the operation design area of the vehicle is adjusted.
7. The vehicle control method according to claim 5, wherein determining the operational design area ODD of the vehicle based on the travelable boundary difference includes:
if the variable quantities of the left driving-capable boundary difference value and the right driving-capable boundary difference value within a preset time are both smaller than a first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle.
8. The vehicle control method according to claim 6, wherein the vehicle control method further comprises:
adjusting the first threshold to a second threshold based on an amount of change in the travelable boundary difference.
9. A vehicle control apparatus, characterized by comprising:
an acquisition means for acquiring external environment information of a vehicle;
first determining means for determining a first travelable boundary based on the external environment information, the first travelable boundary indicating an a priori travelable boundary;
second determining means for determining a second travelable boundary based on the external environment information, the second travelable boundary indicating a current physical travelable boundary;
comparing means for comparing the first travelable boundary and the second travelable boundary to obtain a travelable boundary difference; and
third determining means for determining an operation design region ODD of the vehicle based on the travelable boundary difference value.
10. The vehicle control apparatus according to claim 9, wherein the acquisition means is configured to acquire the external environment information of the vehicle using one or more of a radar sensor, a camera, a map, a vehicle-infrastructure exchange, and a vehicle-to-vehicle information exchange.
11. The vehicle control apparatus according to claim 9 or 10, wherein the first determining device is configured to determine a first road edge model based on the external environment information; and determining a first travelable boundary based on the first road edge model, the first travelable boundary determined based on one or more of a map, a vehicle-infrastructure exchange, and a plant information exchange.
12. The vehicle control apparatus according to claim 11, wherein the second determining device is configured to determine a second road edge model that is different from the first road edge model based on the external environment information; and determining a second travelable boundary based on the second road edge model, the second travelable boundary determined in real-time based on-board sensors.
13. The vehicle control apparatus according to claim 9, wherein the first travelable boundary includes a first left-travelable boundary and a first right-travelable boundary, and the second travelable boundary includes a second left-travelable boundary and a second right-travelable boundary; and the comparing means is configured to compare the first left-drivable boundary with the second left-drivable boundary so as to obtain a left-drivable boundary difference value, the comparing means being further configured to compare the first right-drivable boundary with the second right-drivable boundary so as to obtain a right-drivable boundary difference value.
14. The vehicle control apparatus according to claim 9, wherein the third determining means is configured to determine an amount of change in the travelable boundary difference value within a predetermined time; and when the variation is smaller than the first threshold value, keeping the original operation design area of the vehicle, otherwise, adjusting the operation design area of the vehicle.
15. The vehicle control apparatus according to claim 13, wherein the third determining means is configured to maintain an original operation design region of the vehicle when both of the left-drivable boundary difference value and the right-drivable boundary difference value change by an amount smaller than a first threshold value within a predetermined time, and otherwise adjust the operation design region of the vehicle.
16. The vehicle control apparatus according to claim 14, wherein the vehicle control apparatus further comprises:
adjusting means for adjusting the first threshold value to a second threshold value based on an amount of change in the travelable boundary difference value.
17. A computer storage medium, characterized in that the medium comprises instructions which, when executed, perform a vehicle control method according to any one of claims 1 to 8.
18. A vehicle characterized by comprising the vehicle control apparatus according to any one of claims 9 to 16.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011089556.4A CN114348005A (en) | 2020-10-13 | 2020-10-13 | Vehicle control method and apparatus, computer storage medium, and vehicle |
| JP2023522557A JP2023545161A (en) | 2020-10-13 | 2021-09-02 | Vehicle control method and device, computer storage medium and vehicle |
| PCT/EP2021/074247 WO2022078670A1 (en) | 2020-10-13 | 2021-09-02 | Vehicle control method and device, computer storage medium and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011089556.4A CN114348005A (en) | 2020-10-13 | 2020-10-13 | Vehicle control method and apparatus, computer storage medium, and vehicle |
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| CN114348005A true CN114348005A (en) | 2022-04-15 |
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| CN202011089556.4A Pending CN114348005A (en) | 2020-10-13 | 2020-10-13 | Vehicle control method and apparatus, computer storage medium, and vehicle |
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| JP (1) | JP2023545161A (en) |
| CN (1) | CN114348005A (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US11249474B2 (en) * | 2017-12-07 | 2022-02-15 | Phantom Auto Inc. | Safety of autonomous vehicles using a virtual augmented support environment |
| US11110922B2 (en) * | 2018-11-05 | 2021-09-07 | Zoox, Inc. | Vehicle trajectory modification for following |
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| WO2022078670A1 (en) | 2022-04-21 |
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