CN117818664A

CN117818664A - Vehicle control method, device, electronic device and storage medium

Info

Publication number: CN117818664A
Application number: CN202410130708.2A
Authority: CN
Inventors: 范晓龙; 朱海洋
Original assignee: Uisee Technologies Beijing Co Ltd
Current assignee: Uisee Technologies Beijing Co Ltd
Priority date: 2024-01-30
Filing date: 2024-01-30
Publication date: 2024-04-05

Abstract

The embodiment of the disclosure discloses a vehicle control method, a device, an electronic device and a storage medium, wherein the method comprises the following steps: when determining that the automatic driving system of the vehicle has a fault with a preset level, determining whether a satisfaction condition of a minimum safety system is met; if yes, determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in an automatic driving system; if yes, determining whether the vehicle is currently running on a straight road; if yes, or if the fault of the preset level is not the fault of the positioning module and/or the sensing module in the automatic driving system, determining the first longitudinal braking acceleration based on a preset acceleration change rate constraint curve; determining a target longitudinal braking acceleration according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the automatic driving system; and controlling the vehicle to brake according to the target longitudinal brake acceleration. The present disclosure improves vehicle safety and smoothness during braking.

Description

Vehicle control method, device, electronic equipment and storage medium

Technical Field

The present disclosure relates to the field of unmanned technologies, and in particular, to a vehicle control method, apparatus, electronic device, and storage medium.

Background

In autopilot, vehicle fault handling capability is an important and fundamental capability. The vehicle fault handling capability is to ensure vehicle safety in the event of a vehicle fault. Wherein an immediate stop is required to ensure safety when a serious failure occurs.

The currently common treatments include direct braking or converting the autopilot system into a minimum safety system. However, the automatic driving system is converted into the minimum safety system, so that the normal operation of the whole automatic driving system can be influenced, more potential hazards are brought, and meanwhile, the problem of smoothness of braking is not considered. The direct braking scheme does not consider the problem of smoothness of braking, and the occurrence of interlocking dangerous accidents caused by over-sudden braking, such as dangerous accidents caused by folding of a trailer hopper due to over-sudden braking, is easy to cause.

Disclosure of Invention

In order to solve the above technical problems or at least partially solve the above technical problems, embodiments of the present disclosure provide a vehicle control method, device, electronic device, and storage medium, which improve vehicle safety and smoothness during braking.

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

when determining that an automatic driving system of a vehicle has a fault with a preset level, determining whether the vehicle meets the condition of a minimum safety system;

if the vehicle meets the condition of the minimum safety system, determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in an automatic driving system or not;

if the fault of the preset level is the fault of the positioning module and/or the sensing module, determining whether the vehicle is currently running on a straight road;

if the vehicle is currently running on a straight road or the fault of the preset level is not the fault of the positioning module and/or the sensing module in the automatic driving system, determining a first longitudinal braking acceleration based on a preset acceleration change rate constraint curve;

determining a target longitudinal braking acceleration according to the first longitudinal braking acceleration and a second longitudinal braking acceleration output by a planning module in the automatic driving system;

and controlling the vehicle to brake according to the target longitudinal brake acceleration.

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

the first determining module is used for determining whether the vehicle meets the establishment condition of the minimum safety system when determining that the automatic driving system of the vehicle has a fault with a preset level;

the second determining module is used for determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in the automatic driving system or not if the vehicle meets the establishment condition of the minimum safety system;

the third determining module is used for determining whether the vehicle is currently running on a straight road or not if the fault of the preset level is a fault of the positioning module and/or the sensing module;

a fourth determining module, configured to determine a first longitudinal braking acceleration based on a preset acceleration change rate constraint curve if the vehicle is currently traveling in a straight road, or if the fault of the preset level is not a fault of the positioning module and/or the sensing module in the automatic driving system;

a fifth determining module, configured to determine a target longitudinal braking acceleration according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the autopilot system;

and the braking module is used for controlling the vehicle to brake according to the target longitudinal braking acceleration.

In a third aspect, embodiments of the present disclosure further provide an electronic device, including: one or more processors; a storage means for storing one or more programs; the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the vehicle control method as described above.

In a fourth aspect, the presently disclosed embodiments also provide a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle control method as described above.

According to the vehicle control method, when the fact that a fault of a preset level occurs in an automatic driving system of a vehicle is determined, whether the vehicle meets the condition of establishment of a minimum safety system is determined; if the vehicle meets the condition of the minimum safety system, determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in an automatic driving system or not; if the fault of the preset level is the fault of the positioning module and/or the sensing module, determining whether the vehicle is currently running on a straight road; if the vehicle is currently running on a straight road or the fault of the preset level is not the fault of the positioning module and/or the sensing module in the automatic driving system, determining a first longitudinal braking acceleration based on a preset acceleration change rate constraint curve; determining a target longitudinal braking acceleration according to the first longitudinal braking acceleration and a second longitudinal braking acceleration output by a planning module in the automatic driving system; the technical means for controlling the vehicle to brake according to the target longitudinal brake acceleration improves the safety of the vehicle and the smoothness during braking.

Drawings

The above and other features, advantages, and aspects of embodiments of the present disclosure will become more apparent by reference to the following detailed description when taken in conjunction with the accompanying drawings. The same or similar reference numbers will be used throughout the drawings to refer to the same or like elements. It should be understood that the figures are schematic and that elements and components are not necessarily drawn to scale.

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

FIG. 2 is a schematic diagram of fault transmission and handling in an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of the placement of a key lidar and a key camera in an embodiment of the present disclosure;

FIG. 4 is a schematic illustration of a constraint curve for a fixed acceleration rate of change in an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of a constraint curve for decreasing acceleration rate of change in an embodiment of the present disclosure;

FIG. 6 is a schematic illustration of a constraint curve based on the acceleration rate of change of the Couznitz curve in an embodiment of the disclosure;

FIG. 7 is a schematic diagram of an actual braking effect without an obstacle according to an embodiment of the disclosure;

FIG. 8 is a schematic diagram of an actual braking effect when there is an obstacle in an embodiment of the disclosure;

FIG. 9 is a schematic diagram of an actual braking effect when approaching an obstacle in an embodiment of the disclosure;

FIG. 10 is a flow chart of a vehicle control method in an embodiment of the present disclosure;

fig. 11 is a schematic structural view of a vehicle control apparatus in an embodiment of the present disclosure;

fig. 12 is a schematic structural diagram of an electronic device in an embodiment of the disclosure.

Detailed Description

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

It should be noted that the terms "first," "second," and the like in this disclosure are merely used to distinguish between different devices, modules, or units and are not used to define an order or interdependence of functions performed by the devices, modules, or units.

The names of messages or information interacted between the various devices in the embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

Fig. 1 is a flowchart of a vehicle control method in an embodiment of the present disclosure. The method may be performed by a vehicle control device, which may be implemented in software and/or hardware, which may be configured in an electronic apparatus. As shown in fig. 1, the method specifically may include the following steps:

s110, when determining that an automatic driving system of a vehicle has a fault with a preset level, determining whether the vehicle meets the condition of a minimum safety system.

The fault classes for the automatic driving system are currently divided into 5 classes, namely E1, E2, E3, E4 and E5. When the automatic driving system has a fault of E1 level, reminding is carried out by the counter measure so that relevant personnel notice the fault; when the automatic driving system fails in E2 level, the countermeasure is to make the automatic driving vehicle run at low speed to ensure safety; when the automatic driving system fails in E3 level, the countermeasure is to stop by side; when the automatic driving system fails in E4 level, the countermeasure is to make the automatic driving vehicle brake slowly until stopping; when the automatic driving system fails in E5 level, the countermeasure is to make the automatic driving vehicle suddenly stop. The technical scheme of the embodiment of the disclosure aims at countermeasures when faults of E4 and E5 grades occur in an automatic driving system, and aims at improving smoothness when braking on the premise of ensuring safety of the automatic driving vehicle. In other words, the failure of the preset level includes a failure requiring immediate stopping.

Different modules (such as a perception module, a planning module, a control module, a camera module, a positioning module and the like) of the automatic driving system generate fault messages according to the fault severity of the module, so that the severity of the whole fault of the automatic driving system does not need to be concerned, and the method has the advantages of loose coupling and strong robustness for generating and processing the fault of the whole automatic driving system. As shown in a schematic diagram of fault transmission and processing in fig. 2, different modules of the autopilot system generate heartbeat information at regular time, and the heartbeat information includes fault levels of the modules; and when the fault grade is a preset grade, the heartbeat information is transmitted to the fault processing module through the data bus.

In some embodiments, the determining whether the vehicle satisfies a condition for establishment of a minimum safety system includes:

if at least one key laser radar and at least one key camera of the vehicle can work normally and an automatic driving system is not in a pure motion estimation state currently, determining that the vehicle meets a satisfaction condition of a minimum safety system; the laser radar capable of scanning the area in front of the vehicle is a key laser radar, and the camera capable of shooting the area in front of the vehicle is a key camera. Exemplary, refer to a schematic diagram of the arrangement positions of a key Lidar and a key camera as shown in fig. 3, where Lidar-1, lidar-2, lidar-3 represent key radars; camera-1, camera-2, camera-3 represent key cameras. The minimum safety system is the minimum unit that ensures that the autonomous vehicle can safely travel.

In some embodiments, to further ensure the safety of the autonomous vehicle, upon determining that the autonomous system of the vehicle is malfunctioning at a preset level, the method further comprises: and controlling the robbery obstacle avoidance function of the automatic driving system to be closed. Specifically, the planning module of the automatic driving system plans the route according to the perception data and the positioning data, and the planning result is divided into longitudinal planning and transverse planning. The transverse planning can consider that the front obstacle carries out acceleration obstacle avoidance, the acceleration obstacle avoidance function of the transverse planning is canceled when serious faults occur for increasing safety, and meanwhile, the longitudinal planning is changed into the planning of safe parking.

And S120, if the vehicle meets the condition of the minimum safety system, determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in the automatic driving system.

In particular, it may be determined from the source of the heartbeat information which module of the autopilot system the fault of the preset level is.

And S130, if the fault of the preset level is the fault of the positioning module and/or the sensing module, determining whether the vehicle is currently running on a straight road.

The determining whether the vehicle is currently traveling in a straight road includes:

determining a distance between a current location of the vehicle and a reference location, the reference location being a road location having a road curvature greater than a first thresholdPlacing; if the distance is greater than a preset safety distance, determining that the vehicle is currently running on a straight road; wherein the preset safety distance y=speed ² Speed represents the current speed of the vehicle, acc represents the average value of the first longitudinal braking acceleration, b represents a second threshold value, namely a reserved safety distance threshold value (the vehicle chassis has strong/weak braking condition when executing, the vehicle braking force is strong when braking is strong, the speed can be quickly reduced, b is generally negative, the weak braking or normal response b is generally positive, b is a threshold value introduced for ensuring that the automatic driving vehicle can safely and smoothly brake before reaching a curve, and the values of b of different vehicle types are different). The first threshold is a set value, and the reference position is a road position with a road curvature greater than the first threshold, which is substantially: the reference position is a position on a curve. Specifically, the curvature of different planned path segments may be calculated according to a planar curvature formula. In order to prevent the automatic driving vehicle from entering the curve in the braking process, the embodiment designs a preset safety distance, and when the distance between the current position of the vehicle and the reference position is smaller than the preset safety distance, the system judges that the automatic driving vehicle is currently running on the curve. In order to improve safety, when the automatic driving vehicle runs on a curve and the positioning module and/or the sensing module have serious faults, the technical scheme of the embodiment is not adopted so as to prevent the vehicle from colliding with the edge of a road in the braking process.

Wherein, the curvature of the road can be determined by the following calculation formula:

where K represents the road curvature, y=f (x) represents the curve of the road, y "is the second derivative, and y' is the first derivative.

And S140, if the vehicle is currently running on a straight road, or the fault of the preset level is not the fault of the positioning module and/or the sensing module in the automatic driving system, determining the first longitudinal braking acceleration based on a preset acceleration change rate constraint curve.

Illustratively, the preset acceleration rate of change constraint curve includes:

a constraint curve for fixing the acceleration change rate, a constraint curve for decreasing the acceleration change rate, and a constraint curve based on the acceleration change rate of the KutzZerniz curve.

Wherein, the constraint curve of the fixed acceleration change rate can be referred to as shown in fig. 4, the constraint curve of the decreasing acceleration change rate can be referred to as shown in fig. 5, and the constraint curve of the acceleration change rate based on the kultz-like curve can be referred to as shown in fig. 6. The smoothness during braking can be improved by restraining the smooth change of the acceleration change rate.

Further, the slope of the preset acceleration rate constraint curve needs to be smaller than a preset threshold, which may be set according to a specific vehicle type, for example, the preset threshold may be larger for an automatically driven logistics vehicle, and smaller for an automatically driven manned vehicle.

And S150, determining target longitudinal braking acceleration according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the automatic driving system.

According to the implementation steps, it can be determined that when the automatic driving system fails at a preset level, the automatic driving system is still in a working state and is not in an automatic driving mode but is converted to a minimum safety system, so that a planning module of the automatic driving system is still continuously executing planning logic and outputting a planning result, the planning result comprises a second longitudinal braking acceleration, and when the automatic driving system fails seriously, the planning result output by the planning module is not necessarily a planned vehicle for stopping at a reduced speed, so that in order to ensure safety and smoothness during braking, a final target longitudinal braking acceleration needs to be determined according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the automatic driving system.

In some embodiments, the determining the target longitudinal braking acceleration according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the autopilot system includes: comparing the first longitudinal braking acceleration with the second longitudinal braking acceleration; the larger is determined as the target longitudinal brake acceleration.

And S160, controlling the vehicle to brake according to the target longitudinal brake acceleration.

By controlling the vehicle to brake according to the target longitudinal brake acceleration, not only can the safety be ensured, but also the smoothness of the brake can be considered.

For example, referring to the schematic diagrams of the actual braking effect shown in fig. 7 to 9, the magnitudes of the first longitudinal braking acceleration and the second longitudinal braking acceleration corresponding to each time t are compared, and the larger is determined as the target longitudinal braking acceleration. The scenario illustrated in fig. 7 is that the actual braking effect curve 710 is closer to the first longitudinal braking acceleration curve 720 when no obstacle is present. The scenario illustrated in fig. 8 is that, when there is an obstacle, the actual braking (target longitudinal braking acceleration) effect curve 810 is closer to the first longitudinal braking acceleration curve 820 before the time t1, and the actual braking effect curve 810 is closer to the second longitudinal braking acceleration curve 830 after the time t1, where t1 is the time corresponding to the intersection point of the first longitudinal braking acceleration curve 820 and the second longitudinal braking acceleration curve 830. The scenario illustrated in fig. 9 is that the actual braking effort curve 910 is closer to the second longitudinal braking acceleration curve 930 when the obstacle is closer, and 920 represents the first longitudinal braking acceleration curve.

Further, if the vehicle does not meet the condition of the minimum safety system, or if the fault of the preset level is a fault of the positioning module and/or the sensing module in the automatic driving system but the vehicle is not currently running on a straight road, the vehicle is controlled to brake according to the preset brake acceleration.

In general, referring to a flow chart of a vehicle control method as shown in fig. 10, the method specifically includes: the automatic driving system starts to work, each module of the automatic driving system reports faults, and the automatic driving system plans a path and acceleration to carry out automatic driving; judging whether the reported fault is a fault of a preset level, if so, further judging whether the condition of the minimum safety system is met, synchronously canceling the function of robbery obstacle avoidance in the automatic driving system, and if not, processing according to the processing logic of the non-serious fault (the disclosure does not limit the fault); if the condition of the minimum safety system is met, further judging whether the vehicle is a fault of the sensing module and/or the positioning module, and if the condition of the minimum safety system is not met, directly controlling the vehicle to brake according to the preset brake acceleration; if the vehicle is in the straight running state, the vehicle is further judged to be braked according to the preset braking acceleration if the vehicle is in the straight running state, if the vehicle is not in the straight running state, the first longitudinal braking acceleration is planned, and the target longitudinal braking acceleration is determined according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the automatic driving system.

By using the scheme, the safety and smoothness parking of severe faults can be realized, the normal operation of an automatic driving system can be ensured, the safety can be improved, the smoothness parking is realized, and the damage to passengers possibly caused by sudden stop braking when faults occur is reduced.

In summary, the disclosure provides a method for enhancing safety and stably stopping an automatic driving vehicle based on a severe fault of a minimum safety system, which solves the problems of low safety and braking irregularity during severe fault processing, and can game an optimal braking result between smoothness and safety.

In particular, the present disclosure classifies faults into two categories for processing, and different decisions may be made between different categories of faults. The minimum safety system of the present disclosure is the minimum unit that does not affect the safe running of an autonomous vehicle. The braking modes of various smooth braking accelerations are used, and different smooth and safety requirements of various vehicle types can be met.

Parameters related to vehicle types in the disclosure (for example, a preset acceleration change rate constraint curve, for a manned automatic driving vehicle, the preset acceleration change rate constraint curve is usually a constraint curve based on the acceleration change rate of a coulznitz curve, for a logistics vehicle, the preset acceleration change rate constraint curve is usually a constraint curve with a fixed acceleration change rate), can be obtained through data analysis, meanwhile, related parameters can be analyzed and set by combining different scenes, and the method can be applied to different scene changes of different vehicle types and has higher flexibility. For example, the method can be applied to different automatic driving vehicles (such as trucks, buses, express delivery vehicles, sweeper trucks and the like), and can treat severe faults without affecting the operation of an automatic driving system.

Fig. 11 is a schematic structural view of a vehicle control apparatus in an embodiment of the present disclosure. As shown in fig. 11: the device comprises: a first determination module 1110, a second determination module 1120, a third determination module 1130, a fourth determination module 1140, a fifth determination module 1150, and a braking module 1160.

The first determining module 1110 is configured to determine, when it is determined that a failure of a preset level occurs in an autopilot system of a vehicle, whether the vehicle meets a condition for establishment of a minimum safety system; a second determining module 1120, configured to determine whether the fault of the preset level is a fault of a positioning module and/or a sensing module in an autopilot system if the vehicle meets a satisfaction condition of a minimum safety system; a third determining module 1130, configured to determine whether the vehicle is currently traveling on a straight road if the fault of the preset level is a fault of the positioning module and/or the sensing module; a fourth determining module 1140, configured to determine a first longitudinal braking acceleration based on a preset acceleration change rate constraint curve if the vehicle is currently traveling in a straight road, or if the failure of the preset level is not a failure of the positioning module and/or the sensing module in the autopilot system; a fifth determining module 1150, configured to determine a target longitudinal braking acceleration according to the first longitudinal braking acceleration and the second longitudinal braking acceleration output by the planning module in the autopilot system; a braking module 1160 for controlling the vehicle braking according to the target longitudinal braking acceleration.

Further, the first determining module 1110 is specifically configured to: if at least one key laser radar and at least one key camera of the vehicle can work normally and an automatic driving system is not in a pure motion estimation state currently, determining that the vehicle meets a satisfaction condition of a minimum safety system; the laser radar capable of scanning the area in front of the vehicle is a key laser radar, and the camera capable of shooting the area in front of the vehicle is a key camera.

Further, the third determining module 1130 is specifically configured to: determining a distance between a current position of the vehicle and a reference position, wherein the reference position is a road position with a road curvature greater than a first threshold value; if the distance is greater than a preset safety distance, determining that the vehicle is currently running on a straight road; wherein the preset safety distance y=speed ² 2 x acc+b, speed represents the current speed of the vehicle, acc represents the average of the first longitudinal braking acceleration, and b represents a second threshold value.

Further, the control module is used for controlling the robbery obstacle avoidance function of the automatic driving system to be closed when the automatic driving system of the vehicle is determined to have a fault with a preset level; wherein the failure of the preset level includes a failure requiring immediate stopping.

Further, the preset acceleration change rate constraint curve includes:

Further, the fifth determining module 1150 is specifically configured to: comparing the first longitudinal braking acceleration with the second longitudinal braking acceleration; the larger is determined as the target longitudinal brake acceleration.

Further, the control module is further configured to: and if the vehicle does not meet the condition of the minimum safety system, or if the fault of the preset level is a fault of a positioning module and/or a sensing module in the automatic driving system but the vehicle is not currently running on a straight road, controlling the vehicle to brake according to the preset brake acceleration.

The vehicle control device provided by the embodiment of the present disclosure may perform the steps in the vehicle control method provided by the embodiment of the present disclosure, and may obtain the same beneficial effects, which are not described herein again.

Fig. 12 is a schematic structural diagram of an electronic device in an embodiment of the disclosure. Referring now in particular to fig. 12, a schematic diagram of an electronic device 500 suitable for use in implementing embodiments of the present disclosure is shown. The electronic device shown in fig. 12 is merely an example and should not be construed to limit the functionality and scope of use of the disclosed embodiments.

As shown in fig. 12, the electronic device 500 may include a processing device 501, a ROM502, a RAM503, a bus 504, an input/output (I/O) interface 505, an input device 506, an output device 507, a storage device 508, a communication device 509. A processing device (e.g., central processing unit, graphics processor, etc.) 501, which may perform various suitable actions and processes to implement the methods of embodiments as described in the present disclosure, in accordance with programs stored in a Read Only Memory (ROM) 502 or loaded from a storage device 508 into a Random Access Memory (RAM) 503. In the RAM503, various programs and data required for the operation of the electronic apparatus 500 are also stored. The processing device 501, the ROM502, and the RAM503 are connected to each other via a bus 504. An input/output (I/O) interface 505 is also connected to bus 504.

In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a non-transitory computer readable medium, the computer program containing program code for performing the method shown in the flowchart, thereby implementing the vehicle control method as described above. In such an embodiment, the computer program may be downloaded and installed from a network via the communication means 509, or from the storage means 508, or from the ROM 502. The above-described functions defined in the methods of the embodiments of the present disclosure are performed when the computer program is executed by the processing device 501.

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

The computer readable medium may be contained in the electronic device; or may exist alone without being incorporated into the electronic device. The computer readable medium carries one or more programs which, when executed by the electronic device, cause the electronic device to: when determining that an automatic driving system of a vehicle has a fault with a preset level, determining whether the vehicle meets the condition of a minimum safety system; if the vehicle meets the condition of the minimum safety system, determining whether the fault of the preset level is a fault of a positioning module and/or a sensing module in an automatic driving system or not; if the fault of the preset level is the fault of the positioning module and/or the sensing module, determining whether the vehicle is currently running on a straight road; if the vehicle is currently running on a straight road or the fault of the preset level is not the fault of the positioning module and/or the sensing module in the automatic driving system, determining a first longitudinal braking acceleration based on a preset acceleration change rate constraint curve; determining a target longitudinal braking acceleration according to the first longitudinal braking acceleration and a second longitudinal braking acceleration output by a planning module in the automatic driving system; and controlling the vehicle to brake according to the target longitudinal brake acceleration.

Alternatively, the electronic device may perform other steps described in the above embodiments when the above one or more programs are executed by the electronic device.

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

The foregoing description is only of the preferred embodiments of the present disclosure and description of the principles of the technology being employed. It will be appreciated by persons skilled in the art that the scope of the disclosure referred to in this disclosure is not limited to the specific combinations of features described above, but also covers other embodiments which may be formed by any combination of features described above or equivalents thereof without departing from the spirit of the disclosure. Such as those described above, are mutually substituted with the technical features having similar functions disclosed in the present disclosure (but not limited thereto).

Claims

1. A vehicle control method, characterized in that the method comprises:

2. The method of claim 1, wherein the determining whether the vehicle satisfies a condition for establishment of a minimum safety system comprises:

if at least one key laser radar and at least one key camera of the vehicle can work normally and an automatic driving system is not in a pure motion estimation state currently, determining that the vehicle meets a satisfaction condition of a minimum safety system;

the laser radar capable of scanning the area in front of the vehicle is a key laser radar, and the camera capable of shooting the area in front of the vehicle is a key camera.

3. The method of claim 1, wherein the determining whether the vehicle is currently traveling in a straight road comprises:

determining a distance between a current position of the vehicle and a reference position, wherein the reference position is a road position with a road curvature greater than a first threshold value; if the distance is greater than a preset safety distance, determining that the vehicle is currently running on a straight road;

wherein the preset safety distance y=speed ² 2 x acc+b, speed represents the current speed of the vehicle, acc represents the average of the first longitudinal braking acceleration, and b represents a second threshold value.

4. The method of claim 1, wherein upon determining that the autopilot system of the vehicle has failed to a preset level, the method further comprises:

controlling the robbery obstacle avoidance function of the automatic driving system to be closed;

wherein the failure of the preset level includes a failure requiring immediate stopping.

5. The method of claim 1, wherein the predetermined acceleration rate of change constraint curve comprises:

6. The method of claim 1, wherein the determining a target longitudinal brake acceleration from the first longitudinal brake acceleration and a second longitudinal brake acceleration output by a planning module in the autopilot system comprises:

comparing the first longitudinal braking acceleration with the second longitudinal braking acceleration;

the larger is determined as the target longitudinal brake acceleration.

7. The method according to claim 1, characterized in that the vehicle braking is controlled according to a preset braking acceleration if the vehicle does not meet the conditions for establishment of a minimum safety system or if the failure of the preset level is a failure of a positioning module and/or a perception module in an automatic driving system but the vehicle is not currently driving in a straight road.

8. A vehicle control apparatus characterized by comprising:

9. An electronic device, the electronic device comprising:

one or more processors;

a storage means for storing one or more programs;

the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method of any of claims 1-7.

10. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any of claims 1-7.