WO2020001348A1 - 车辆控制方法、装置、系统及车辆 - Google Patents

车辆控制方法、装置、系统及车辆 Download PDF

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Publication number
WO2020001348A1
WO2020001348A1 PCT/CN2019/091943 CN2019091943W WO2020001348A1 WO 2020001348 A1 WO2020001348 A1 WO 2020001348A1 CN 2019091943 W CN2019091943 W CN 2019091943W WO 2020001348 A1 WO2020001348 A1 WO 2020001348A1
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Prior art keywords
vehicle
distance
driver
current
speed
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Ceased
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PCT/CN2019/091943
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English (en)
French (fr)
Inventor
杨祖煌
白军明
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/06—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/26—Incapacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems

Definitions

  • the present disclosure relates to the technical field of vehicle engineering, and in particular, to a vehicle control method, device, system, and vehicle.
  • the current automatic emergency braking system Autonomous Emergency Brake (AEB) for short) recognizes and detects vehicles in front of the vehicle through sensors such as cameras or radar, and warns the driver through warning lights or sounds when a collision is possible. Brake or change lanes to avoid the risk of collision.
  • AEB Autonomous Emergency Brake
  • the automatic emergency braking system controls the vehicle to perform automatic emergency braking when it detects that the distance between the vehicle and the preceding vehicle is equal to the safe distance of the automatic emergency braking.
  • the safety distance for automatic emergency braking can be set to the minimum braking distance or the minimum steering distance.
  • the related technology has at least the following defects: at low speed, the latest turning point is earlier than the latest braking point. As the vehicle speed increases, the latest turning point is gradually later than the latest braking point, as shown in Figure 1. Show.
  • the minimum braking distance is adopted as the safe distance for automatic emergency braking, when the vehicle speed is high, since the distance between the vehicle and the preceding vehicle during braking is greater than the minimum steering distance, it is easy to erroneously trigger the automatic emergency braking function.
  • the minimum steering distance is adopted as the safe distance for automatic emergency braking, when the vehicle speed is high, the problem of insufficient braking distance is prone to occur because the distance between the vehicle and the preceding vehicle during braking is less than the minimum braking distance.
  • the present disclosure aims to solve at least one of the technical problems in the related technology to a certain extent.
  • a first object of the present disclosure is to propose a vehicle control method to avoid the problems of accidentally triggering the automatic emergency braking function or insufficient braking distance when the vehicle speed is high.
  • a second object of the present disclosure is to propose a vehicle control device.
  • a third object of the present disclosure is to propose a vehicle control system.
  • a fourth object of the present disclosure is to propose a vehicle.
  • a fifth object of the present disclosure is to propose an electronic device.
  • a sixth object of the present disclosure is to propose a computer-readable storage medium.
  • an embodiment of the first aspect of the present disclosure provides a vehicle control method, including:
  • the vehicle is triggered to perform automatic emergency braking.
  • the vehicle control method of the embodiment of the present disclosure when the current speed of the vehicle is greater than the set speed and the driver ’s state is a fatigued driving state, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform an automatic emergency braking It can trigger the vehicle for automatic emergency braking at the latest braking point in advance, which ensures a sufficient braking distance and avoids the automatic emergency braking function being triggered by mistake.
  • an embodiment of the second aspect of the present disclosure provides a vehicle control device, including:
  • An acquisition module configured to acquire the current speed of the vehicle, the current distance of the vehicle from the obstacle in front, and the state of the driver;
  • the vehicle control device of the embodiment of the present disclosure triggers the vehicle to perform an automatic emergency control when the current speed of the vehicle is greater than a set speed, the driver's state is a fatigued driving state, and the current distance between the vehicle and an obstacle in front is equal to the minimum braking distance. It can trigger the vehicle for automatic emergency braking at the latest braking point in advance, which ensures a sufficient braking distance and avoids the automatic emergency braking function being triggered by mistake.
  • an embodiment of the third aspect of the present disclosure provides a vehicle control system, including: a speed detection device, a distance detection device, a driver state detection device, an electronic stability system, and as described in the second aspect embodiment Vehicle control device;
  • the speed detection device is configured to detect the current speed of the vehicle and send the current speed to an acquisition module in the vehicle control device;
  • the distance detection device is configured to detect a current distance between the vehicle and an obstacle in front, and send the current distance to the acquisition module in the vehicle control device;
  • the driver status detection device is configured to detect driver status information and send the driver status information to the acquisition module in the vehicle control device, so that the acquisition module can perform The status information of the driver to obtain the status of the driver;
  • the electronic stabilization system is configured to trigger the vehicle to perform automatic emergency braking under the control of the first trigger module in the vehicle control device.
  • the vehicle control system of the embodiment of the present disclosure triggers the vehicle to perform an automatic emergency control when the current speed of the vehicle is greater than the set speed and the driver's state is a fatigued driving state, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance. It can trigger the vehicle for automatic emergency braking at the latest braking point in advance, which ensures a sufficient braking distance and avoids the automatic emergency braking function being triggered by mistake.
  • an embodiment of the fourth aspect of the present disclosure provides a vehicle including the vehicle control device according to the embodiment of the second aspect of the present disclosure.
  • an embodiment of the fifth aspect of the present disclosure provides an electronic device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes The program to implement the vehicle control method according to the embodiment of the first aspect of the present disclosure.
  • an embodiment of the sixth aspect of the present disclosure provides a computer-readable storage medium on which a computer program is stored, and the program is executed by a processor to implement the method as described in the embodiment of the first aspect of the present disclosure.
  • Vehicle control method
  • Figure 1 is a schematic diagram of the latest turning point later than the latest braking point when the vehicle speed is high;
  • FIG. 2 is a schematic flowchart of a vehicle control method according to an embodiment of the present disclosure
  • FIG. 3 is a schematic flowchart of a specific implementation manner of the vehicle control method shown in FIG. 2;
  • FIG. 4 is a schematic flowchart of a vehicle control method according to another embodiment of the present disclosure.
  • FIG. 5 is a schematic flowchart of a specific implementation manner of the vehicle control method shown in FIG. 4;
  • FIG. 6 is a schematic flowchart of a vehicle control method according to another embodiment of the present disclosure.
  • FIG. 7 is a schematic flowchart of a specific implementation manner of the vehicle control method shown in FIG. 6;
  • FIG. 8 is a schematic structural diagram of a vehicle control device according to an embodiment of the present disclosure.
  • FIG. 9 is a schematic structural diagram of a vehicle control system according to an embodiment of the present disclosure.
  • FIG. 10 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.
  • FIG. 11 is a block diagram of an electronic device according to an embodiment of the present application.
  • FIG. 2 is a schematic flowchart of a vehicle control method according to an embodiment of the present disclosure. As shown in FIG. 2, the vehicle control method in the embodiment of the present disclosure specifically includes:
  • the current speed of the vehicle may be detected by a speed detection device provided on the vehicle, such as a speed sensor.
  • the current distance between the vehicle and an obstacle in front can be detected by a distance detecting device provided in front of the vehicle, such as a ranging radar.
  • the driver's state detection device provided on the vehicle can detect the driver's state information and obtain the driver's state based on the driver's state information.
  • the driver's state includes a fatigue driving state and a normal driving state.
  • a driver's face image can be collected through a camera set in front of the driver, and the driver's state can be determined according to the face image.
  • the fatigue characteristics in the face image can be extracted, that is, the human face is extracted.
  • the image features of the part or area in the image that can reflect the driver's fatigue state (such as the eye, sight, or pupil, etc.) are obtained by obtaining parameters such as the eye, sight, or pupil to determine the driver's state.
  • the driver's eyes closed time and / or the number of blinks within a set time can be determined through the obtained eyes, eyesight, or pupil parameters.
  • a preset closed eyes time threshold For example, 3 seconds
  • a preset threshold of blinks in the set time for example, 5 blinks in one minute
  • a driver's hands leave the steering wheel can be detected through a steering wheel sensor, such as a mechanical sensor or a capacitance sensor, provided on the steering wheel. If it is detected that the driver's hands leave the steering wheel, the driver's The state is a fatigued driving state. If it is detected that both hands of the driver have not left the steering wheel, it is determined that the state of the driver is a normal driving state.
  • a steering wheel sensor such as a mechanical sensor or a capacitance sensor
  • the above two methods can be used to obtain the driver's status at the same time to avoid misjudgment of the driver's status.
  • the method of collecting a driver's face image through a camera can determine that the driver is in a fatigued driving state when the driver is in a fatigued driving state but his hands do not leave the steering wheel, and avoid using only the steering wheel sensor to detect the driver's hands When leaving the steering wheel, the driver's state is misjudged.
  • the method of detecting whether the driver's hands leave the steering wheel through a steering wheel sensor can determine that the driver is in a fatigued driving state when the driver is in a fatigued driving state but the camera cannot capture a face image due to actions such as looking down. When only the driver's face image is collected through the camera, the driver's state is misjudged.
  • the continuous driving time of the driver can be obtained. If the continuous driving time of the driver is greater than a set time threshold, for example, 4 hours, it is determined that the driver's state is a fatigued driving state. If the time is equal to or less than a set time threshold, for example, 4 hours, it is determined that the driver's state is a normal driving state. To avoid misjudgment of the driver's state when the driver is in a fatigued driving state, only when the above two methods are not used to detect that the driver is in a fatigued driving state.
  • a set time threshold for example, 4 hours
  • automatic emergency braking means that in an emergency situation, the driver is assisted by an automatic emergency braking system to perform braking, thereby reducing or avoiding accidents.
  • the automatic emergency braking system detects and recognizes obstacles in front through a camera or radar. When a collision is possible, the driver is first reminded to use a sound and a warning light to perform a braking operation to avoid the collision. If the driver still has no braking operation, the system judges that a rear-end collision cannot be avoided, and it will automatically brake to reduce the degree of collision.
  • the control strategy of the vehicle control method in the embodiment of the present disclosure is shown in Table 1.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the driver's state is not taken into consideration, and the vehicle is not triggered for automatic emergency braking.
  • the electronic stability system (Electronic Stability Program (ESP)) is used to control the brake wheel cylinders to trigger automatic emergency braking of the vehicle, ensuring sufficient braking when the vehicle is triggered for automatic emergency braking at the latest braking point. distance.
  • ESP Electronic Stability Program
  • the vehicle When the current speed of the vehicle is greater than a set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, if the driver ’s state is normal driving, Then the vehicle will not be triggered for automatic emergency braking, so as to avoid accidentally triggering the vehicle's automatic emergency braking function at the latest braking point.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle's current speed is greater than a set speed (for example, 45 km / h, 50 km / h), and the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, regardless of whether the driver's status is fatigue driving or Under normal driving conditions, the vehicle does not trigger automatic emergency braking to avoid insufficient braking distance.
  • a set speed for example, 45 km / h, 50 km / h
  • the minimum braking distance is the distance from the obstacle in front when the vehicle is traveling at the latest braking point at the current speed.
  • the minimum steering distance is the distance from the obstacle in front when the vehicle is traveling at the latest turning point at the current speed.
  • the set speed may be specifically set to be equal to or greater than the speed of the vehicle when the minimum braking distance is equal to the minimum steering distance.
  • the vehicle speed is generally set when the minimum braking distance is equal to the minimum steering distance, that is, when the vehicle speed is equal to the set speed, the latest braking point is equal to the latest steering point, and the minimum braking distance is equal to Minimum steering distance; when the vehicle speed is less than the set speed, the latest braking point is later than the latest steering point, and the minimum braking distance is less than the minimum steering distance; when the vehicle speed is greater than the set speed, the latest braking point is earlier than At the latest turning point, the minimum braking distance is greater than the minimum steering distance.
  • the vehicle when the current speed of the vehicle is greater than a set speed, and the current distance between the vehicle and an obstacle in front is equal to the minimum braking distance, combined with the detection of the driver ’s state, In the state of fatigue driving, the vehicle is triggered for automatic emergency braking, so that when the driver is fatigued, the vehicle can be triggered for automatic emergency braking at the latest braking point in advance, ensuring sufficient braking distance and avoiding collision accidents. To improve the safety performance of the vehicle.
  • the vehicle's current speed is greater than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, if the driver's state is normal driving, the vehicle will not be triggered for automatic emergency braking, and the vehicle can continue to drive , To avoid the driver's automatic emergency braking function at the latest braking point by mistake during normal driving, which improves the user experience.
  • S302 Determine whether the current speed of the vehicle is greater than a set speed.
  • step S303 If yes, continue to step S303. If not, it returns to step S302.
  • step S304 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, step S305 is continued. If the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, step S307 is continued.
  • S305 Determine whether the state of the driver is a fatigue driving state.
  • S306 Trigger the vehicle to perform automatic emergency braking.
  • the vehicle when the current speed of the vehicle is greater than the set speed and the driver's state is a fatigued driving state, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform automatic emergency braking, which can be advanced in advance Triggering the vehicle for automatic emergency braking at the latest braking point ensures a sufficient braking distance and avoids accidentally triggering the automatic emergency braking function.
  • FIG. 4 is a schematic flowchart of a vehicle control method according to another embodiment of the present disclosure. As shown in FIG. 4, based on the previous embodiment, the vehicle control method in the embodiment of the present disclosure specifically includes:
  • step S401 is the same as step S201 in the previous embodiment, and details are not described herein again.
  • the vehicle is triggered to perform automatic emergency braking.
  • step S402 is the same as step S202 in the previous embodiment.
  • the vehicle control method of the embodiment of the present disclosure may further include the following step S403.
  • control strategy of the vehicle control method is shown in Table 2.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle and the obstacles ahead When the current distance is greater than the minimum braking distance, the state of the driver is not considered, the vehicle is not triggered for automatic emergency braking, and the vehicle is not triggered for automatic steering.
  • the vehicle When the current speed of the vehicle is greater than a set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, if the driver ’s state is a fatigued driving state, By controlling the brake wheel cylinder through the electronic stability system, the vehicle is triggered for automatic emergency braking, which ensures that when the vehicle is triggered for automatic emergency braking at the latest braking point, there can be a sufficient braking distance.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle When the current speed of the vehicle is greater than a set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, if the driver ’s state is normal driving, Then the vehicle will not be triggered to perform automatic emergency braking, to avoid accidentally triggering the vehicle's automatic emergency braking function at the latest braking point, or to trigger the vehicle to perform automatic steering.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle When the current speed of the vehicle is greater than the set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is less than the minimum braking distance but greater than the minimum steering distance, regardless of the driver's status Whether it is a fatigue driving state or a normal driving state, the vehicle is not triggered to perform automatic emergency braking to avoid insufficient braking distance, nor is the vehicle to be automatically steered to avoid false triggering.
  • the set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the driving state is controlled by the electric power steering system (Electric Power Steering, referred to as EPS) to control the steering motor to trigger the vehicle to perform automatic steering, ensuring that the vehicle can have sufficient steering distance when the vehicle is automatically steered at the latest turning point.
  • EPS Electric Power Steering
  • the direction of the steering can be to the left of the vehicle, or to the right of the vehicle. Specifically, the direction of the vehicle can be selected based on the conditions of the vehicles on both sides of the vehicle or the road conditions.
  • the minimum braking distance is the distance from the obstacle in front when the vehicle is traveling at the latest braking point at the current speed.
  • the minimum steering distance is the distance from the obstacle in front when the vehicle is traveling at the latest turning point at the current speed.
  • the set speed may be specifically set to be equal to or greater than the speed of the vehicle when the minimum braking distance is equal to the minimum steering distance.
  • the vehicle speed is generally set when the minimum braking distance is equal to the minimum steering distance, that is, when the vehicle speed is equal to the set speed, the latest braking point is equal to the latest steering point, and the minimum braking distance is equal to Minimum steering distance.
  • the latest braking point When the speed of the vehicle is less than the set speed, the latest braking point is later than the latest turning point, and the minimum braking distance is shorter than the minimum steering distance.
  • the latest braking point When the vehicle speed is greater than the set speed, the latest braking point is earlier than the latest turning point, and the minimum braking distance is greater than the minimum steering distance.
  • the vehicle when the current speed of the vehicle is greater than a set speed and the current distance between the vehicle and an obstacle in front is equal to the minimum braking distance, combined with the detection of the driver ’s state, if the driver ’s state is In the state of fatigue driving, the vehicle is triggered for automatic emergency braking, so that when the driver is fatigued, the vehicle can be triggered for automatic emergency braking at the latest braking point in advance, ensuring sufficient braking distance and avoiding collision accidents. To improve the safety performance of the vehicle.
  • the vehicle's current speed is greater than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance
  • the vehicle will not be triggered for automatic emergency braking, and the vehicle can continue to drive , To avoid the driver's automatic emergency braking function at the latest braking point by mistake during normal driving, which improves the user experience.
  • the current speed of the vehicle is greater than the set speed, and the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, the vehicle is not triggered to perform automatic emergency braking regardless of whether the driver is in a fatigue driving state, to avoid braking The problem of insufficient distance.
  • the vehicle's automatic steering is triggered to ensure that the vehicle can have sufficient steering distance when the vehicle is automatically steered at the latest turning point.
  • the latest braking point is earlier than the latest turning point.
  • S502 Determine whether the current speed of the vehicle is greater than a set speed.
  • step S504 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, step S505 is continued. If the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, step S508 is continued.
  • the vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • S505 Determine whether the state of the driver is a fatigue driving state.
  • the vehicle is triggered to perform automatic emergency braking.
  • S507 The vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • step S509 If the current distance between the vehicle and the obstacle in front is greater than the minimum turning distance, step S509 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum steering distance, step S510 is continuously performed.
  • the vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • S510 Trigger the vehicle to perform automatic steering.
  • triggering the vehicle for automatic emergency braking may be advanced in advance.
  • the latest braking point triggers the vehicle for automatic emergency braking, ensuring a sufficient braking distance, and avoiding the accidental triggering of the automatic emergency braking function.
  • FIG. 6 is a schematic flowchart of a vehicle control method according to another embodiment of the present disclosure. As shown in FIG. 6, based on the previous embodiment, the vehicle control method in the embodiment of the present disclosure specifically includes:
  • step S601 is the same as step S401 in the previous embodiment, and details are not described herein again.
  • the vehicle is triggered to perform automatic emergency braking.
  • step S602 is the same as step S402 in the previous embodiment.
  • step S603 is the same as step S403 in the previous embodiment.
  • the vehicle control method of the embodiment of the present disclosure may further include the following step S604.
  • the control strategy of the vehicle control method according to the embodiment of the present disclosure is shown in Table 3.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle is ahead of
  • the current distance of the obstacle is greater than the minimum braking distance
  • the state of the driver is not considered, the vehicle is not triggered for automatic emergency braking, and the vehicle is not triggered for automatic steering.
  • the electronic stability system controls the brake wheel cylinder and triggers the vehicle for automatic emergency braking, ensuring that when the vehicle is triggered for automatic emergency braking at the latest braking point, there can be a sufficient braking distance.
  • the driver's state is not considered and the vehicle is not triggered Automatic emergency braking is not performed, nor does the vehicle trigger automatic steering.
  • the brake wheel cylinder is controlled by the electronic stability system, triggering the vehicle to perform automatic emergency braking. Ensuring sufficient braking distance when the vehicle is triggered for automatic emergency braking at the latest braking point.
  • the vehicle When the current speed of the vehicle is greater than a set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, if the driver ’s state is normal driving, Then the vehicle will not be triggered to perform automatic emergency braking, to avoid accidentally triggering the vehicle's automatic emergency braking function at the latest braking point, or to trigger the vehicle to perform automatic steering.
  • a set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the vehicle When the current speed of the vehicle is greater than the set speed (for example, 45 kilometers per hour, 50 kilometers per hour), and the current distance between the vehicle and the obstacle in front is less than the minimum braking distance but greater than the minimum steering distance, regardless of the driver's status Whether it is a fatigue driving state or a normal driving state, the vehicle is not triggered to perform automatic emergency braking, to avoid insufficient braking distance, nor to trigger the vehicle to perform automatic steering.
  • the set speed for example, 45 kilometers per hour, 50 kilometers per hour
  • the driving state is controlled by the electric power steering system (Electric Power Steering, referred to as EPS) to control the steering motor to trigger the vehicle to perform automatic steering, ensuring that the vehicle can have sufficient steering distance when the vehicle is automatically steered at the latest turning point.
  • EPS Electric Power Steering
  • the minimum braking distance is the distance from the obstacle in front when the vehicle is traveling at the latest braking point at the current speed.
  • the minimum steering distance is the distance from the obstacle in front when the vehicle is traveling at the latest turning point at the current speed.
  • the set speed may be specifically set to be equal to or greater than the speed of the vehicle when the minimum braking distance is equal to the minimum steering distance.
  • the vehicle speed is generally set when the minimum braking distance is equal to the minimum steering distance, that is, when the vehicle speed is equal to the set speed, the latest braking point is equal to the latest steering point, and the minimum braking distance is Minimum steering distance.
  • the latest braking point is later than the latest turning point
  • the minimum braking distance is shorter than the minimum steering distance.
  • the latest braking point is earlier than the latest turning point, and the minimum braking distance is greater than the minimum steering distance.
  • the vehicle when the current speed of the vehicle is greater than a set speed and the current distance between the vehicle and an obstacle in front is equal to the minimum braking distance, combined with the detection of the driver ’s state, if the driver ’s state is In the state of fatigue driving, the vehicle is triggered for automatic emergency braking, so that when the driver is fatigued, the vehicle can be triggered for automatic emergency braking at the latest braking point in advance, ensuring sufficient braking distance and avoiding collision accidents. To improve the safety performance of the vehicle.
  • the vehicle's current speed is greater than the set speed and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance
  • the vehicle will not be triggered for automatic emergency braking, and the vehicle can continue to drive , To avoid the driver's automatic emergency braking function at the latest braking point by mistake during normal driving, which improves the user experience.
  • the current speed of the vehicle is greater than the set speed, and the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, the vehicle is not triggered to perform automatic emergency braking regardless of whether the driver is in a fatigue driving state, to avoid braking Insufficient distance.
  • the vehicle's automatic steering is triggered to ensure that the vehicle can have sufficient steering distance when the vehicle is automatically steered at the latest turning point.
  • the vehicle is triggered to perform automatic emergency braking, ensuring that the vehicle is triggered to perform the automatic emergency braking at the latest braking point.
  • moving it can have enough braking distance.
  • S702 Determine whether the current speed of the vehicle is greater than a set speed.
  • step S704 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, step S705 is continued. If the current distance between the vehicle and the obstacle in front is less than the minimum braking distance, step S708 is continued.
  • the vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • S705 Determine whether the state of the driver is a fatigue driving state.
  • step S707 is continued.
  • S706 The vehicle is triggered to perform automatic emergency braking.
  • the vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • step S709 If the current distance between the vehicle and the obstacle in front is greater than the minimum steering distance, step S709 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum turning distance, step S710 is continuously performed.
  • the vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • S710 Trigger the vehicle to perform automatic steering.
  • step S712 If the current distance between the vehicle and the obstacle in front is greater than the minimum braking distance, step S712 is continued. If the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, step S713 is continued.
  • S712 The vehicle is not triggered to perform automatic emergency braking, nor is the vehicle to be triggered to perform automatic steering.
  • S713 Trigger the vehicle to perform automatic emergency braking.
  • triggering the vehicle for automatic emergency braking may be advanced in advance.
  • the latest braking point triggers the vehicle for automatic emergency braking, ensuring a sufficient braking distance, and avoiding the accidental triggering of the automatic emergency braking function.
  • the vehicle When the current speed of the vehicle is equal to or less than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform automatic emergency braking, ensuring that the vehicle is triggered to perform the automatic emergency braking at the latest braking point. When moving, it can have enough braking distance.
  • the vehicle is triggered to perform automatic emergency braking to ensure that When the minimum braking distance of the vehicle is less than the minimum steering distance, emergency braking can be realized in an emergency to avoid the risk of collision.
  • an embodiment of the present disclosure further provides a vehicle control device.
  • the vehicle control device of the embodiment of the present disclosure may be used to execute the vehicle control method of the above-mentioned embodiment.
  • FIG. 8 is a schematic structural diagram of a vehicle control device according to an embodiment of the present disclosure. As shown in FIG. 8, the vehicle control device according to the embodiment of the present disclosure may specifically include an acquisition module 81 and a first trigger module 82.
  • the obtaining module 81 is configured to obtain a current speed of the vehicle, a current distance between the vehicle and an obstacle in front, and a state of the driver.
  • the first trigger module 82 is configured to trigger the vehicle to perform automatic emergency braking if the current speed is greater than the set speed, the current distance is equal to the minimum braking distance, and the driver's state is a fatigued driving state.
  • the speed is set to the speed of the vehicle when the minimum braking distance is equal to the minimum steering distance.
  • the first trigger module 82 may be further configured to: if the current speed is greater than a set speed, the current distance is equal to the minimum braking distance, and the driver ’s status is normal driving State, the vehicle will not trigger automatic emergency braking.
  • the vehicle control device of the embodiment of the present disclosure may further include a second triggering module 83 configured to: if the current speed is greater than the set speed and the current distance is equal to the minimum steering Distance, trigger the vehicle to turn.
  • the obtaining module 81 may be specifically configured to: collect a driver's face image; extract a fatigue feature in the face image; and determine the driver's state according to the fatigue feature .
  • the obtaining module 81 may be specifically configured to: detect whether the driver ’s hands are away from the steering wheel; if so, determine that the driver ’s state is a fatigued driving state; if not, then It is determined that the driver's state is a normal driving state.
  • the vehicle control device of the embodiment of the present disclosure may further include: a third triggering module, configured to: The braking distance triggers the vehicle for automatic emergency braking.
  • triggering the vehicle for automatic emergency braking may be advanced in advance.
  • the latest braking point triggers the vehicle for automatic emergency braking, ensuring a sufficient braking distance, and avoiding the accidental triggering of the automatic emergency braking function.
  • the vehicle is automatically steered regardless of whether the driver is in a fatigued driving state.
  • the vehicle can be triggered at the latest turning point The automatic steering ensures a sufficient steering distance.
  • the vehicle When the current speed of the vehicle is equal to or less than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform automatic emergency braking, ensuring that the vehicle is triggered to perform the automatic emergency braking at the latest braking point. When moving, it can have enough braking distance.
  • FIG. 9 is a schematic structural diagram of a vehicle control system according to an embodiment of the present disclosure.
  • the vehicle control system of the embodiment of the present disclosure may specifically include: a speed detection device 91, a distance detection device 92, a driver state detection device 93, and an electronic stability system 95 such as the vehicle control device 96 of the above embodiment.
  • the speed detection device 91 is configured to detect the current speed of the vehicle and send the current speed to the acquisition module 81 in the vehicle control device 91.
  • the distance detection device 92 is configured to detect the current distance between the vehicle and the obstacle in front, and send the current distance to the acquisition module 81 in the vehicle control device 96.
  • the driver status detection device 93 is configured to detect driver status information and send the driver status information to an acquisition module 81 in the vehicle control device 96 for the acquisition module 81 to acquire the driver according to the driver status information. status.
  • the electronic stabilization system 95 is configured to trigger the vehicle to perform automatic emergency braking under the control of the first trigger module 82 in the vehicle control device 96.
  • the vehicle control system of the embodiment of the present disclosure may further include: an electric power steering system 94 for controlling the second trigger module 83 in the vehicle control device 96 Down, trigger the vehicle to turn.
  • the driver state detection device 93 is a camera; the camera is configured to acquire a driver's face image and send the face image to a vehicle control device for acquisition A module for the acquisition module to obtain a driver's status according to a face image.
  • the driver state detection device 93 is a steering wheel sensor; the steering wheel sensor is used to detect whether both hands of the driver leave the steering wheel, and send the detection result to the vehicle control device.
  • An acquisition module for the acquisition module to obtain the driver's status according to the detection result.
  • the steering wheel sensor may specifically include, but is not limited to, a mechanical sensor and / or a capacitance sensor.
  • triggering the vehicle for automatic emergency braking may be advanced in advance.
  • the latest braking point triggers the vehicle for automatic emergency braking, ensuring a sufficient braking distance, and avoiding the accidental triggering of the automatic emergency braking function.
  • the vehicle When the current speed of the vehicle is equal to or less than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform automatic emergency braking, ensuring that the vehicle is triggered to perform the automatic emergency braking at the latest braking point. When moving, it can have enough braking distance.
  • FIG. 10 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.
  • the vehicle 11 of the embodiment of the present disclosure includes the vehicle control device 96 as the embodiment described above.
  • triggering the vehicle for automatic emergency braking may be advanced in advance.
  • the latest braking point triggers the vehicle for automatic emergency braking, ensuring a sufficient braking distance, and avoiding the accidental triggering of the automatic emergency braking function.
  • the vehicle When the current speed of the vehicle is equal to or less than the set speed, and the current distance between the vehicle and the obstacle in front is equal to the minimum braking distance, the vehicle is triggered to perform automatic emergency braking, ensuring that the vehicle is triggered to perform the automatic emergency braking at the latest braking point. When moving, it can have enough braking distance.
  • the present disclosure also proposes an electronic device 1000 including a memory 1100, a processor 1200, and a computer program stored on the memory 1100 and executable on the processor, and the processor executes the program.
  • an electronic device 1000 including a memory 1100, a processor 1200, and a computer program stored on the memory 1100 and executable on the processor, and the processor executes the program.
  • the electronic device 1000 may include, but is not limited to, a memory 1100 and a processor 1200. Those skilled in the art can understand that FIG. 11 is only an example of the electronic device 1000, and does not constitute a limitation on the electronic device 1000. It may include more or fewer components than shown in the figure, or combine some components or different components.
  • the electronic device 1000 may further include an input / output device, a network access device, and a bus.
  • the processor 1200 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), ready-made Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • a general-purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
  • the memory 1100 may be an internal storage unit of the electronic device 1000, such as a hard disk or a memory of the electronic device 1000.
  • the memory 1100 may also be an external storage device of the electronic device 1000, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, and a flash memory card (Flash) provided on the electronic device 1000. Card) and so on.
  • SMC Smart Media Card
  • SD Secure Digital
  • Flash flash memory card
  • the memory 1100 may further include both an internal storage unit of the electronic device 1000 and an external storage device.
  • the memory 1100 is used to store a computer program and other programs and data required by the electronic device 1000.
  • the memory 1100 may also be used to temporarily store data that has been output or is to be output.
  • the present disclosure also proposes a computer-readable storage medium on which a computer program is stored, and the program is executed by a processor for implementing the vehicle control method provided by the foregoing embodiments.
  • the present disclosure also proposes a computer program product that executes the vehicle control method proposed by the foregoing embodiment when instructions in the computer program product are executed by a processor.
  • first and second are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "plurality” is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.
  • any process or method description in a flowchart or otherwise described herein can be understood as representing a module, fragment, or portion of code that includes one or more executable instructions for implementing steps of a custom logic function or process
  • the scope of the preferred embodiments of the present disclosure includes additional implementations in which the functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order according to the functions involved, which should It is understood by those skilled in the art to which the embodiments of the present disclosure belong.
  • a sequenced list of executable instructions that can be considered to implement a logical function can be embodied in any computer-readable medium,
  • the instruction execution system, device, or device such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from the instruction execution system, device, or device), or combine these instruction execution systems, devices, or devices Or equipment.
  • a "computer-readable medium” may be any device that can contain, store, communicate, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) with one or more wirings, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disk read-only memory (CDROM).
  • the computer-readable medium may even be paper or other suitable medium on which the program can be printed, because, for example, optical scanning of the paper or other medium can be followed by editing, interpretation, or other suitable means if necessary Process to obtain the program electronically and then store it in computer memory.
  • portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system.
  • Discrete logic circuits with logic gates for implementing logic functions on data signals Logic circuits, ASICs with suitable combinational logic gate circuits, programmable gate arrays (PGA), field programmable gate arrays (FPGAs), etc.
  • each functional unit in each embodiment of the present disclosure may be integrated into one processing module, or each unit may exist separately physically, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or software functional modules. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.
  • the aforementioned storage medium may be a read-only memory, a magnetic disk, or an optical disk.

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  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

一种车辆控制方法、装置、系统及车辆，其中方法包括：获取车辆的当前速度、车辆与前方障碍物的当前距离和驾驶员的状态；若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动。

Description

车辆控制方法、装置、系统及车辆
相关申请的交叉引用
本公开基于申请号为201810714898.7，申请日为2018年6月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本公开作为参考。
技术领域
本公开涉及车辆工程技术领域，尤其涉及一种车辆控制方法、装置、系统及车辆。
背景技术
目前的自动紧急制动系统(Autonomous Emergency Brake，简称AEB)在车辆行驶过程中，通过摄像头或雷达等传感器识别检测前方车辆，在有碰撞可能的情况下，通过警示灯或声音来提示驾驶员进行制动或转向换道，以避免碰撞风险。
相关技术中，自动紧急制动系统在检测到车辆与前车距离等于自动紧急制动的安全距离时，控制车辆进行自动紧急制动。其中，自动紧急制动的安全距离可以设置为最小制动距离或最小转向距离。
但相关技术至少存在如下缺陷：车辆在低速情况下，最迟转向点早于最迟制动点，随着车速的升高，最迟转向点逐渐晚于最迟制动点，如图1所示。当采用最小制动距离作为自动紧急制动的安全距离时，在车速较高的情况下，由于制动时车辆与前车距离大于最小转向距离，因此容易误触发自动紧急制动功能。当采用最小转向距离作为自动紧急制动的安全距离时，在车速较高的情况下，由于制动时车辆与前车距离小于最小制动距离，因此容易出现制动距离不足的问题。
发明内容
本公开旨在至少从一定程度上解决相关技术中的技术问题之一。
为此，本公开的第一个目的在于提出一种车辆控制方法，以避免在车速较高的情况下，出现误触发自动紧急制动功能或制动距离不足的问题。
本公开的第二个目的在于提出一种车辆控制装置。
本公开的第三个目的在于提出一种车辆控制系统。
本公开的第四个目的在于提出一种车辆。
本公开的第五个目的在于提出一种电子设备。
本公开的第六个目的在于提出一种计算机可读存储介质。
为达上述目的，本公开第一方面实施例提出了一种车辆控制方法，包括：
获取车辆的当前速度、所述车辆与前方障碍物的当前距离和驾驶员的状态；
若所述当前速度大于设定速度，且所述当前距离等于最小制动距离，且所述驾驶员的状态为疲劳驾驶状态，则触发所述车辆进行自动紧急制动。
本公开实施例的车辆控制方法，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。
为达上述目的，本公开第二方面实施例提出了一种车辆控制装置，包括：
获取模块，用于获取车辆的当前速度、所述车辆与前方障碍物的当前距离和驾驶员的状态；
第一触发模块，用于若所述当前速度大于设定速度，且所述当前距离等于最小制动距离，且所述驾驶员的状态为疲劳驾驶状态，则触发所述车辆进行自动紧急制动。
本公开实施例的车辆控制装置，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。
为达上述目的，本公开第三方面实施例提出了一种车辆控制系统，包括：速度检测装置、距离检测装置、驾驶员状态检测装置、电子稳定系统和如本公开第二方面实施例所述的车辆控制装置；
所述速度检测装置，用于检测车辆的当前速度，并将所述当前速度发送至所述车辆控制装置中的获取模块；
所述距离检测装置，用于检测所述车辆与前方障碍物的当前距离，并将所述当前距离发送至所述车辆控制装置中的所述获取模块；
所述驾驶员状态检测装置，用于检测驾驶员的状态信息，并将所述驾驶员的状态信息发送至所述车辆控制装置中的所述获取模块，以供所述获取模块根据所述驾驶员的状态信息，获取所述驾驶员的状态；
所述电子稳定系统，用于在所述车辆控制装置中的所述第一触发模块的控制下，触发所述车辆进行自动紧急制动。
本公开实施例的车辆控制系统，在车辆的当前速度大于设定速度且驾驶员的状态为疲 劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。
为达上述目的，本公开第四方面实施例提出了一种车辆，包括如本公开第二方面实施例所述的车辆控制装置。
为达上述目的，本公开第五方面实施例提出了一种电子设备，包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序，以实现如本公开第一方面实施例所述的车辆控制方法。
为达上述目的，本公开第六方面实施例提出了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行，以用于实现如本公开第一方面实施例所述的车辆控制方法。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1为车速较高时最迟转向点晚于最迟制动点的示意图；
图2为本公开一实施例提出的车辆控制方法的流程示意图；
图3为图2所示的车辆控制方法的具体实施方式的流程示意图；
图4为本公开另一实施例提出的车辆控制方法的流程示意图；
图5为图4所示的车辆控制方法的具体实施方式的流程示意图；
图6为本公开另一实施例提出的车辆控制方法的流程示意图；
图7为图6所示的车辆控制方法的具体实施方式的流程示意图；
图8为本公开一实施例提出的车辆控制装置的结构示意图；
图9为本公开一实施例提出的车辆控制系统的结构示意图；
图10为本公开一实施例提出的车辆的结构示意图；以及
图11为根据本申请一个实施例的电子设备的方框示意图。
具体实施方式
下面详细描述本公开的实施例，实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的 实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图描述本公开实施例的车辆控制方法、装置、系统及车辆。
图2为本公开一实施例提出的车辆控制方法的流程示意图。如图2所示，本公开实施例的车辆控制方法具体包括：
S201，获取车辆的当前速度、车辆与前方障碍物的当前距离和驾驶员的状态。
具体的，可通过设置于车辆上的速度检测装置，例如速度传感器等，检测车辆的当前速度。可通过设置于车辆前方的距离检测装置，例如测距雷达等，检测车辆与前方障碍物(例如前方车辆、行人、墙壁等障碍物)的当前距离。可通过设置于车辆上的驾驶员状态检测装置，检测驾驶员的状态信息，并根据驾驶员的状态信息获取驾驶员的状态。其中，驾驶员的状态包括疲劳驾驶状态和正常驾驶状态。
作为一种可行实施方式，可通过设置于驾驶员前方的摄像头采集驾驶员的人脸图像，根据人脸图像确定驾驶员的状态，具体可通过提取人脸图像中的疲劳特征，即提取人脸图像中能体现驾驶员疲劳状态的部位或区域(例如眼部、视线或瞳孔等)的图像特征，获取眼部、视线或瞳孔等参数，确定驾驶员的状态。具体的，可通过获取的眼部、视线或瞳孔等参数，确定驾驶员的闭眼时间和/或设定时间内的眨眼次数等，若驾驶员的闭眼时间大于预设的闭眼时间阈值(例如3秒)，和/或，设定时间内的眨眼次数大于预设的设定时间内的眨眼次数阈值(例如一分钟内眨眼5次)，则确定驾驶员的状态为疲劳驾驶状态。
作为另一种可行实施方式，可通过设置于方向盘上的方向盘传感器，例如力学传感器、电容传感器等，检测驾驶员的双手是否离开方向盘，若检测到驾驶员的双手离开方向盘，则确定驾驶员的状态为疲劳驾驶状态，若检测到驾驶员的双手未离开方向盘，则确定驾驶员的状态为正常驾驶状态。
在实际应用中，可同时采用以上两种方式获取驾驶员的状态，避免对驾驶员的状态的误判断。例如，通过摄像头采集驾驶员的人脸图像的方式，可在驾驶员处于疲劳驾驶状态但双手并未离开方向盘时，判断出驾驶员处于疲劳驾驶状态，避免仅采用通过方向盘传感器检测驾驶员的双手是否离开方向盘的方式时，造成对驾驶员的状态的误判断。又例如，通过方向盘传感器检测驾驶员的双手是否离开方向盘的方式，可在驾驶员处于疲劳驾驶状态但由于低头等动作导致摄像头采集不到人脸图像时，判断出驾驶员处于疲劳驾驶状态，避免仅采用通过摄像头采集驾驶员的人脸图像的方式时，造成对驾驶员的状态的误判断。
作为另一种可行实施方式，可获取驾驶员的持续行驶时间，若驾驶员持续行驶时间大于设定时间阈值，例如4个小时，则确定驾驶员的状态为疲劳驾驶状态，若驾驶员持续行驶时间等于或者小于设定时间阈值，例如4个小时，则确定驾驶员的状态为正常驾驶状态。避免在驾驶员处于疲劳驾驶状态时，仅采用以上两种方式均未检测出驾驶员处于疲劳驾驶 状态时，对驾驶员的状态的误判断。
S202，若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动。
具体的，自动紧急制动，即在紧急情况时，通过自动紧急制动系统协助驾驶员进行制动，从而减少或避免事故的发生。具体的，自动紧急制动系统通过摄像头或雷达检测和识别前方障碍物，在有碰撞可能的情况下，先用声音和警示灯提醒驾驶员进行制动操作回避碰撞。若驾驶员仍无制动操作，系统判断已无法避免追尾碰撞，就会自动制动来减轻碰撞的程度。
本公开实施例的车辆控制方法的控制策略如表1所示，当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离大于最小制动距离时，不考虑驾驶员的状态，不触发车辆进行自动紧急制动。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为疲劳驾驶状态，则通过电子稳定系统(Electronic Stability Program,简称ESP)控制制动轮缸，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，避免在最迟制动点误触发车辆的自动紧急制动功能。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离小于最小制动距离时，不管驾驶员的状态为疲劳驾驶状态还是正常驾驶状态，均不触发车辆进行自动紧急制动，避免制动距离不足。
表1车辆控制方法的控制策略一
Figure PCTCN2019091943-appb-000001
Figure PCTCN2019091943-appb-000002
其中，最小制动距离为车辆以当前速度行驶位于最迟制动点时，与前方障碍物的距离。最小转向距离为车辆以当前速度行驶位于最迟转向点时，与前方障碍物的距离。设定速度具体可设置为等于或者大于最小制动距离等于最小转向距离时车辆的速度。在实际应用中，一般设置设定速度为最小制动距离等于最小转向距离时车辆的速度，即车辆的速度等于设定速度时，最迟制动点等于最迟转向点，最小制动距离等于最小转向距离；车辆的速度小于设定速度时，最迟制动点晚于最迟转向点，最小制动距离小于最小转向距离；车辆的速度大于设定速度时，最迟制动点早于最迟转向点，最小制动距离大于最小转向距离。
本公开实施例的车辆控制方法，在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，结合对驾驶员的状态的检测，若驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动，使得驾驶员疲劳驾驶时，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，避免了碰撞事故的发生，提高了车辆行驶的安全性能。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，车辆可继续行驶，避免了驾驶员正常驾驶时，在最迟制动点误触发车辆的自动紧急制动功能，提升了用户体验。
为更清楚说明本公开实施例的车辆控制方法，下面结合图3对本公开实施例的车辆控制方法的一种具体实施方式进行详细描述。如图3所示，包括以下步骤：
S301，车辆上电行驶。
S302，判断车辆的当前速度是否大于设定速度。
若是，则继续执行步骤S303。若否，则返回步骤S302。
S303，将车辆与前方障碍物的当前距离与最小制动距离相比。
若车辆与前方障碍物的当前距离大于最小制动距离，则继续执行步骤S304。若车辆与前方障碍物的当前距离等于最小制动距离，则继续执行步骤S305。若车辆与前方障碍物的当前距离小于最小制动距离，则继续执行步骤S307。
S304，不触发车辆进行自动紧急制动。
S305，判断驾驶员的状态是否为疲劳驾驶状态。
若是，则继续执行步骤S306。若否，则继续执行步骤S307。
S306，触发车辆进行自动紧急制动。
S307，不触发车辆进行自动紧急制动。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车 辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。
为了清楚说明上一实施例，本公开实施例还提供了另一种车辆控制方法，为上一实施例的车辆控制方法的具体实施方式。图4为本公开另一实施例提出的车辆控制方法的流程示意图。如图4所示，在上一实施例的基础上，本公开实施例的车辆控制方法具体包括：
S401，获取车辆的当前速度、车辆与前方障碍物的当前距离和驾驶员的状态。
具体的，本步骤S401与上一实施例中的步骤S201相同，此处不再赘述。
S402，若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动。
具体的，本步骤S402与上一实施例中的步骤S202相同。
在上一实施例的步骤S201之后，本公开实施例的车辆控制方法还可以包括以下步骤S403。
S403，若当前速度大于设定速度，且当前距离等于最小转向距离，则触发车辆进行转向。
具体的，本公开实施例的车辆控制方法的控制策略如表2所示，当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离大于最小制动距离时，不考虑驾驶员的状态，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为疲劳驾驶状态，则通过电子稳定系统控制制动轮缸，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，避免在最迟制动点误触发车辆的自动紧急制动功能，也不触发车辆进行自动转向。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离小于最小制动距离但大于最小转向距离时，不管驾驶员的状态为疲劳驾驶状态还是正常驾驶状态，均不触发车辆进行自动紧急制动，避免制动距离不足，也不触发车辆进行自动转向，避免误触发。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态为疲劳驾驶状态还是正常驾驶状态，均通过电动助力转向系统(Electric Power Steering，简称EPS)控制转向电机，触发车辆进行自动转向，保证了在最迟转向点触发车辆进行自动转向时，能够有足够的转向距离。其转向的方向，可以向车辆的左侧转向，也可以向车辆的右侧转向，具体地，根据检测的车辆两侧的车辆情况或道路情况进行选择，有满足转向距离的空间即可。
表2车辆控制方法的控制策略二
Figure PCTCN2019091943-appb-000003
其中，最小制动距离为车辆以当前速度行驶位于最迟制动点时，与前方障碍物的距离。最小转向距离为车辆以当前速度行驶位于最迟转向点时，与前方障碍物的距离。设定速度具体可设置为等于或者大于最小制动距离等于最小转向距离时车辆的速度。在实际应用中，一般设置设定速度为最小制动距离等于最小转向距离时车辆的速度，即车辆的速度等于设定速度时，最迟制动点等于最迟转向点，最小制动距离等于最小转向距离。车辆的速度小于设定速度时，最迟制动点晚于最迟转向点，最小制动距离小于最小转向距离。车辆的速度大于设定速度时，最迟制动点早于最迟转向点，最小制动距离大于最小转向距离。
本公开实施例的车辆控制方法，在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，结合对驾驶员的状态的检测，若驾驶员的状态为疲劳 驾驶状态，则触发车辆进行自动紧急制动，使得驾驶员疲劳驾驶时，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，避免了碰撞事故的发生，提高了车辆行驶的安全性能。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，车辆可继续行驶，避免了驾驶员正常驾驶时，在最迟制动点误触发车辆的自动紧急制动功能，提升了用户体验。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离小于最小制动距离时，不管驾驶员的状态是否为疲劳驾驶状态，均不触发车辆进行自动紧急制动，避免制动距离不足的问题。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小转向距离时，触发车辆自动转向，保证了在最迟转向点触发车辆进行自动转向时，能够有足够的转向距离。在本实施例中，车辆在以大于设定速度行驶时，最迟制动点早于最迟转向点，车辆与前方障碍物的当前距离小于最小制动距离时，制动距离不足，车辆不进行紧急制动，避免了自动紧急制动功能操作的误触发，导致行车安全问题；在车辆与前方障碍物的当前距离大于最小转向距离，且小于最小制动距离时，车辆不触发自动紧急制动，也不触发自动转向操作，在此期间，如果驾驶员没有采取转向或其他的应急操作，车辆可在最小转向距离时触发车辆自动转向，即车辆在最迟转向点进行自动转向，有足够的转向距离以保证行车安全。为更清楚说明本公开实施例的车辆控制方法，下面结合图5对本公开实施例的车辆控制方法的一种具体实施方式进行详细描述。如图5所示，包括以下步骤：
S501，车辆上电行驶。
S502，判断车辆的当前速度是否大于设定速度。
若是，则继续执行步骤S503。若否，则返回步骤S502。
S503，将车辆与前方障碍物的当前距离与最小制动距离相比。
若车辆与前方障碍物的当前距离大于最小制动距离，则继续执行步骤S504。若车辆与前方障碍物的当前距离等于最小制动距离，则继续执行步骤S505。若车辆与前方障碍物的当前距离小于最小制动距离，则继续执行步骤S508。
S504，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S505，判断驾驶员的状态是否为疲劳驾驶状态。
若是，则继续执行步骤S506。若否，则继续执行步骤S507。
S506，触发车辆进行自动紧急制动。
S507，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S508，将车辆与前方障碍物的当前距离与最小转向距离相比。
若车辆与前方障碍物的当前距离大于最小转向距离，则继续执行步骤S509。若车辆与 前方障碍物的当前距离等于最小转向距离，则继续执行步骤S510。
S509，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S510，触发车辆进行自动转向。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。在车辆的当前速度大于设定速度且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态是否为疲劳驾驶状态，均触发车辆自动转向，可在最迟转向点触发车辆进行自动转向，保证了足够的转向距离。为了清楚说明上一实施例，本公开实施例还提供了另一种车辆控制方法，为上一实施例的车辆控制方法的具体实施方式。图6为本公开另一实施例提出的车辆控制方法的流程示意图。如图6所示，在上一实施例的基础上，本公开实施例的车辆控制方法具体包括：
S601，获取车辆的当前速度、车辆与前方障碍物的当前距离和驾驶员的状态。
具体的，本步骤S601与上一实施例中的步骤S401相同，此处不再赘述。
S602，若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动。
具体的，本步骤S602与上一实施例中的步骤S402相同。
S603，若当前速度大于设定速度，且当前距离等于最小转向距离，则触发车辆进行转向。
具体的，本步骤S603与上一实施例中的步骤S403相同。
在上一实施例的步骤S401之后，本公开实施例的车辆控制方法还可以包括以下步骤S604。
S604，若当前速度等于或者小于设定速度，且当前距离等于最小制动距离，则触发车辆进行自动紧急制动。
具体的，本公开实施例的车辆控制方法的控制策略如表3所示，当车辆的当前速度等于或者小于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离大于最小制动距离时，不考虑驾驶员的状态，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
当车辆的当前速度等于或者小于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，不考虑驾驶员的状态，通过电子稳定系统控制制动轮缸，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离大于最小制动距离时，不考虑驾驶员的状态，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为疲劳驾驶状态，则通过电子稳定系统控制制动轮缸，触发车辆进行自动紧急制动。保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，避免在最迟制动点误触发车辆的自动紧急制动功能，也不触发车辆进行自动转向。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离小于最小制动距离但大于最小转向距离时，不管驾驶员的状态为疲劳驾驶状态还是正常驾驶状态，均不触发车辆进行自动紧急制动，避免制动距离不足，也不触发车辆进行自动转向。
当车辆的当前速度大于设定速度(例如45千米每小时、50千米每小时)，且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态为疲劳驾驶状态还是正常驾驶状态，均通过电动助力转向系统(Electric Power Steering，简称EPS)控制转向电机，触发车辆进行自动转向，保证了在最迟转向点触发车辆进行自动转向时，能够有足够的转向距离。
表3车辆控制方法的控制策略三
Figure PCTCN2019091943-appb-000004
Figure PCTCN2019091943-appb-000005
其中，最小制动距离为车辆以当前速度行驶位于最迟制动点时，与前方障碍物的距离。最小转向距离为车辆以当前速度行驶位于最迟转向点时，与前方障碍物的距离。设定速度具体可设置为等于或者大于最小制动距离等于最小转向距离时车辆的速度。在实际应用中，一般设置设定速度为最小制动距离等于最小转向距离时车辆的速度，即车辆的速度等于设定速度时，最迟制动点等于最迟转向点，最小制动距离等于最小转向距离。车辆的速度小于设定速度时，最迟制动点晚于最迟转向点，最小制动距离小于最小转向距离。车辆的速度大于设定速度时，最迟制动点早于最迟转向点，最小制动距离大于最小转向距离。
本公开实施例的车辆控制方法，在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，结合对驾驶员的状态的检测，若驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动，使得驾驶员疲劳驾驶时，可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，避免了碰撞事故的发生，提高了车辆行驶的安全性能。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，若驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动，车辆可继续行驶，避免了驾驶员正常驾驶时，在最迟制动点误触发车辆的自动紧急制动功能，提升了用户体验。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离小于最小制动距离时，不管驾驶员的状态是否为疲劳驾驶状态，均不触发车辆进行自动紧急制动，避免制动距离不足。在车辆的当前速度大于设定速度，且车辆与前方障碍物的当前距离等于最小转向距离时，触发车辆自动转向，保证了在最迟转向点触发车辆进行自动转向时，能够有足够的转向距离。在车辆的当前速度等于或者小于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
为更清楚说明本公开实施例的车辆控制方法，下面结合图7对本公开实施例的车辆控 制方法的一种具体实施方式进行详细描述。如图7所示，包括以下步骤：
S701，车辆上电行驶。
S702，判断车辆的当前速度是否大于设定速度。
若是，则继续执行步骤S703。若否，则继续执行步骤S711。
S703，将车辆与前方障碍物的当前距离与最小制动距离相比。
若车辆与前方障碍物的当前距离大于最小制动距离，则继续执行步骤S704。若车辆与前方障碍物的当前距离等于最小制动距离，则继续执行步骤S705。若车辆与前方障碍物的当前距离小于最小制动距离，则继续执行步骤S708。
S704，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S705，判断驾驶员的状态是否为疲劳驾驶状态。
若是，则继续执行步骤S706。若否，则继续执行步骤S707。
S706，触发车辆进行自动紧急制动。
S707，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S708，将车辆与前方障碍物的当前距离与最小转向距离相比。
若车辆与前方障碍物的当前距离大于最小转向距离，则继续执行步骤S709。若车辆与前方障碍物的当前距离等于最小转向距离，则继续执行步骤S710。
S709，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S710，触发车辆进行自动转向。
S711，将车辆与前方障碍物的当前距离与最小制动距离相比。
若车辆与前方障碍物的当前距离大于最小制动距离，则继续执行步骤S712。若车辆与前方障碍物的当前距离等于最小制动距离，则继续执行步骤S713。
S712，不触发车辆进行自动紧急制动，也不触发车辆进行自动转向。
S713，触发车辆进行自动紧急制动。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。在车辆的当前速度大于设定速度且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态是否为疲劳驾驶状态，均触发车辆自动转向，可在最迟转向点触发车辆进行自动转向，保证了足够的转向距离。在车辆的当前速度等于或者小于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
根据本公开一实施例的车辆控制方法，若所述当前速度等于或者小于所述设定速度， 且所述当前距离等于所述最小制动距离，则触发所述车辆进行自动紧急制动，保证车辆最小制动距离小于最小转向距离时，紧急情况下，可实现紧急制动，避免发生碰撞风险。
为了实现上述实施例，本公开实施例还提出一种车辆控制装置。本公开实施例的车辆控制装置可用于执行上述实施例的车辆控制方法。图8为本公开一实施例提出的车辆控制装置的结构示意图。如图8所示，本公开实施例的车辆控制装置具体可包括：获取模块81和第一触发模块82。
获取模块81，用于获取车辆的当前速度、车辆与前方障碍物的当前距离和驾驶员的状态。
第一触发模块82，用于若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为疲劳驾驶状态，则触发车辆进行自动紧急制动。
进一步的，在本公开实施例一种可能的实现方式中，设定速度为最小制动距离等于最小转向距离时车辆的速度。
进一步的，在本公开实施例一种可能的实现方式中，第一触发模块82还可用于：若当前速度大于设定速度，且当前距离等于最小制动距离，且驾驶员的状态为正常驾驶状态，则不触发车辆进行自动紧急制动。
进一步的，在本公开实施例一种可能的实现方式中，本公开实施例的车辆控制装置还可包括：第二触发模块83，用于若当前速度大于设定速度，且当前距离等于最小转向距离，则触发车辆进行转向。
进一步的，在本公开实施例一种可能的实现方式中，获取模块81可具体用于：采集驾驶员的人脸图像；提取人脸图像中的疲劳特征；根据疲劳特征，确定驾驶员的状态。
进一步的，在本公开实施例一种可能的实现方式中，获取模块81可具体用于：检测驾驶员的双手是否离开方向盘；若是，则确定驾驶员的状态为疲劳驾驶状态；若否，则确定驾驶员的状态为正常驾驶状态。
进一步的，在本公开实施例一种可能的实现方式中，本公开实施例的车辆控制装置还可包括：第三触发模块，用于若当前速度等于或者小于设定速度，且当前距离等于最小制动距离，则触发车辆进行自动紧急制动。
需要说明的是，前述对车辆控制方法实施例的解释说明也适用于该实施例的车辆控制装置，此处不再赘述。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。在车辆的当前速度大于设定速度且车辆与前方障碍物的当前距离等于最小转向 距离时，不管驾驶员的状态是否为疲劳驾驶状态，均触发车辆自动转向，可在最迟转向点触发车辆进行自动转向，保证了足够的转向距离。在车辆的当前速度等于或者小于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
基于上述实施例，本公开实施例还提出一种车辆控制系统。图9为本公开一实施例提出的车辆控制系统的结构示意图。如图9所示，本公开实施例的车辆控制系统具体可包括：速度检测装置91、距离检测装置92、驾驶员状态检测装置93、电子稳定系统95如上述实施例的车辆控制装置96。
速度检测装置91，用于检测车辆的当前速度，并将当前速度发送至车辆控制装置91中的获取模块81。
距离检测装置92，用于检测车辆与前方障碍物的当前距离，并将当前距离发送至车辆控制装置96中的获取模块81。
驾驶员状态检测装置93，用于检测驾驶员的状态信息，并将驾驶员的状态信息发送至车辆控制装置96中的获取模块81，以供获取模块81根据驾驶员的状态信息，获取驾驶员的状态。
电子稳定系统95，用于在车辆控制装置96中的第一触发模块82的控制下，触发车辆进行自动紧急制动。
进一步的，在本公开实施例一种可能的实现方式中，本公开实施例的车辆控制系统还可包括：电动助力转向系统94，用于在车辆控制装置96中的第二触发模块83的控制下，触发车辆进行转向。
进一步的，在本公开实施例一种可能的实现方式中，驾驶员状态检测装置93为摄像头；摄像头，用于采集驾驶员的人脸图像，并将人脸图像发送至车辆控制装置中的获取模块，以供获取模块根据人脸图像，获取驾驶员的状态。
进一步的，在本公开实施例一种可能的实现方式中，驾驶员状态检测装置93为方向盘传感器；方向盘传感器，用于检测驾驶员的双手是否离开方向盘，并将检测结果发送至车辆控制装置中的获取模块，以供获取模块根据检测结果，获取驾驶员的状态。
进一步的，在本公开实施例一种可能的实现方式中，方向盘传感器具体可包括但不限于力学传感器和/或电容传感器等。
需要说明的是，前述对车辆控制方法实施例的解释说明也适用于该实施例的车辆控制系统，此处不再赘述。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动可提前在最 迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。在车辆的当前速度大于设定速度且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态是否为疲劳驾驶状态，均触发车辆自动转向，可在最迟转向点触发车辆进行自动转向，保证了足够的转向距离。在车辆的当前速度等于或者小于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
基于上述实施例，本公开实施例还提出一种车辆。图10为本公开一实施例提出的车辆的结构示意图。如图10所示，本公开实施例的车辆11包括如上述实施例的车辆控制装置96。
本实施例中，在车辆的当前速度大于设定速度且驾驶员的状态为疲劳驾驶状态，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动可提前在最迟制动点触发车辆进行自动紧急制动，保证了足够的制动距离，且避免了误触发自动紧急制动功能。在车辆的当前速度大于设定速度且车辆与前方障碍物的当前距离等于最小转向距离时，不管驾驶员的状态是否为疲劳驾驶状态，均触发车辆自动转向，可在最迟转向点触发车辆进行自动转向，保证了足够的转向距离。在车辆的当前速度等于或者小于设定速度，且车辆与前方障碍物的当前距离等于最小制动距离时，触发车辆进行自动紧急制动，保证了在最迟制动点触发车辆进行自动紧急制动时，能够有足够的制动距离。
如图11所示，为了实现上述实施例，本公开还提出一种电子设备1000，包括存储器1100、处理器1200及存储在存储器1100上并可在处理器上运行的计算机程序，处理器执行程序，以用于实现前述实施例提出的车辆控制方法。
其中，电子设备1000可包括，但不仅限于，存储器1100和处理器1200。本领域技术人员可以理解，图11仅仅是电子设备1000的示例，并不构成对电子设备1000的限定，可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件，例如电子设备1000还可以包括输入输出设备、网络接入设备、总线等。
处理器1200可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现成可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
存储器1100可以是电子设备1000的内部存储单元，例如电子设备1000的硬盘或内存。存储器1100也可以是电子设备1000的外部存储设备，例如电子设备1000上配备的插接式硬盘，智能存储卡(Smart Media Card，SMC)，安全数字(Secure Digital，SD)卡，闪 存卡(Flash Card)等。
进一步地，存储器1100还可以既包括电子设备1000的内部存储单元也包括外部存储设备。存储器1100用于存储计算机程序以及电子设备1000所需的其他程序和数据。存储器1100还可以用于暂时地存储已经输出或者将要输出的数据。
为了实现上述实施例，本公开还提出一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行，以用于实现前述实施例提出的车辆控制方法。
为了实现上述实施例，本公开还提出一种计算机程序产品，当计算机程序产品中的指令由处理器执行时，执行前述实施例提出的车辆控制方法。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本公开的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本公开的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只 读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得程序，然后将其存储在计算机存储器中。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本公开各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (17)

  1. 一种车辆控制方法，其特征在于，包括以下步骤：
    获取车辆的当前速度、所述车辆与前方障碍物的当前距离和驾驶员的状态；
    若所述当前速度大于设定速度，且所述当前距离等于最小制动距离，且所述驾驶员的状态为疲劳驾驶状态，则触发所述车辆进行自动紧急制动。
  2. 根据权利要求1所述的车辆控制方法，其特征在于，所述设定速度为所述最小制动距离等于最小转向距离时所述车辆的速度。
  3. 根据权利要求1-2中任一项所述的车辆控制方法，其特征在于，还包括：
    若所述当前速度大于所述设定速度，且所述当前距离等于所述最小制动距离，且所述驾驶员的状态为正常驾驶状态，则不触发所述车辆进行自动紧急制动。
  4. 根据权利要求1-3中任一项所述的车辆控制方法，其特征在于，还包括：
    若所述当前速度大于所述设定速度，且所述当前距离等于最小转向距离，则触发所述车辆进行转向，所述最小转向距离小于所述最小制动距离。
  5. 根据权利要求1-4中任一项所述的车辆控制方法，其特征在于，获取所述驾驶员的状态包括：
    采集所述驾驶员的人脸图像；
    提取所述人脸图像中的疲劳特征；
    根据所述疲劳特征，确定所述驾驶员的状态；和/或，获取所述驾驶员的状态包括：
    检测所述驾驶员的双手是否离开方向盘；
    若是，则确定所述驾驶员的状态为所述疲劳驾驶状态；
    若否，则确定所述驾驶员的状态为正常驾驶状态。
  6. 根据权利要求1-5中任一项所述的车辆控制方法，其特征在于，还包括：
    若所述当前速度等于或者小于所述设定速度，且所述当前距离等于所述最小制动距离，则触发所述车辆进行自动紧急制动。
  7. 一种车辆控制装置，其特征在于，包括：
    获取模块，用于获取车辆的当前速度、所述车辆与前方障碍物的当前距离和驾驶员的状态；
    第一触发模块，用于若所述当前速度大于设定速度，且所述当前距离等于最小制动距离，且所述驾驶员的状态为疲劳驾驶状态，则触发所述车辆进行自动紧急制动。
  8. 根据权利要求7所述的车辆控制装置，其特征在于，所述设定速度为所述最小制动距离等于最小转向距离时所述车辆的速度。
  9. 根据权利要求7-8中任一项所述的车辆控制装置，其特征在于，所述第一触发模块还用于：
    若所述当前速度大于所述设定速度，且所述当前距离等于所述最小制动距离，且所述驾驶员的状态为正常驾驶状态，则不触发所述车辆进行自动紧急制动。
  10. 根据权利要求7-9中任一项所述的车辆控制装置，其特征在于，还包括：
    第二触发模块，用于若所述当前速度大于所述设定速度，且所述当前距离等于最小转向距离，则触发所述车辆进行转向，所述最小转向距离小于所述最小制动距离。
  11. 根据权利要求7-10中任一项所述的车辆控制装置，其特征在于，所述获取模块具体用于：
    采集所述驾驶员的人脸图像；
    提取所述人脸图像中的疲劳特征；
    根据所述疲劳特征，确定所述驾驶员的状态；和/或，
    所述获取模块具体用于：
    检测所述驾驶员的双手是否离开方向盘；
    若是，则确定所述驾驶员的状态为所述疲劳驾驶状态；
    若否，则确定所述驾驶员的状态为正常驾驶状态。
  12. 一种车辆控制系统，其特征在于，包括：速度检测装置、距离检测装置、驾驶员状态检测装置、电子稳定系统和如权利要求7-11任一项所述的车辆控制装置；
    所述速度检测装置，用于检测车辆的当前速度，并将所述当前速度发送至所述车辆控制装置中的获取模块；
    所述距离检测装置，用于检测所述车辆与前方障碍物的当前距离，并将所述当前距离发送至所述车辆控制装置中的所述获取模块；
    所述驾驶员状态检测装置，用于检测驾驶员的状态信息，并将所述驾驶员的状态信息发送至所述车辆控制装置中的所述获取模块，以供所述获取模块根据所述驾驶员的状态信息，获取所述驾驶员的状态；
    所述电子稳定系统，用于在所述车辆控制装置中的第一触发模块的控制下，触发所述车辆进行自动紧急制动。
  13. 根据权利要求12所述的车辆控制系统，其特征在于，所述驾驶员状态检测装置包括摄像头和方向盘传感器中的至少一个；
    所述摄像头，用于采集所述驾驶员的人脸图像，并将所述人脸图像发送至所述车辆控制装置中的所述获取模块，以供所述获取模块根据所述人脸图像，获取所述驾驶员的状态；
    所述方向盘传感器，用于检测所述驾驶员的双手是否离开方向盘，并将检测结果发送 至所述车辆控制装置中的所述获取模块，以供所述获取模块根据所述检测结果，获取所述驾驶员的状态。
  14. 根据权利要求13所述的车辆控制系统，其特征在于，所述方向盘传感器包括力学传感器和/或电容传感器。
  15. 一种车辆，其特征在于，包括如权利要求7-11任一项所述的车辆控制装置。
  16. 一种电子设备，其特征在于，包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序，以实现如权利要求1-6任一项所述的车辆控制方法。
  17. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行，以用于实现如权利要求1-6任一项所述的车辆控制方法。
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