Method and device for controlling vehicle

Abstract

The present application provides a method and device for controlling a vehicle. The method for controlling a vehicle is applied to a first vehicle equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one speed range when it is in an activated state. The method includes: obtaining first information of a moving object near the first vehicle, and determining a first parameter based on the first information, and further terminating a driving assistance system that is currently in an activated state based on the first parameter, and causing the first vehicle to travel at a first speed outside of the above-mentioned at least one speed range. The method for controlling a vehicle provided in the present application can improve the safety performance and user experience of the vehicle's automatic driving when the speed required by the driving environment is not within the speed range corresponding to the driving assistance system.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and more specifically, to a method and device for controlling a vehicle. Background Art

[0002] With the continuous development of society, the popularity of cars is increasing, and the problems caused by cars, such as traffic congestion, road safety and environmental pollution, are becoming increasingly serious. In order to solve these problems, intelligent connected cars are proposed. As an advanced form of automobile intelligence and networking development, intelligent connected cars help improve road traffic safety and achieve safe, efficient and green travel.

[0003] Among them, intelligent connected vehicles refer to vehicles equipped with advanced on-board sensors, controllers, actuators and other devices, and integrating modern communication and network technologies to achieve vehicle to everything (V2X). The development direction of intelligent connected vehicles is to integrate autonomous driving technology and connected communication technology to maximize the technical advantages of both. Autonomous driving technology is a general term for various systems that assist drivers in performing driving tasks or actively avoid / mitigate collision hazards, such as adaptive cruise control (ACC) system, traffic jam assist (TJA) system, etc.

[0004] The driving assistance system has a corresponding operating speed range, and different driving assistance systems may have different corresponding speed ranges. Once the vehicle speed exceeds the speed range corresponding to a certain driving assistance system, the driving assistance system will be deactivated and exit control of the vehicle. For safety or other considerations, when the speed required by the driving environment is not within the speed range corresponding to the driving assistance system, if the driving assistance system is still activated and controls the vehicle's speed to remain within the corresponding speed range, it will cause safety hazards; if the driver takes over the driving task at this time, this will affect the continuity of the vehicle's automatic driving and the user experience will be poor. Summary of the invention

[0005] The present application provides a method for controlling a vehicle, which is applied in the field of intelligent driving technology, in order to improve the safety performance and user experience of vehicle autonomous driving.

[0006] In a first aspect, a method for controlling a vehicle is provided, which can be executed by a first vehicle, or by a chip, circuit, component, system or mobile terminal disposed in the first vehicle, or by other devices in the Internet of Vehicles (such as a road test unit RSU or an application server), which is not limited in this application. The method for controlling a vehicle is applied to a first vehicle, the first vehicle is equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when it is activated, and the method includes:

[0007] Acquire first information of a moving object near the first vehicle; determine a first parameter based on the first information; terminate the activation state of a driving assistance system that is currently activated in the at least one driving assistance system according to the first parameter; and further, set the first vehicle to travel at a first vehicle speed outside the at least one vehicle speed range according to the first parameter.

[0008] It should be noted that the application of at least one vehicle speed range when the above-mentioned at least one driving assistance system is in an activated state can be understood as: when a certain driving assistance system is in an activated state, the first vehicle is in the speed range that can activate the driving assistance system; when a certain driving assistance system is in an activated state, the driving assistance system controls the driving decision and driving action of the first vehicle equipped with the driving assistance system.

[0009] A certain driving assistance system involved in the embodiments of the present application is in an activated state, which means that a vehicle equipped with the driving assistance system is under automatic control of the driving assistance system, and the vehicle can be controlled without the intervention of the driver, and the driving assistance system can also be called in a working state or in an operating state. It is easy to understand that when the driving assistance system does not control the vehicle equipped with the driving assistance system, the driving assistance system can be called in a deactivated state, an inactive state, a non-working state, or a non-operating state.

[0010] The mobile object near the first vehicle may refer to a mobile object in front of the first vehicle, or the mobile object near the first vehicle may refer to a mobile object behind the first vehicle, or the mobile object near the first vehicle may refer to a mobile object on the side of the first vehicle. In addition, the mobile object near the first vehicle may be one or more. The number of mobile objects near the first vehicle is not limited in the embodiment of the present application. For example, when there are multiple mobile objects near the first vehicle, the first vehicle may obtain the first information of the multiple mobile objects respectively.

[0011] Exemplarily, the above-mentioned moving objects may be in the form of pedestrians, vehicles, or other movable objects. Considering that the application scenarios of the embodiments of the present application include vehicle-to-vehicle (V2V) communication, the above-mentioned moving objects near the first vehicle may refer to other vehicles near the first vehicle (for distinction, referred to as second vehicles).

[0012] The method for controlling a vehicle provided in an embodiment of the present application, when the first vehicle is equipped with at least one driving assistance system, terminates the activation state of a driving assistance system currently in an activated state according to a first parameter determined based on first information of a moving object near the first vehicle, and controls the speed of the first vehicle to be outside the speed range of at least one configured driving assistance system based on the first parameter. Therefore, when the safe speed required by the driving environment is not within the speed range corresponding to the driving assistance system, the first vehicle can still achieve safe automatic driving without the intervention of the driver, thereby improving the safety performance and user experience of the vehicle's automatic driving.

[0013] The above-mentioned determination of the first parameter based on the first information may be to directly determine the first parameter based on the first information, or to indirectly determine the first parameter based on the first information. For example, the direct determination of the first parameter based on the first information may be to calculate the first parameter based on the acquired first information, or to obtain the first parameter by looking up a table based on the acquired first information; for another example, the indirect determination of the first parameter based on the first information may be to calculate and / or look up a table based on the acquired first information to obtain a second parameter, and the second parameter is used to determine the first parameter.

[0014] The above-mentioned termination of the activation state of a driving assistance system that is currently activated in the at least one driving assistance system according to the first parameter may be directly terminating the activation state according to the first parameter, or may be indirectly terminating the activation state according to the first parameter, for example, terminating the activation state according to a result obtained after performing other data processing using the first parameter.

[0015] The above-mentioned setting of the first vehicle to travel at the first speed outside the at least one speed range according to the first parameter may be directly setting the first speed according to the first parameter, or may be indirectly setting the first speed according to the first parameter, for example, setting the first speed according to a result obtained after other data processing using the first parameter.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: obtaining updated first information; updating the first parameter according to the updated first information, and setting the first vehicle to travel at a second speed within the at least one speed range according to the updated first parameter; thereby activating one of the at least one driving assistance systems according to the updated first parameter.

[0017] Furthermore, when the vehicle speed required by the driving environment is not within the speed range corresponding to the current driving assistance system (for example, the first driving assistance system), the speed of the first vehicle can be controlled based on the first parameter so that the speed of the first vehicle reaches the speed range applied in the activation state of another driving assistance system (for example, the second driving assistance system) among at least one configured driving assistance system, and the other driving assistance system is activated so that the first vehicle is under the control of the other driving assistance system, thereby improving the safety performance of the vehicle's automatic driving.

[0018] In combination with the first aspect, in certain implementations of the first aspect, obtaining first information about a moving object near the first vehicle includes: the first vehicle receiving the first information from the moving object through a communication unit; or obtaining the first information about the moving object through sensor measurement.

[0019] The first information can be obtained by receiving the first information sent by the mobile object through a communication unit provided on the first vehicle, or by obtaining the first information of the mobile object through a sensor provided on the first vehicle. Different ways of obtaining the first information are proposed to increase the flexibility of the solution.

[0020] In combination with the first aspect, in certain implementations of the first aspect, the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object.

[0021] The first parameter may be a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object. Thus, setting the driving speed of the first vehicle based on the first parameter may avoid a collision between the first vehicle and the moving object, thereby improving the safety of autonomous driving.

[0022] In combination with the first aspect, in certain implementations of the first aspect, the above-mentioned first parameter includes a parameter for determining whether there is a collision risk between the first vehicle and the moving object; when there is no collision risk between the first vehicle and the moving object, the speed range of the first vehicle includes the required driving speed range.

[0023] The first parameter can be used to determine whether there is a collision risk between the first vehicle and the moving object, and when there is no collision risk between the first vehicle and the moving object, the first vehicle travels at a speed within the required driving speed range. Therefore, setting the driving speed of the first vehicle based on the first parameter can avoid a collision between the first vehicle and the moving object, thereby improving the safety of autonomous driving.

[0024] In combination with the first aspect, in certain implementations of the first aspect, the first information includes speed information of the mobile object and position information of the mobile object; the first parameter includes an estimated collision time TTC between the first vehicle and the mobile object; determining the first parameter based on the first information includes: calculating the relative speed of the first vehicle and the mobile object based on the speed of the mobile object and the speed of the first vehicle; calculating the vehicle-to-vehicle distance between the first vehicle and the mobile object based on the position of the mobile object and the position of the first vehicle; and calculating the TTC based on the vehicle distance and the relative speed.

[0025] When the TTC is a non-positive number or the TTC is greater than a first preset threshold, the first vehicle determines that there is no risk of collision between the first vehicle and the moving object;

[0026] The first preset threshold mentioned above may be the TTC value of the risk of collision between the first vehicle and the moving object, that is, the first preset threshold mentioned above may be used to determine the possibility of collision between the first vehicle and the moving object.

[0027] or,

[0028] The first information includes the position information of the mobile object; the first parameter includes the time interval TI between the first vehicle and the mobile object; calculating the first parameter based on the first information includes: calculating the distance between the first vehicle and the second vehicle based on the position information of the mobile object and the position of the first vehicle; calculating the TI based on the vehicle distance and the speed of the first vehicle.

[0029] When the TI is greater than a second preset threshold, the first vehicle determines that there is no risk of collision between the first vehicle and the moving object;

[0030] The second preset threshold may be a value of TI of the risk of collision between the first vehicle and the moving object, that is, the second preset threshold may be used to determine the possibility of collision between the first vehicle and the moving object.

[0031] In the embodiments of the present application, a variety of solutions are provided for determining whether there is a risk of collision between the first vehicle and the moving object based on the first parameter, thereby improving the flexibility of the solutions.

[0032] In combination with the first aspect, in certain implementations of the first aspect, terminating the activation state of a driving assistance system that is currently activated in the at least one driving assistance system according to the first parameter includes: the first vehicle determines that the required driving speed range has no intersection with the vehicle speed range applied by the driving assistance system in the activated state; and the first vehicle terminates the activation state of the driving assistance system in the activated state.

[0033] In an embodiment of the present application, it is possible to determine whether to terminate the activation state of the first driving assistance system based on whether there is an intersection between the required driving speed range and the vehicle speed range applied by the first driving assistance system in an activated state, and provide a specific implementation method for terminating the activation state of a certain driving assistance system.

[0034] In combination with the first aspect, in certain implementations of the first aspect, the first vehicle speed is within the required driving speed range to meet the vehicle speed required by the driving environment.

[0035] In combination with the first aspect, in certain implementations of the first aspect, the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object, and setting the first vehicle to travel at a second speed within the at least one speed range according to the updated first parameter includes: determining that the driving speed range that should be had has an intersection with the at least one speed range; and setting the first vehicle to travel at the second speed within the intersection of the driving speed range that should be had and the at least one speed range according to the updated first parameter.

[0036] In the embodiment of the present application, the driving speed of the first vehicle can be determined and set according to the intersection between the required driving speed range and at least one speed range applied by at least one driving assistance system configured for the first vehicle. The driving speed of the first vehicle is within the intersection between the required driving speed range and at least one speed range, ensuring that the first vehicle can automatically drive under the control of the configured driving assistance system for a longer period of time.

[0037] In combination with the first aspect, in certain implementations of the first aspect, activating one of the at least one driving assistance systems according to the updated first parameter includes: activating one of the at least one driving assistance systems, and the vehicle speed range corresponding to the activation state of the one driving assistance system includes the second vehicle speed.

[0038] Specifically, activating a certain driving assistance system (for example, the second driving assistance system) among the at least one driving assistance system of the above-mentioned first vehicle configuration can be understood as the vehicle speed range applied when the driving assistance system of the first vehicle configuration is in an activated state includes the above-mentioned second vehicle speed.

[0039] In combination with the first aspect, in certain implementations of the first aspect, the first vehicle is configured with at least one driving assistance system, and the activation state of the at least one driving assistance system is applied to at least one vehicle speed range when it is in the activated state, including: the first vehicle is configured with a first driving assistance system and a second driving assistance system, the activation state of the first driving assistance system is applied to a first vehicle speed range when it is in the activated state, the activation state of the second driving assistance system is applied to a second vehicle speed range when it is in the activated state, and the first vehicle speed range and the second vehicle speed range have no intersection; terminating the activation state of a driving assistance system that is currently in the activated state among the at least one driving assistance system according to the first parameter includes: terminating the activation state of the first driving assistance system that is currently in the activated state according to the first parameter; activating one of the at least one driving assistance systems according to the updated first parameter includes: activating the first driving assistance system or the second driving assistance system according to the updated first parameter.

[0040] The method for controlling a vehicle provided in an embodiment of the present application is that when the first vehicle is equipped with a first driving assistance system and a second driving assistance system, and the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system do not overlap: when the vehicle speed reaches the upper limit or lower limit of the first speed range, the first vehicle can determine a first parameter based on the first information obtained, and judge and continue to control the first vehicle to accelerate or decelerate based on the first parameter, so that the speed of the first vehicle exceeds the first speed range and further reaches the second speed range, thereby activating the second driving assistance system. In this process, the first vehicle can automatically control the speed of the first vehicle and activate the second driving assistance system when the first driving assistance system exits; or,

[0041] When the vehicle speed reaches the upper limit or lower limit of the first speed range, the first vehicle can determine the first parameter based on the first information obtained, and judge and continue to control the speed of the first vehicle based on the first parameter, so that the speed of the first vehicle exceeds the first speed range, and in the subsequent automatic control process, if the safe speed allowed by the driving environment is within the first speed range, the vehicle speed is controlled to return to the first speed range, thereby reactivating the first driving assistance system. In this process, the first vehicle can automatically control the speed of the first vehicle when the first driving assistance system is exited, and reactivate the first driving assistance system when the driving environment allows.

[0042] The above-mentioned activation of the first driving assistance system or the second driving assistance system does not require the driver to take over, thereby improving the continuity of automatic driving of the first vehicle.

[0043] In combination with the first aspect, in certain implementations of the first aspect, when the vehicle speed of the first vehicle reaches an upper limit or a lower limit of the first vehicle speed range, controlling the vehicle speed of the first vehicle based on the first parameter so that one of the at least one driving assistance system is in an activated state includes:

[0044] When the speed of the first vehicle reaches the upper limit of the first speed range, the first vehicle is controlled to accelerate based on the first parameter, the activation state of the first driving assistance system is terminated, and then the first vehicle is controlled to decelerate based on the updated first parameter, so that the first driving assistance system is activated again; or,

[0045] When the speed of the first vehicle reaches the lower limit of the first speed range, the first vehicle is controlled to decelerate based on the first parameter, the activation state of the first driving assistance system is terminated, and then the first vehicle is controlled to accelerate based on the updated first parameter, so that the first driving assistance system is reactivated.

[0046] In an embodiment of the present application, when the first vehicle is equipped with the above-mentioned first driving assistance system, after the first driving assistance system exits, the first vehicle can be controlled to accelerate and then decelerate or decelerate and then accelerate based on the first parameter, so that the first vehicle returns to the control of the first driving assistance system, which can increase the time the driving assistance system controls the vehicle, thereby improving the performance of the vehicle's automatic driving.

[0047] In combination with the first aspect, in some implementations of the first aspect, the moving object includes a second vehicle.

[0048] As a possible implementation manner, the moving object in front of the first vehicle may be a second vehicle in front of the first vehicle, and the first information includes the position and speed of the second vehicle.

[0049] In combination with the first aspect, in some implementations of the first aspect, the first information also includes type information of the moving object.

[0050] The first information may also include type information of the mobile object, such as the model and size of the vehicle.

[0051] In a second aspect, a device for controlling a vehicle is provided, wherein the device for controlling a vehicle is applied to a first vehicle, wherein the first vehicle is equipped with at least one driving assistance system, and wherein the at least one driving assistance system is applied to at least one vehicle speed range when in an activated state. The device for controlling the vehicle includes a processor for running computer program instructions to implement the method described in the above-mentioned first aspect and any possible implementation manner of the first aspect.

[0052] Optionally, the device for controlling a vehicle may further include a memory for storing program instructions and data. The memory is coupled to the processor, and the processor may call and execute program instructions stored in the memory to implement the method described in the first aspect and any possible implementation of the first aspect.

[0053] Optionally, the vehicle control device may further include a communication interface, which is used for the vehicle control device to communicate with other devices. When the vehicle control device is a network device, the communication interface is a transceiver, an input / output interface, or a circuit.

[0054] In one possible design, the device for controlling a vehicle includes: a processor and a communication interface, the processor communicating with the outside using the communication interface;

[0055] The processor is used to run a computer program so that the device implements any method described in the above-mentioned first aspect and any possible implementation manner of the first aspect.

[0056] It can be understood that the external part may be an object other than the processor, or an object other than the device.

[0057] In another possible design, the device for controlling the vehicle is a chip or a chip system. The communication interface can be an input / output interface, an interface circuit, an output circuit, an input circuit, a pin or a related circuit on the chip or the chip system. The processor can also be embodied as a processing circuit or a logic circuit.

[0058] In a third aspect, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the device for controlling a vehicle implements the method in the first aspect and any possible implementation manner of the first aspect.

[0059] In a fourth aspect, a computer program product comprising instructions is provided, which, when executed by a processor, enables the device for controlling a vehicle to implement the method in the first aspect and any possible implementation manner of the first aspect.

[0060] In a fifth aspect, a device for controlling a vehicle is provided, the device for controlling a vehicle being applied to a first vehicle, the first vehicle being configured with at least one driving assistance system, the at least one driving assistance system being applied to at least one vehicle speed range when in an activated state, the device for controlling a vehicle comprising:

[0061] An acquisition unit is used to acquire first information of a moving object near the first vehicle; a processing unit is used to determine a first parameter based on the first information; the processing unit is also used to terminate the activation state of a driving assistance system that is currently activated in the at least one driving assistance system according to the first parameter; the processing unit is also used to set the first vehicle to travel at a first vehicle speed outside the at least one vehicle speed range according to the first parameter.

[0062] In combination with the fifth aspect, in certain implementations of the fifth aspect, the acquisition unit is also used to acquire the updated first information; the processing unit is also used to update the first parameter according to the updated first information; the processing unit is also used to set the first vehicle to travel at a second speed within the at least one speed range according to the updated first parameter; the processing unit is also used to activate one of the at least one driving assistance systems according to the updated first parameter.

[0063] In combination with the fifth aspect, in certain implementations of the fifth aspect, the mobile object includes a second vehicle, and the first information includes at least one of a position, a speed, a size, or a vehicle type of the second vehicle.

[0064] In combination with the fifth aspect, in certain implementations of the fifth aspect, the acquisition unit includes a receiving unit or a measuring unit; the receiving unit is used to receive the first information from the moving object; or, the measuring unit is used to measure and obtain the first information of the moving object.

[0065] In combination with the fifth aspect, in certain implementations of the fifth aspect, the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object.

[0066] In combination with the fifth aspect, in certain implementations of the fifth aspect, the processing unit terminates the activation state of a driving assistance system that is currently in an activated state among the at least one driving assistance system according to the first parameter, including: the processing unit determines that the required driving speed range has no intersection with the vehicle speed range corresponding to the activation state of the driving assistance system that is in an activated state; and the processing unit terminates the activation state of the driving assistance system that is in an activated state.

[0067] In combination with the fifth aspect, in certain implementations of the fifth aspect, the first vehicle speed is within the required driving speed range.

[0068] In combination with the fifth aspect, in certain implementations of the fifth aspect, the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object, and the processing unit sets the first vehicle to travel at a second speed within the at least one speed range according to the updated first parameter, including: the processing unit determines that the driving speed range that should be had has an intersection with the at least one speed range; the processing unit sets the first vehicle to travel at the second speed within the intersection of the driving speed range that should be had and the at least one speed range according to the updated first parameter.

[0069] In combination with the fifth aspect, in certain implementations of the fifth aspect, the processing unit activates one of the at least one driving assistance systems according to the updated first parameter, including: the processing unit activates one of the at least one driving assistance systems, and the vehicle speed range corresponding to the activation state of the one driving assistance system includes the second vehicle speed.

[0070] In combination with the fifth aspect, in certain implementations of the fifth aspect, the first vehicle is configured with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when it is in an activated state, including: the first vehicle is configured with a first driving assistance system and a second driving assistance system, the first driving assistance system is applied to a first vehicle speed range when it is in an activated state, the second driving assistance system is applied to a second vehicle speed range when it is in an activated state, and the first vehicle speed range and the second vehicle speed range have no intersection; the processing unit terminates the activation state of a driving assistance system that is currently in an activated state among the at least one driving assistance system according to the first parameter, including: the processing unit terminates the activation state of the first driving assistance system that is currently in an activated state according to the first parameter; the processing unit activates one of the at least one driving assistance systems according to the updated first parameter, including: the processing unit activates the first driving assistance system or the second driving assistance system according to the updated first parameter. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] Figure 1 It is a schematic diagram of the intelligent driving scenario applied in the embodiment of the present application.

[0072] Figure 2 It is a schematic diagram of the vehicle movement direction provided in an embodiment of the present application.

[0073] Figure 3 (a) and Figure 3 (b) is a flow chart of a method for controlling a vehicle provided in an embodiment of the present application.

[0074] Figure 4 (a) and Figure 4(b) is a schematic diagram of a scenario for calculating the first parameter provided in an embodiment of the present application.

[0075] Figure 5 This is a flowchart of a method for controlling a first vehicle provided in an embodiment of the present application.

[0076] Figure 6 It is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0077] Figure 7 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0078] Figure 8 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0079] Fig. 9 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0080] Fig.10 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0081] Fig.11 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0082] Fig.12 This is a flowchart of another method for controlling a first vehicle provided in an embodiment of the present application.

[0083] Fig.13 It is a structural block diagram of the device 1300 for controlling a vehicle provided in the present application.

[0084] Fig.14 It is a structural block diagram of the first vehicle 1400 applicable to the embodiment of the present application.

[0085] Fig.15 It is a structural block diagram of the first vehicle 1500 applicable to the embodiment of the present application. DETAILED DESCRIPTION

[0086] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0087] The terms used in the following embodiments are only for the purpose of describing specific embodiments and are not intended to be used as limitations to the present application. As used in the specification and appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to also include. For example, the expression "one or more" is used unless there is a clear indication to the contrary in the context. It should also be understood that in the following embodiments of the present application, "at least one", "one or more" refers to one, two or more than two.

[0088] References to "one embodiment" or "some embodiments" etc. described in this specification mean that a particular feature, structure or characteristic described in conjunction with the embodiment is included in one or more embodiments of the present application. Thus, the phrases "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear at different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0089] The technical solution of the embodiment of the present application can be applied to the V2X communication system. With the continuous development of society, the popularity of automobiles is getting higher and higher. While driving brings convenience to people's travel, it also brings certain negative impacts to human society. The rapid increase in the number of vehicles has caused a series of problems such as urban traffic congestion, frequent traffic accidents, and deterioration of environmental quality. From the perspectives of personal safety, traffic efficiency, environmental protection, and economic effects, a complete intelligent transportation system (ITS) is needed. At present, ITS has naturally become a global hot spot.

[0090] Currently, vehicles can obtain road condition information or receive service information in a timely manner through vehicle-to-vehicle (V2V), vehicle-to-roadside infrastructure (V2I), vehicle-to-pedestrian (V2P), or vehicle-to-network (V2N) communications, which can be collectively referred to as V2X communications (X stands for everything).

[0091] Figure 1 Schematic diagram of the intelligent driving scenario used in the embodiment of the present application. The scenario includes V2V communication, V2P communication and V2I / N communication. Figure 1 As shown in the figure, vehicles communicate with each other through V2V. Vehicles can broadcast their own speed, driving direction, specific location, whether emergency brakes are applied, and other information to surrounding vehicles. By obtaining such information, drivers of surrounding vehicles can better perceive traffic conditions beyond the line of sight, so as to make early predictions of dangerous conditions and make avoidances; vehicles and roadside infrastructure communicate through V2I, and roadside infrastructure can provide vehicles with various service information and access to data networks. Among them, non-stop toll collection and in-car entertainment have greatly improved traffic intelligence. Roadside infrastructure, for example, road side units (RSUs) include two types: one is a terminal device type RSU. Since RSUs are distributed on the roadside, the terminal device type RSU is in a non-mobile state and does not need to consider mobility; the other is a network device type RSU. The network device type RSU can provide timing synchronization and resource scheduling for vehicles communicating with network devices. Vehicles communicate with people (e.g., vehicles and pedestrians, vehicles and cyclists, vehicles and drivers, or vehicles and passengers) via V2P; vehicles communicate with the network via V2N, which can be collectively referred to as V2I / N together with the above-mentioned V2I.

[0092] It should be understood that Figure 1 This is just an exemplary diagram and does not constitute any limitation to this application. For example, the number of vehicles, pedestrians, and infrastructure can be multiple, not all. Figure 1 The quantity shown in .

[0093] Figure 1 The scenarios to which the embodiments of the present application can be applied are introduced. In order to facilitate the understanding of the technical solution of the present application, several basic concepts involved in the technical solution of the present application are briefly introduced below.

[0094] 1. Intelligent connected vehicles.

[0095] Intelligent connected vehicles refer to vehicles that are equipped with advanced on-board sensors, controllers, actuators and other devices, and integrate modern communication and network technologies to achieve V2X intelligent information exchange and sharing. They have functions such as complex environment perception, intelligent decision-making, and collaborative control, and can achieve "safe, efficient, comfortable, and energy-saving" driving, and will ultimately be a new generation of vehicles that can replace human operation.

[0096] The development direction of intelligent networked vehicles is to integrate autonomous driving technology and networked communication technology to maximize the technical advantages of both. Autonomous driving technology has gradually evolved from low-level advanced driver assistance systems to high-level autonomous driving systems. Advanced driver assistance systems refer to various systems that use sensors, communications, decision-making and execution devices installed on vehicles to monitor drivers, vehicles and their driving environment in real time, and assist drivers in performing driving tasks or actively avoiding / mitigating collision hazards through information and / or motion control, such as the ACC system. Networked communication technology is the most common vehicle-to-vehicle communication. Through V2V communication, vehicles can broadcast information such as their own speed, driving direction, specific location, vehicle information (wheelbase, vehicle size) to surrounding vehicles, so that the autonomous driving systems of surrounding vehicles can make corresponding driving action decisions based on V2V information, such as acceleration, deceleration, lane change, etc.

[0097] 2. Self-cruise system.

[0098] Car cruising means that the car is driving at a constant speed, so the cruise control system (CCS) is also called a constant speed control system. The ACC system is an intelligent automatic speed control system developed based on cruise control technology. Since it can automatically take appropriate measures (such as acceleration, deceleration, braking) according to traffic conditions, the adaptive cruise system can adapt well to driving on roads with complex road conditions.

[0099] The ACC system has a fixed speed range, generally 65km / h-120km / h. Within this speed range, the ACC system controls the longitudinal movement of the vehicle (for example, acceleration, deceleration or constant speed driving) by continuously controlling the vehicle's engine, transmission system or braking system, etc., and maintains an appropriate distance from the vehicle in front to reduce the driver's labor intensity and ensure driving safety; outside this speed range (for example, when the speed is less than 65km / h or greater than 120km / h), the ACC system automatically exits and cannot be activated.

[0100] 3. Traffic congestion driving assistance system.

[0101] The TJA system also has a fixed speed range, generally 0km / h-60km / h. Within this speed range, the TJA system continuously controls the lateral (steering system) and longitudinal movement of the vehicle, keeping the vehicle in the same lane and following the vehicle in front, to reduce the driver's driving burden; outside this speed range (for example, when the speed exceeds 60km / h), the TJA system automatically exits and cannot be activated.

[0102] The above-mentioned ACC system and TJA system are merely examples of driving assistance systems that may be currently configured on vehicles, and do not constitute any limitation on the scope of protection of this application. The vehicle may also be configured with other driving assistance systems to achieve the purpose of assisting the driver in driving.

[0103] It should be understood that each driving assistance system has its own fixed vehicle speed operating range, and the vehicle speed operating range corresponding to the driving assistance system of each vehicle is determined by the sensor performance adopted by the vehicle manufacturer (for example, the sensor's detection distance, resolution of target recognition, etc.).

[0104] From the above, it can be seen that each driving assistance system has its own fixed vehicle speed operating range. Once the vehicle speed does not fall within its corresponding vehicle speed operating range, the driving assistance system will exit the lateral and / or longitudinal control of the vehicle; or when the vehicle speed does not match the speed required by the current traffic environment, the driving assistance system will not be able to provide higher assistance services.

[0105] For example, when traffic congestion is relieved, the vehicle in front (the vehicle being followed by the ego vehicle) has already distanced itself from the ego vehicle at a speed higher than 60 km / h, but the ego vehicle's TJA system is still running at a speed of 60 km / h, which may easily cause a safety hazard (being rear-ended).

[0106] Furthermore, if a vehicle is equipped with multiple driving assistance systems, the speed range settings of the different driving assistance systems configured on the vehicle may be discontinuous. For example, the vehicle is equipped with the above-mentioned ACC system and TJA system at the same time, where the maximum operating speed of the TJA system is 60km / h, but the minimum activation speed of the ACC system is 65km / h. The ACC system and the TJA system cannot operate continuously. When driving on a loop or highway, the driving assistance system will frequently exit and let the driver take over the driving task, which will affect the continuity of the vehicle's automatic driving and the experience is poor.

[0107] In addition, if a vehicle is equipped with a driving assistance system, when the speed of the vehicle reaches the upper or lower limit of the speed range of the driving assistance system, whether it needs to further accelerate or decelerate, and how to further accelerate or decelerate requires the driver's judgment and operation, which will also affect the performance of the vehicle's automatic driving. For example, the vehicle is equipped with the above-mentioned TJA system, in which the maximum operating speed of the TJA system is 60km / h. When the vehicle's speed reaches the maximum operating speed of the TJA system of 60km / h, whether the vehicle can further accelerate is determined by the driver based on the vehicle's surrounding environment. The vehicle cannot judge and control the vehicle's speed by itself, which affects the performance of the vehicle's automatic driving and has a poor experience.

[0108] In order to solve the problem that the above-mentioned driving assistance systems cannot operate continuously and the driver cannot take over the vehicle, the present application proposes a method for controlling a vehicle, which increases the vehicle speed control between different driving assistance systems so that different driving assistance systems are effectively connected, thereby solving the problem of discontinuous system driving caused by requiring the driver to take over when the speed exceeds the operating range of a certain driving assistance system; and when the vehicle speed reaches the upper or lower limit of the speed range applied by a certain driving assistance system, the vehicle judges and controls the acceleration or deceleration of the vehicle by itself, thereby solving the problem of the driver taking over the vehicle.

[0109] The following is a detailed description of the method for controlling a vehicle provided by the embodiment of the present application in conjunction with the accompanying drawings. The method for controlling a vehicle provided by the present application is mainly applied to a vehicle equipped with at least one driving assistance system, and the vehicle has a V2V communication function. In addition, it should be understood that the method for controlling a vehicle provided by the present application can be applied to Figure 1 In the scenario shown, the V2X scenario may include at least two vehicles.

[0110] The driving assistance system configured in the vehicle has longitudinal and / or lateral control functions, wherein the lateral motion control of the vehicle refers to the control of the vehicle along the Y axis (such as Figure 2 The real-time and continuous vehicle motion control along the X-axis (such as Figure 2 Real-time and continuous vehicle motion control (in the X direction). Figure 2 It is a schematic diagram of the vehicle movement direction provided in an embodiment of the present application.

[0111] As a possible implementation, the following Figure 3 In the embodiment shown in (a), the first vehicle involved is equipped with a first driving assistance system (for example, the first vehicle is equipped with the above-mentioned ACC system or TJA system);

[0112] It should be understood that in the possible embodiments of the present application, there is no limitation on the specific type of driving assistance system that the first vehicle has. It can be a driving assistance system known in the prior art or a driving assistance system proposed in the future development of vehicle control technology.

[0113] In this implementation, when the vehicle speed required by the driving environment is not within the first vehicle speed range corresponding to the first driving assistance system, the first vehicle can be controlled so that the first driving assistance system currently in an activated state terminates the activation state. Further, in this implementation, the first vehicle can be controlled to travel at a speed outside the first vehicle speed range.

[0114] Combine the following Figure 3 (a) in the figure describes in detail how to control the first vehicle in this implementation. Figure 3It is a flow chart of a method for controlling a vehicle provided in an embodiment of the present application. Figure 3 (a) in this example involves a first vehicle and a moving object.

[0115] As a possible implementation, the moving object may be a pedestrian near the first vehicle;

[0116] As another possible implementation manner, the moving object may be a second vehicle near the first vehicle;

[0117] As another possible implementation manner, the moving object may be other movable objects near the first vehicle.

[0118] It should be understood that the embodiments of the present application do not limit the specific form of the moving object, and the number of moving objects near the first vehicle is also not limited (there may be one or more moving objects).

[0119] In the embodiment of the present application, the vicinity of the first vehicle can be understood as the front, rear or side of the first vehicle. The specific location is not limited in this application and is based on the first vehicle being able to obtain relevant information about the moving object.

[0120] For ease of understanding, and considering the scenario (V2V) in which the embodiments provided in this application are most likely to be applied, the following embodiments are described by taking the mobile object as the second vehicle as an example, that is, Figure 3 (a) in this example relates to a first vehicle and a second vehicle.

[0121] It should also be understood that the present application is illustrated using the information interaction between two vehicles as an example, and the vehicle control method in a scenario with more than two vehicles may be similar to the control method for the first vehicle provided in the following embodiment, and the present application does not elaborate on the application scenarios of the method for controlling the vehicle.

[0122] The method for controlling a vehicle includes at least some of the following steps.

[0123] S310a, the first vehicle obtains first information of the second vehicle.

[0124] The first information involved in the embodiment of the present application includes information related to the front moving object acquired by the first vehicle when the speed of the first vehicle reaches the upper limit or the lower limit of the first speed range; or

[0125] In the embodiment of the present application, the first vehicle obtains information related to the moving object ahead in real time. Regardless of whether the speed of the first vehicle reaches the upper limit or lower limit of the first speed range before the speed of the first vehicle reaches the upper limit or lower limit of the first speed range, the information related to the moving object ahead obtained by the first vehicle can become the first information.

[0126] It should be understood that in the embodiments of the present application, it is not limited to the first vehicle that must obtain relevant information about the moving object ahead in real time. The first vehicle may start to obtain relevant information about the moving object ahead when the speed of the first vehicle is close to the upper limit or lower limit of the first speed range. When the speed of the first vehicle has not reached the upper limit or lower limit of the first speed range, the first driving assistance system can control the first vehicle.

[0127] In order to combine the design of information interaction between existing vehicles, the following embodiment description may be described by taking the example of the first vehicle obtaining relevant information of the moving object in front in real time, but the present application is not limited to this.

[0128] In addition, the following embodiments are described by taking the moving object as the second vehicle as an example, and the above-mentioned first information can also be referred to as the information of the second vehicle.

[0129] As a possible implementation, the second vehicle sends the information of the second vehicle to the first vehicle. For example, both the first vehicle and the second vehicle have V2V communication functions, and the first vehicle and the second vehicle exchange their respective information through a V2V communication unit. This implementation can be understood as the second vehicle sending the information of the second vehicle to the first vehicle, and the V2V communication unit in the first vehicle receiving the information of the second vehicle.

[0130] As another possible implementation, a sensor disposed on the first vehicle obtains information about the second vehicle. For example, the sensor may be a radar, and the first vehicle may obtain information about the second vehicle through the radar; or, for another example, the sensor may be a camera, and the first vehicle may obtain information about the second vehicle through the camera. This implementation may be understood as the first vehicle actively obtaining information about the second vehicle.

[0131] As another possible implementation, the first vehicle may obtain the information of the second vehicle through other vehicles in the system. For example, there is a third vehicle in the system, and the third vehicle can receive the information of the second vehicle and forward the information of the second vehicle to the first vehicle.

[0132] It should be understood that the above-mentioned several possible implementation methods are only examples of some possible ways for the first vehicle to obtain information about the second vehicle, and do not constitute any limitation on the scope of protection of this application. The first vehicle can also obtain information about the second vehicle in other ways, which will not be repeated here.

[0133] For example, when the first vehicle obtains the above-mentioned first information, the first vehicle is controlled by the first driving assistance system, which can be understood as the first driving assistance system being in an activated state. For example, the first vehicle and the second vehicle can continuously communicate during driving, and when the first vehicle receives the above-mentioned first information, the first vehicle is controlled by the ACC system to maintain an appropriate distance from the second vehicle to reduce the driver's labor intensity.

[0134] It should be understood that a certain driving assistance system involved in the embodiments of the present application being in an activated state means that a vehicle equipped with the driving assistance system is under automatic control of the driving assistance system, and there is no need for the driver to intervene to control the vehicle.

[0135] The second vehicle can send the information of the second vehicle to the first vehicle because the second vehicle has a V2V communication function. Optionally, the first vehicle can also send the information of the first vehicle to the second vehicle. The embodiment of the present application is mainly described by taking the control of the first vehicle as an example, so whether the first vehicle sends the information related to the first vehicle to the second vehicle and how to send the information related to the first vehicle to the second vehicle are not limited.

[0136] Optionally, the vehicle involved in the embodiments of the present application that has the V2V communication function may be equipped with a communication module with the V2V communication function on the vehicle, and the communication module may be integrated in a V2X control system, or the communication module may also be integrated in a system terminal for the vehicle to perform on-board information interaction (for example, in on-board equipment such as T-BoX). The design of the current vehicles with V2V function may be referenced, and the present application does not impose any limitation on this.

[0137] Specifically, the communication module set in the second vehicle in the present application is used to send relevant information of the second vehicle (for example, vehicle speed, location, vehicle model information, etc.) to the first vehicle (or broadcast to other vehicles); the communication module set in the first vehicle is used to receive information of the second vehicle sent by the second vehicle.

[0138] As a possible implementation, the second vehicle is a front vehicle in the same lane as the first vehicle;

[0139] As another possible implementation, the second vehicle is a vehicle that is about to change lanes to the lane where the first vehicle is located and is located in front of the first vehicle.

[0140] As another possible implementation manner, the second vehicle is a vehicle that is about to change lanes to an adjacent lane of the lane where the first vehicle is located and is located in front of the first vehicle.

[0141] It should be understood that the specific positional relationship between the first vehicle and the second vehicle in the embodiment of the present application is not limited, and the second vehicle may be a vehicle that may have a risk of collision in front of the first vehicle or a vehicle that does not have a risk of collision.

[0142] Furthermore, after the first vehicle obtains the first information, it can determine the first parameter based on the first information. Figure 3 The method flow shown in (a) also includes S320a: the first vehicle determines a first parameter.

[0143] Further, after the first vehicle determines the first parameter, it is possible to terminate the activation state of the first driving assistance system that is currently in the activated state based on the first parameter. Figure 3 The method flow shown in (a) also includes S330a: the first vehicle terminates the first driving assistance system.

[0144] Exemplarily, the first vehicle terminates the activation state of the first driving assistance system currently in the activation state based on the first parameter, including: the first vehicle determines based on the first parameter that the driving speed range that the first vehicle can have does not intersect with the above-mentioned first vehicle speed range, then the first vehicle can terminate the first driving assistance system in the activation state, that is, the first driving assistance system exits the activation state and is in the inactive state. The driving speed range that the first vehicle can have represents the speed range to which the speed of the first vehicle travels when there is no risk of collision between the first vehicle and the second vehicle.

[0145] After the first driving assistance system is terminated, the first vehicle can be set to travel at a first speed outside the first speed range according to the first parameter. Figure 3 The method flow shown in (a) also includes S340a: setting the first vehicle to travel at a first vehicle speed.

[0146] Further, setting the first vehicle to travel at a first vehicle speed outside the first vehicle speed range according to the first parameter includes: setting the first vehicle to travel at a vehicle speed within a possible driving speed range according to the first parameter.

[0147] As a possible implementation, the first parameter represents a driving speed range that the first vehicle can have when there is no collision risk between the first vehicle and the second vehicle. In this implementation, the driving speed range that the first vehicle can have can be determined by whether there is a collision risk between the first vehicle and the second vehicle, and whether there is a collision risk between the first vehicle and the second vehicle can be determined based on the first information.

[0148] For example, the first driving assistance system is the ACC system mentioned above, and the first vehicle speed range of application is 65km / h-120km / h.

[0149] When the speed of the first vehicle reaches 65km / h, the first vehicle determines based on the first information that in order to avoid the risk of collision between the first vehicle and the second vehicle, the driving speed of the first vehicle should be less than 65km / h. It can be understood that the first vehicle obtains the first information when the speed of the first vehicle reaches 65km / h, and determines based on the first information that if the first vehicle travels at 65km / h, the first vehicle and the second vehicle may collide. Then, the first vehicle further determines based on the first information that the first vehicle needs to continue to decelerate, so that the first vehicle travels at a first speed within the speed range lower than 65km / h to avoid a collision. In this case, the first vehicle terminates the activation state of the currently activated ACC system based on the first parameter, and sets the first vehicle to travel at a speed less than 65km / h according to the first parameter.

[0150] As another possible implementation, the first parameter includes a parameter for determining whether there is a collision risk between the first vehicle and the moving object; when there is no collision risk between the first vehicle and the moving object, the speed range of the first vehicle includes the required driving speed range.

[0151] In this implementation, determining the first parameter based on the first information may be that the first vehicle calculates the first parameter based on the acquired first information, or the first vehicle obtains the first parameter by looking up a table based on the acquired first information. The following briefly introduces how to calculate the first parameter based on the first information.

[0152] Specifically, based on the different information of the second vehicle included in the first information, the first parameter calculated by the first vehicle includes the following two possibilities:

[0153] Possibility 1:

[0154] The first information includes the speed information of the second vehicle and the position information of the second vehicle, and the first parameter includes the estimated time to collision (TTC) between the first vehicle and the second vehicle. It should be understood that the TTC parameter will change with time, that is, the first vehicle is continuously calculating the TTC. In order to reflect the nature of TTC changing with time, the parameter TTC is recorded as TTC(t) in this application.

[0155] like Figure 4 As shown, Figure 4 is a schematic diagram of a scenario for calculating a first parameter provided by an embodiment of the present application. Specifically, based on Figure 4 In the scenario shown in (a), the first vehicle calculates the first parameter including the following process:

[0156] The first vehicle learns the speed of the second vehicle based on the speed information of the second vehicle included in the first information. The first vehicle calculates the relative speed (V1(t)-V2(t)) of the first vehicle and the second vehicle based on the speed of the second vehicle and the speed of the first vehicle itself;

[0157] The first vehicle may also learn the position of the second vehicle based on the position information of the second vehicle included in the first information. The first vehicle calculates the inter-vehicle distance (X(t)) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle itself.

[0158] After the first vehicle obtains the relative speeds of the first vehicle and the second vehicle and the inter-vehicle distance between the first vehicle and the second vehicle, the first vehicle can calculate the TTC(t) based on the relative speeds of the first vehicle and the second vehicle and the inter-vehicle distance between the first vehicle and the second vehicle:

[0159] TTC(t)=X(t) / V1(t)-V2(t).

[0160] Possibility 2:

[0161] The first information includes the position information of the second vehicle, and the first parameter includes the time interval (TI) between the first vehicle and the second vehicle. It should be understood that the TI parameter will change with time, that is, the first vehicle is continuously calculating the TI. In order to reflect the nature of TI changing with time, the parameter TI is recorded as TI(t) in this application. Specifically, based on the following Figure 4 In the scenario shown in (b), the first vehicle calculates the first parameter including the following process:

[0162] The first vehicle may also learn the position of the second vehicle based on the position information of the second vehicle included in the first information. The first vehicle calculates the inter-vehicle distance between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle itself.

[0163] After the first vehicle obtains the inter-vehicle distance between the first vehicle and the second vehicle, the first vehicle can calculate the above TI(t) based on the inter-vehicle distance between the first vehicle and the second vehicle (X(t)) and the speed of the first vehicle itself (V1(t)):

[0164] TI(t)=V1(t) / X(t).

[0165] It should be understood that the first information in the above-mentioned possibility 1 and / or possibility 2 may also include other information. The above description only shows that when the first information includes the position information of the second vehicle and the speed information of the second vehicle, TTC (t) can be calculated, and when the information of the second vehicle includes the position information of the second vehicle, TI (t) can be calculated. As for whether the information of the second vehicle includes other information, or whether the first parameter can be in other forms, this application does not limit it. For example, in possibility 1, the first parameter may also be TI (t); for another example, the above-mentioned information of the second vehicle may also include the model information of the second vehicle (vehicle size, etc.).

[0166] It should be understood that when the first vehicle is traveling at the first speed outside the first speed range, the first vehicle can obtain the updated first information and determine the updated first parameter based on the updated first information. Figure 3 The method flow shown in (a) also includes S350a: the first vehicle obtains updated first information; S360a: the first vehicle determines the updated first parameter.

[0167] Exemplarily, after the first vehicle determines the updated first parameter, the first vehicle sets the first vehicle to travel at a second vehicle speed within the first vehicle speed range according to the updated first parameter, that is, Figure 3 The method flow shown in (a) further includes S370a: setting the first vehicle to travel at a second vehicle speed;

[0168] Setting the first vehicle to travel at a second vehicle speed within the first vehicle speed range according to the updated first parameter includes:

[0169] The driving speed range that the first vehicle is determined to have overlaps with the first vehicle speed range;

[0170] The first vehicle is configured to travel at a second vehicle speed within an intersection of the required travel speed range and the first vehicle speed range.

[0171] It should be understood that the first vehicle traveling at the second speed within the first speed range indicates that the first vehicle can reactivate the first driving assistance system according to the updated first parameter, that is, Figure 3 The method flow shown in (a) also includes S380a: the first vehicle reactivates the first driving assistance system.

[0172] Specifically, the first vehicle reactivates the first driving assistance system in the following possible ways:

[0173] Method 1:

[0174] Corresponding to possibility one in S320a, the first parameter is TTC(t), and the first vehicle is equipped with the above-mentioned first driving assistance system.

[0175] When TTC(t) is a non-positive number or TTC(t) is greater than a first preset threshold, the first driving assistance system controls the first vehicle to accelerate. When the vehicle speed reaches the upper limit of the first speed range, the first vehicle determines that there is no collision risk between the first vehicle and the second vehicle based on the TTC(t). The first vehicle determines that the driving speed range that the first vehicle should have exceeds the first speed range, then the first vehicle instructs the first driving assistance system to exit, and controls the first vehicle to continue to accelerate and drive at a first speed that exceeds the first speed range. During the first vehicle driving at the first speed that exceeds the first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the updated first parameter indicates that there is a collision risk between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the first speed range), the first vehicle is controlled to decelerate, so that the speed of the first vehicle returns to the first speed range, and the first driving assistance system is in operation again.

[0176] For example, the first driving assistance system is the TJA system mentioned above (the speed range of application is 0km / h-60km / h). When the speed reaches 60km / h, the first vehicle determines that there is no collision risk based on the first parameter, determines that the speed range in which the first vehicle can operate is greater than 60km / h, instructs the first driving assistance system to exit, and controls the first vehicle to continue to accelerate, and sets the first vehicle to travel at a speed other than 0km / h-60km / h. When the first vehicle travels at a speed other than 0km / h-60km / h, the first vehicle can obtain the updated first information, and determine the updated first parameter based on the updated first information. The updated first parameter shows that there is a collision risk between the first vehicle and the second vehicle, and the first vehicle should travel at a speed within 0km / h-60km / h. Then the first vehicle returns the speed of the first vehicle to 60km / h and reactivates the TJA system.

[0177] Optionally, the first preset threshold value includes a value of TTC(t) of the risk of collision between the first vehicle and the second vehicle;

[0178] Optionally, the first preset threshold value comprises a value greater than TTC(t) of the risk of collision between the first vehicle and the second vehicle;

[0179] Optionally, the first preset threshold value includes other preset values, which are not given as examples here. It is only necessary to define that when the calculated TTC is greater than the first preset threshold value, there is no risk of collision between the first vehicle and the second vehicle.

[0180] Method 2:

[0181] Corresponding to possibility one in S320 , the first parameter is TTC(t), and the first vehicle is equipped with the above-mentioned first driving assistance system.

[0182] When the TTC(t) is a positive number less than or equal to the first preset threshold, the first driving assistance system controls the first vehicle to decelerate. When the vehicle speed reaches the lower limit of the first speed range, the first vehicle determines that there is a collision risk between the first vehicle and the second vehicle based on the TTC(t). The first vehicle determines that the driving speed range that the first vehicle should have is lower than the first speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to decelerate and drive at a first speed lower than the first speed range. During the first vehicle driving at the first speed lower than the first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Then, based on the updated first parameter (for example, the updated first parameter indicates that there is no collision risk between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the first speed range), the first vehicle is controlled to accelerate, so that the speed of the first vehicle returns to the first speed range, and the first driving assistance system is in operation again.

[0183] For example, the first driving assistance system is the ACC system mentioned above (the speed range of application is 65km / h-120km / h). When the speed reaches 65km / h, the first vehicle determines that there is a collision risk based on the first parameter, determines that the speed range in which the first vehicle can operate is less than 65km / h, instructs the first driving assistance system to exit, and controls the first vehicle to continue to decelerate and set the first vehicle to travel at a speed other than 65km / h-120km / h. When the first vehicle is traveling at a speed other than 65km / h-120km / h, the first vehicle can obtain the updated first information, determine the updated first parameter based on the updated first information, and the updated first parameter shows that there is no collision risk between the first vehicle and the second vehicle, and the first vehicle should travel at a speed within 65km / h-120km / h. Then the first vehicle returns the speed of the first vehicle to 65km / h and reactivates the ACC system.

[0184] Method 3:

[0185] Corresponding to possibility 2 in S320a, the first parameter is TI(t), and the first vehicle is equipped with the above-mentioned first driving assistance system.

[0186] When TI(t) is greater than a second preset threshold, the first driving assistance system controls the first vehicle to accelerate. When the vehicle speed reaches the upper limit of the first speed range, the first vehicle determines that there is no collision risk between the first vehicle and the second vehicle based on the TI(t). The first vehicle determines that the driving speed range that the first vehicle should have exceeds the first speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to accelerate and drive at a first speed that exceeds the first speed range. During the first vehicle driving at a first speed lower than the first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the first parameter indicates that there is a collision risk between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the first speed range), the first vehicle is controlled to decelerate, so that the speed of the first vehicle returns to the first speed range, and the first driving assistance system is in operation again.

[0187] Optionally, the second preset threshold value includes a value of TI(t) at which the first vehicle and the second vehicle have a risk of collision;

[0188] Optionally, the second preset threshold comprises a value of TI(t) greater than a risk of collision between the first vehicle and the second vehicle;

[0189] Optionally, the second preset threshold includes other preset values, which are not given as examples here. It is only necessary to define that when the calculated TI is greater than the second preset threshold, there is no risk of collision between the first vehicle and the second vehicle.

[0190] Method 4:

[0191] Corresponding to possibility 2 in S320a, the first parameter is TI(t), and the first vehicle is equipped with the above-mentioned first driving assistance system.

[0192] When the TI(t) is less than or equal to the second preset threshold, the first driving assistance system controls the first vehicle to decelerate. When the vehicle speed reaches the lower limit of the first speed range, the first vehicle determines that there is a collision risk between the first vehicle and the second vehicle based on the TI(t). The first vehicle determines that the driving speed range that the first vehicle should have is lower than the first speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to decelerate and drive at a first speed lower than the first speed range. During the first vehicle driving at the first speed lower than the first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the first parameter indicates that there is no collision risk between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the first speed range), the first vehicle is controlled to accelerate, so that the speed of the first vehicle returns to the first speed range, and the first driving assistance system is in operation again.

[0193] The above-mentioned methods 1 to 4 illustrate that when the first vehicle is equipped with the first driving assistance system, when the speed of the first vehicle reaches the upper limit or lower limit of the first speed range applied by the first driving assistance system, the first vehicle can terminate the first driving assistance system based on the first parameter, and set the first vehicle to travel at a first speed outside the first speed range. Furthermore, the first vehicle can obtain the updated first parameter while traveling at the first speed outside the first speed range, reactivate the first driving assistance system based on the updated first parameter, and set the first vehicle to travel at a second speed within the first speed range. The driver does not need to take over in this process, which improves the performance of the vehicle's automatic driving.

[0194] It should be understood that the above-mentioned methods 1 to 4 illustrate that the first vehicle can reactivate the configured first driving assistance system based on the updated first parameter. When the first vehicle is configured with multiple driving assistance systems, the first vehicle can activate a certain driving assistance system among the multiple driving assistance systems configured based on the updated first parameter. Figure 3 The following explains (b) in the figure.

[0195] As another possible implementation, the following Figure 3 In the embodiment shown in (b) of FIG. 1 , the first vehicle is configured with two or more driving assistance systems. Assume that the first vehicle is configured with a first driving assistance system and a second driving assistance system (for example, the first vehicle is configured with the above-mentioned ACC system and TJA system), and the first vehicle speed range applied by the first driving assistance system and the second vehicle speed range applied by the second driving assistance system have no intersection.

[0196] For example, if the first driving assistance system is the above-mentioned ACC system, then 65km / h≤first vehicle speed range≤120km / h, and if the second driving assistance system is the above-mentioned TJA system, then 0km / h≤second vehicle speed range≤60km / h; or, if the first driving assistance system is the above-mentioned TJA system, then 0km / h≤first vehicle speed range≤60km / h, and if the second driving assistance system is the above-mentioned ACC system, then 65km / h≤second vehicle speed range≤120km / h.

[0197] It should be understood that in this implementation mode, the embodiment of the present application does not limit the specific types of the two driving assistance systems of the first vehicle. They can be driving assistance systems known in the prior art or driving assistance systems proposed in the future development of vehicle control technology.

[0198] Moreover, in this implementation, there is no restriction on the speed ranges for the first driving assistance system and the second driving assistance system, except that there is no intersection between the speed ranges for the first driving assistance system and the second driving assistance system, that is, the two driving assistance systems cannot operate directly and continuously. It is understandable that if there is an intersection between the speed ranges for the first driving assistance system and the second driving assistance system, when the speed of the vehicle falls within the speed range covered by the intersection, it may cause conflicts between different driving assistance systems and cause safety problems.

[0199] It should also be understood that in this implementation mode, the embodiments of the present application do not limit the number of driving assistance systems specifically configured in the first vehicle, and there may be two or more. For the sake of ease of description, the embodiments of the present application take the case where two driving assistance systems (a first driving assistance system and a second driving assistance system) are configured in the first vehicle as an example for explanation. In the case where there are more than two driving assistance systems configured in the first vehicle, how to achieve continuity between different driving assistance systems can be referred to the solution for achieving continuity between the first driving assistance system and the second driving assistance system below. This application does not elaborate on the case where there are more than two driving assistance systems configured in the first vehicle.

[0200] Combine the following Figure 3 (b) in the figure describes in detail how to control the first vehicle in this implementation. Figure 3 (b) in this example involves a first vehicle and a moving object.

[0201] It should be understood that Figure 3 The moving object in the embodiment corresponding to (b) is the same as the above Figure 3 The moving object in the embodiment corresponding to (a) is similar and will not be described here. Figure 3 The corresponding embodiment of (a) is similar to Figure 3The moving object in the embodiment corresponding to (b) is described by taking the second vehicle in front of the first vehicle as an example.

[0202] The method for controlling a vehicle includes at least some of the following steps.

[0203] S310b, the first vehicle obtains the first information of the second vehicle. This is similar to the above S310a and will not be described in detail here.

[0204] Furthermore, after the first vehicle obtains the first information, it can determine the first parameter based on the first information. Figure 3 The method flow shown in (b) further includes S320b: the first vehicle determines a first parameter. This is similar to the above S320a and will not be described in detail here.

[0205] As a possible implementation, the first vehicle can terminate the activation state of the first driving assistance system that is currently activated based on the first parameter, and set the first vehicle to travel at a first vehicle speed outside the first vehicle speed range according to the first parameter. In this implementation, after the first vehicle determines the first parameter, it can terminate the activation state of the first driving assistance system that is currently activated based on the first parameter. Figure 3 The method flow shown in (b) further includes S330b: the first vehicle terminates the first driving assistance system. This is similar to the above S330a and will not be described in detail here.

[0206] After the first driving assistance system is terminated, the first vehicle can be set to travel at a first speed outside the first speed range according to the first parameter. Figure 3 The method flow shown in (b) further includes S340b: setting the first vehicle to travel at a first vehicle speed. This is similar to the above S340a and will not be described in detail here.

[0207] As another possible implementation, the first vehicle can maintain the activation state of the first driving assistance system that is currently activated based on the first parameter, and set the first vehicle to travel at a speed within the first speed range according to the first parameter. In this implementation, after determining the first parameter, the first vehicle can maintain the activation state of the first driving assistance system that is currently activated based on the first parameter.

[0208] It should be understood that when the first vehicle is traveling at the first speed outside the first speed range, the first vehicle can obtain the updated first information and determine the updated first parameter based on the updated first information. Figure 3 The method flow shown in (b) also includes S350b: the first vehicle obtains the updated first information; S360b: the first vehicle determines the updated first parameter.

[0209] Exemplarily, after the first vehicle determines the updated first parameter, the first vehicle sets the first vehicle to travel at a second vehicle speed within the second vehicle speed range according to the updated first parameter, that is, Figure 3 The method flow shown in (b) further includes S370a: setting the first vehicle to travel at a second vehicle speed;

[0210] Setting the first vehicle to travel at a second vehicle speed within a second vehicle speed range according to the updated first parameter includes:

[0211] The driving speed range that the first vehicle is determined to have overlaps with the second vehicle speed range;

[0212] The first vehicle is configured to travel at a second vehicle speed within an intersection of the required travel speed range and the second vehicle speed range.

[0213] It should be understood that the first vehicle traveling at the second speed within the second speed range indicates that the first vehicle can activate the second driving assistance system according to the updated first parameter, that is, Figure 3 The method flow shown in (b) also includes S380b: the first vehicle activates the second driving assistance system.

[0214] Figure 3 In the embodiment shown in (b), the first vehicle can control the first driving assistance system to maintain an operating state based on the first parameter, or, when the speed of the first vehicle reaches the upper limit of the first speed range or the lower limit of the first speed range, the first vehicle can also determine whether there is a collision risk between the first vehicle and the second vehicle based on the first parameter. If the first vehicle determines that the driving speed range that the first vehicle should have does not belong to the first speed range, the first vehicle terminates the activation state of the first driving assistance system, and controls the first vehicle to accelerate or decelerate to travel at a first speed outside the first speed range, and activates the second driving assistance system according to the updated first parameter so that the speed of the first vehicle reaches the upper limit of the second speed range or the lower limit of the second speed range.

[0215] Right now Figure 3 The method for controlling a vehicle shown in (b) does not require the driver to frequently take over control of the vehicle. The first vehicle itself can terminate the activation state of the first driving assistance system and automatically control the speed of the first vehicle so that the speed of the first vehicle reaches the upper limit of the second speed range or the lower limit of the second speed range corresponding to the second driving assistance system, thereby the second driving assistance system takes over control of the first vehicle. In this process, no driver intervention is required, thereby improving the continuity of automatic driving.

[0216] Specifically, corresponding to the possible forms of the first parameter described above, the first vehicle controls the first vehicle in the following ways:

[0217] Method 1:

[0218] Corresponding to possibility 1 in S320 , the first parameter is TTC(t).

[0219] When TTC(t) is a non-positive number or TTC(t) is greater than a first preset threshold, and the lower limit of the first vehicle speed range is greater than the upper limit of the second vehicle speed range, the first vehicle controls the first driving assistance system to maintain an activated state based on TTC(t).

[0220] It should be understood that when TTC(t) is a non-positive number (for example, V1(t)-V2(t) is 0 or a negative number), it means that the speed of the first vehicle is less than or equal to the speed of the second vehicle. Since no collision has occurred at present, a collision will usually not occur when the speed of the first vehicle is less than or equal to the speed of the second vehicle. It is considered that there is no risk of collision between the first vehicle and the second vehicle when TTC(t) is a non-positive number.

[0221] It can be seen from the above that when TTC(t) is a non-positive number or TTC(t) is greater than the first preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When the lower limit of the first speed range is greater than the upper limit of the second speed range, that is, the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system have no intersection, and the lower limit of the first speed range applied by the first driving assistance system is greater than the upper limit of the second speed range applied by the second driving assistance system.

[0222] For example, the first driving assistance system is the ACC system described above (the first speed range of application is 65km / h-120km / h), and the second driving assistance system is the TJA system described above (the second speed range of application is 0km / h-60km / h). For ease of description, the first driving assistance system is the ACC system described above, and the second driving assistance system is the TJA system described above.

[0223] like Figure 5 As shown, Figure 5 is a flow chart for controlling the first vehicle provided in an embodiment of the present application. Specifically, in the first method, the first vehicle controls the first vehicle based on the first parameter. The specific process includes:

[0224] S510, the first vehicle obtains information of the second vehicle.

[0225] The information about the second vehicle includes speed information of the second vehicle and position information of the second vehicle.

[0226] S520, the first vehicle calculates TTC#1(t).

[0227] The first vehicle calculates the relative speed v#1(t) between the first vehicle and the second vehicle based on the speed of the second vehicle and the speed of the first vehicle, and calculates the vehicle-to-vehicle distance x#1(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, wherein TTC#1(t) = x#1(t) / v#1(t).

[0228] S530: The first vehicle determines whether TTC#1(t) is a non-positive number.

[0229] In method 1, TTC#1(t) can be a non-positive number.

[0230] S540, the first vehicle determines whether TTC#1(t) is greater than a first preset threshold.

[0231] In the first approach, TTC#1(t) may be a value greater than a first preset threshold.

[0232] It should be understood that S540 may be executed after S520 is executed; or, S540 may be executed after S530 is executed (for example, when the result of the judgment in S530 is no), and this embodiment does not limit this.

[0233] S550: ACC remains activated.

[0234] In the first embodiment, the running speed of the first vehicle is maintained within the first vehicle speed range applied by ACC.

[0235] For example, the first vehicle may accelerate, but the speed range is not greater than 120 km / h.

[0236] It should be understood that during operation, the first vehicle can obtain updated information of the second vehicle, and determine whether a collision will occur based on the updated information of the second vehicle, and control the first vehicle based on the determination result.

[0237] Method 2:

[0238] Corresponding to possibility 1 in S320 , the first parameter is TTC(t).

[0239] When TTC(t) is a non-positive number or TTC(t) is greater than a first preset threshold value, and the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first driving assistance system controls the first vehicle to accelerate. When the vehicle speed reaches the upper limit of the first vehicle speed range, the first vehicle determines that there is no collision risk between the first vehicle and the second vehicle based on the TTC(t). The first vehicle determines that the driving speed range that the first vehicle should have exceeds the first vehicle speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to accelerate and drive at a first vehicle speed that exceeds the first vehicle speed range.

[0240] When the first vehicle is traveling at a first speed exceeding a first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the updated first parameter indicates that there is no risk of collision between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the second speed range), the first vehicle is controlled to accelerate so that the speed of the first vehicle reaches the lower limit of the second speed range, thereby activating the second driving assistance system.

[0241] Similar to the method 1, when TTC(t) is a non-positive number or TTC(t) is greater than the first preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When the upper limit of the first speed range is less than the lower limit of the second speed range, that is, the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system have no intersection, and the upper limit of the first speed range applied by the first driving assistance system is greater than the lower limit of the second speed range applied by the second driving assistance system.

[0242] For example, the first driving assistance system is the TJA system described above (the first speed range of application is 0km / h-60km / h), and the second driving assistance system is the ACC system described above (the second speed range of application is 65km / h-120km / h). For ease of description, the second method is described by taking the first driving assistance system as the TJA system described above and the second driving assistance system as the ACC system described above as an example.

[0243] like Figure 6 As shown, Figure 6 Another flow chart for controlling the first vehicle provided in the embodiment of the present application is shown in FIG.

[0244] S610: The first vehicle obtains information of the second vehicle.

[0245] The information about the second vehicle includes speed information of the second vehicle and position information of the second vehicle.

[0246] S620, the first vehicle calculates TTC#2(t).

[0247] The first vehicle calculates the relative speed v#2(t) between the first vehicle and the second vehicle based on the speed of the second vehicle and the speed of the first vehicle, and calculates the vehicle-to-vehicle distance x#2(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, wherein TTC#2(t) = x#2(t) / v#2(t).

[0248] S630: The first vehicle determines whether TTC#2(t) is a non-positive number.

[0249] In the second method, TTC#2(t) can be a non-positive number.

[0250] S640, the first vehicle determines whether TTC#2(t) is greater than a first preset threshold.

[0251] In the second method, TTC#2(t) may be a value greater than the first preset threshold.

[0252] It should be understood that S640 may be executed after S620 is executed; or, S640 may be executed after S630 is executed (for example, when the result of the judgment in S630 is no), and this embodiment does not limit this.

[0253] When the above TTC#2(t) is a non-positive number or greater than the first preset threshold, TJA controls the first vehicle to accelerate, that is, Figure 6 The process shown also includes: S650, maintaining TJA.

[0254] S660: Determine whether the vehicle speed of the first vehicle reaches an upper limit of the first vehicle speed range.

[0255] S670, when the speed of the first vehicle reaches the upper limit of the first speed range, the first vehicle determines that there is no collision risk based on TTC#2(t), and instructs the first driving assistance system to exit the running state, and the first vehicle controls the first vehicle to continue to accelerate based on TTC#2(t), so that the speed of the first vehicle reaches the lower limit of the second speed range, and activates the second driving assistance system, that is, Figure 6 The process shown also includes: S680, activating ACC.

[0256] It should be understood that when the first vehicle accelerates and its speed reaches the upper limit of the first speed range, the first vehicle judges based on TTC#2 (t) that there is still no collision risk, and the first driving assistance system will exit. According to the current design of the vehicle control system, when the speed of the first vehicle reaches the upper limit of the first speed range and the driver judges that there is no collision risk, the driver will take over the first vehicle and accelerate.

[0257] In method 2, when the first driving assistance system controls the acceleration speed of the first vehicle to reach the upper limit of the first speed range, the first vehicle determines that there is still no collision risk based on TTC#2 (t), the first driving assistance system exits the operating state, and the control system in the vehicle (for example, it can be called a V2X control system) takes over and continues to accelerate the first vehicle, so that the speed of the first vehicle reaches the lower limit of the second speed range, and the second driving assistance system is activated.

[0258] Specifically, when the vehicle speed of the first vehicle reaches the lower limit of the second vehicle speed range, the second driving assistance system is activated, and the second driving assistance system takes over the driving of the first vehicle.

[0259] In the above process, there is no need for the driver to take over the first vehicle. When the first vehicle determines that there is no risk of collision, the first driving assistance system controls the first vehicle to accelerate, and continues to monitor whether there is a risk of collision with the second vehicle during the acceleration process. When the first driving assistance system controls the first vehicle to accelerate to the upper limit of the first speed range applied by the first driving assistance system, if there is still no risk of collision between the first vehicle and the second vehicle, the first driving assistance system will exit, and the control system in the first vehicle (for example, it can be called a V2X control system) controls the first vehicle to continue to accelerate. When the speed of the first vehicle reaches the lower limit of the second speed range, the second driving assistance system is activated and takes over the first vehicle.

[0260] Optionally, the control system controls the first vehicle to continue to accelerate while the first vehicle continues to monitor whether there is a risk of collision with the second vehicle. When there is a risk of collision between the first vehicle and the second vehicle, the control system controls the first vehicle to decelerate so that the speed of the first vehicle reaches an upper limit of the first speed range, and reactivates the first driving assistance system.

[0261] It should be understood that the embodiments of the present application mainly introduce how the control system improves the continuity of switching between the first driving assistance system and the second driving assistance system. The specific function of the control system to control the vehicle speed is not described in detail. It should be noted that the control system can continuously control the vehicle speed based on the first parameter.

[0262] Method 3:

[0263] Corresponding to possibility 1 in S320 , the first parameter is TTC(t).

[0264] When the TTC(t) is less than or equal to the first preset threshold value and the lower limit of the first speed range is greater than the upper limit of the second speed range, the first driving assistance system controls the first vehicle to decelerate. When the vehicle speed reaches the lower limit of the first speed range, the first vehicle determines that there is a risk of collision between the first vehicle and the second vehicle based on the TTC(t). The first vehicle determines that the driving speed range that the first vehicle should have is lower than the first speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to decelerate and drive at a first speed lower than the first speed range.

[0265] While the first vehicle is traveling at a first speed lower than a first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the updated first parameter indicates that there is no risk of collision between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the second speed range), the first vehicle is controlled to continue to decelerate, so that the speed of the first vehicle reaches the lower limit of the second speed range, and the second driving assistance system is activated.

[0266] Similar to the method described in the first method, when TTC (t) is greater than the first preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When TTC (t) is less than or equal to the first preset threshold, it proves that there is a risk of collision between the first vehicle and the second vehicle. Therefore, in order to avoid a collision in the third method, the first vehicle needs to reduce its speed. When the lower limit of the first speed range is greater than the upper limit of the second speed range, that is, the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system have no intersection, and the lower limit of the first speed range applied by the first driving assistance system is greater than the upper limit of the second speed range applied by the second driving assistance system.

[0267] For example, the first driving assistance system is the ACC system described above (the first speed range of application is 65km / h-120km / h), and the second driving assistance system is the TJA system described above (the second speed range of application is 0km / h-60km / h). For ease of description, the third method is described by taking the first driving assistance system being the ACC system described above and the second driving assistance system being the TJA system described above as an example.

[0268] like Figure 7 As shown, Figure 7 It is another flow chart of controlling the first vehicle provided in the embodiment of the present application. Specifically, the specific process of the first vehicle controlling the first vehicle in the third mode includes:

[0269] S710: The first vehicle obtains information of the second vehicle.

[0270] The information about the second vehicle includes speed information of the second vehicle and position information of the second vehicle.

[0271] S720, the first vehicle calculates TTC#3(t).

[0272] The first vehicle calculates the relative speed v#3(t) between the first vehicle and the second vehicle based on the speed of the second vehicle and the speed of the first vehicle, and calculates the vehicle-to-vehicle distance x#3(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, wherein TTC#3(t) = x#3(t) / v#3(t).

[0273] S730, the first vehicle determines whether TTC#3(t) is a non-positive number.

[0274] In method three, TTC#3(t) is a positive number.

[0275] S740, the first vehicle determines whether TTC#3(t) is greater than a first preset threshold.

[0276] In the third method, TTC#3(t) is a value less than or equal to the first preset threshold.

[0277] It should be understood that S740 can be executed after S730 is executed, that is, after determining that TTC#3(t) is a positive number, it is determined that TTC#3(t) is a value less than or equal to the first preset threshold; or, S740 and S730 can be combined into one step, that is, after S720, it is directly determined whether TTC#3(t) is a value greater than 0 and less than or equal to the first preset threshold. This embodiment does not limit this.

[0278] When the above TTC#3(t) is a positive number less than or equal to the first preset threshold, the ACC controls the first vehicle to decelerate, that is, Figure 7 The process shown also includes: S750, maintaining ACC.

[0279] S760, determining whether the vehicle speed of the first vehicle reaches a lower limit of a first vehicle speed range.

[0280] S770, when the speed of the first vehicle reaches the lower limit of the first speed range, the first vehicle determines that there is a collision risk based on TTC#3(t), and instructs the first driving assistance system to exit the running state. The first vehicle controls the first vehicle to continue to decelerate based on TTC#3(t), so that the speed of the first vehicle reaches the upper limit of the second speed range, and activates the second driving assistance system to be in the running state, that is, Figure 7 The process shown also includes: S780, activating TJA.

[0281] It should be understood that when the first vehicle decelerates and its speed reaches the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on TTC#3 (t), and the first driving assistance system will exit. According to the current design of the vehicle control system, when the speed of the first vehicle reaches the lower limit of the first speed range and the driver determines that there is a risk of collision, the driver will take over the first vehicle and decelerate.

[0282] In method three, when the first driving assistance system controls the deceleration speed of the first vehicle to reach the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on TTC#3 (t), the first driving assistance system exits the operating state, and the control system in the vehicle (for example, it can be called a V2X control system) takes over and continues to decelerate the first vehicle, so that the speed of the first vehicle reaches the upper limit of the second speed range, and the second driving assistance system is activated.

[0283] Specifically, when the vehicle speed of the first vehicle reaches an upper limit of the second vehicle speed range, the second driving assistance system is activated, and the second driving assistance system takes over the driving of the first vehicle.

[0284] In the above process, there is no need for the driver to take over the first vehicle. When the first vehicle determines that there is a risk of collision with the second vehicle, the first driving assistance system controls the first vehicle to decelerate, and continues to monitor whether there is a risk of collision with the second vehicle during the deceleration process. When the first driving assistance system controls the first vehicle to decelerate and reaches the lower limit of the first speed range applied by the first driving assistance system, if the first vehicle and the second vehicle still have a risk of collision, the first driving assistance system will exit, and the control system in the first vehicle (for example, it can be called a V2X control system) controls the first vehicle to continue to decelerate. When the speed of the first vehicle reaches the upper limit of the second speed range, the second driving assistance system is activated and takes over the first vehicle.

[0285] Optionally, the control system controls the first vehicle to continue to decelerate while the first vehicle continues to monitor whether there is a risk of collision with the second vehicle. When there is no risk of collision between the first vehicle and the second vehicle, the control system controls the first vehicle to accelerate so that the speed of the first vehicle reaches the lower limit of the first speed range, and reactivates the first driving assistance system.

[0286] Furthermore, in the third mode, when the first speed range of the second driving assistance system does not include 0 km / h, for example, the second speed range of the second driving assistance system is 10 km / h-60 km / h. If the speed of the first vehicle reaches 10 km / h, it is determined based on the updated TTC#3 (t) that there is still a risk of collision. Figure 7 The process shown also includes S790, determining whether the speed of the first vehicle reaches the lower limit of the second speed range. When the speed of the first vehicle reaches the lower limit of the second speed range, the first vehicle determines that there is a risk of collision based on the updated TTC#3 (t), the second driving assistance system exits the running state, and the first vehicle controls the first vehicle to continue to decelerate based on the updated TTC#3 (t) until the speed of the first vehicle is 0 km / h.

[0287] Method 4:

[0288] Corresponding to possibility 1 in S320 , the first parameter is TTC(t).

[0289] When the TTC(t) is a positive number less than or equal to the first preset threshold, and the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first vehicle controls the first driving assistance system to maintain an operating state based on the TTC(t);

[0290] Similar to the method described in the first method, when TTC (t) is greater than the first preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When TTC (t) is less than or equal to the first preset threshold, it proves that there is a risk of collision between the first vehicle and the second vehicle. Therefore, in the fourth method, in order to avoid a collision, the first vehicle needs to reduce its speed. When the upper limit of the first speed range is less than the lower limit of the second speed range, that is, the first speed range of the first driving assistance system and the second speed range of the second driving assistance system have no intersection, and the upper limit of the first speed range of the first driving assistance system is greater than the lower limit of the second speed range of the second driving assistance system.

[0291] For example, the first driving assistance system is the TJA system described above (the first speed range of application is 0km / h-60km / h), and the second driving assistance system is the ACC system described above (the second speed range of application is 65km / h-120km / h). For ease of description, the fourth method is described by taking the first driving assistance system as the TJA system described above and the second driving assistance system as the ACC system described above as an example.

[0292] like Figure 8 As shown, Figure 8 It is another flow chart of controlling the first vehicle provided in the embodiment of the present application. Specifically, the specific process of the first vehicle controlling the first vehicle in the fourth mode includes:

[0293] S810, the first vehicle obtains information of the second vehicle.

[0294] The second vehicle information includes vehicle speed information of the second vehicle and position information of the second vehicle.

[0295] S820, the first vehicle calculates TTC#4(t).

[0296] The first vehicle calculates the relative speed v#4(t) between the first vehicle and the second vehicle based on the speed of the second vehicle and the speed of the first vehicle, and calculates the vehicle-to-vehicle distance x#4(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, wherein TTC#4(t) = v#4(t) / x#4(t).

[0297] S830, the first vehicle determines whether TTC#4(t) is a non-positive number.

[0298] In mode 4, TTC#4(t) is a positive number.

[0299] S840, the first vehicle determines whether TTC#4(t) is greater than a first preset threshold.

[0300] In the fourth mode, TTC#4(t) is a value less than or equal to the first preset threshold.

[0301] It should be understood that S840 can be executed after S830 is executed, that is, after determining that TTC#4(t) is a positive number, it is determined that TTC#4(t) is a value less than or equal to the first preset threshold; or, S840 and S830 can be combined into one step, that is, after S820, it is directly determined whether TTC#4(t) is a value greater than 0 and less than or equal to the first preset threshold. This embodiment does not limit this.

[0302] When the above-mentioned TTC#4 (t) is a positive number less than or equal to the first preset threshold value, the first vehicle needs to decelerate. Since the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first driving assistance system currently controlling the first vehicle controls the first vehicle to decelerate. Figure 8 The process shown also includes: S850, TJA maintains an activated state.

[0303] For example, TJA controls the first vehicle to decelerate. During the operation of the first vehicle, the first vehicle obtains the updated information of the second vehicle, and determines whether a collision will occur based on the acquired updated information of the second vehicle. The first vehicle is controlled based on the determination result. If the first vehicle continues to be determined to have a possible risk of collision based on the updated TTC#4 (t), TJA can control the first vehicle to decelerate until the speed of the first vehicle is 0 km / h.

[0304] Further, in the fourth mode, when the first vehicle speed range applied by the first driving assistance system does not include 0 km / h. For example, the first vehicle speed range applied by the first driving assistance system is 10 km / h-60 km / h. If the speed of the first vehicle reaches 10 km / h, it is determined based on the updated TTC#4 (t) that there is still a risk of collision. Figure 8 The process shown also includes S860, determining whether the speed of the first vehicle reaches the lower limit of the first speed range. When the speed of the first vehicle reaches the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on the updated TTC#4 (t), the first driving assistance system exits the running state, and the first vehicle controls the first vehicle to continue to decelerate based on the updated TTC#4 (t) until the speed of the first vehicle is 0 km / h.

[0305] It should be understood that the information of the second vehicle involved in the above-mentioned methods 1 to 4 may include other information in addition to the above-mentioned speed information of the second vehicle and the position information of the second vehicle, for example, size information or model information of the second vehicle, etc. The information of the second vehicle will not be described in detail here.

[0306] Method 5:

[0307] Corresponding to possibility 2 in S320 , the first parameter is TI(t).

[0308] When the TI(t) is greater than a second preset threshold and a lower limit of the first vehicle speed range is greater than an upper limit of the second vehicle speed range, the first vehicle controls the first driving assistance system to maintain an activation state based on the TI(t).

[0309] When TI(t) is greater than the second preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When the lower limit of the first vehicle speed range is greater than the upper limit of the second vehicle speed range, that is, the first vehicle speed range applied by the first driving assistance system and the second vehicle speed range applied by the second driving assistance system have no intersection, and the lower limit of the first vehicle speed range applied by the first driving assistance system is greater than the upper limit of the second vehicle speed range applied by the second driving assistance system.

[0310] For example, the first driving assistance system is the ACC system described above (the first speed range of application is 65km / h-120km / h), and the second driving assistance system is the TJA system described above (the second speed range of application is 0km / h-60km / h). For ease of description, the first driving assistance system is the ACC system described above, and the second driving assistance system is the TJA system described above.

[0311] like Fig. 9 As shown, Fig. 9 It is another flow chart for controlling the first vehicle provided by the embodiment of the present application. Specifically, in the fifth mode, the specific process of controlling the first vehicle based on the first parameter includes:

[0312] S910, the first vehicle obtains information of the second vehicle.

[0313] The information of the second vehicle includes location information of the second vehicle.

[0314] S920, the first vehicle calculates TI#1(t).

[0315] The first vehicle calculates the inter-vehicle distance x#1(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, and the speed of the first vehicle itself is VS#1(t), where TI#1(t)=VS#1(t) / x#1(t).

[0316] S930, the first vehicle determines whether TI#1(t) is greater than a second preset threshold.

[0317] In the first approach, TI#1(t) is a value greater than a second preset threshold.

[0318] S940: ACC remains activated.

[0319] In the first embodiment, the running speed of the first vehicle is maintained within the first vehicle speed range applied by ACC.

[0320] For example, the first vehicle may accelerate, but the speed range is not greater than 120 km / h.

[0321] It should be understood that during operation, the first vehicle can obtain updated information of the second vehicle, and determine whether a collision will occur based on the acquired updated information of the second vehicle, and control the first vehicle based on the determination result.

[0322] Method 6:

[0323] Corresponding to possibility 2 in S320 , the first parameter is TI(t).

[0324] When the TI(t) is greater than the second preset threshold and the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first driving assistance system controls the first vehicle to accelerate; when the vehicle speed is greater than the upper limit of the first vehicle speed range, the first vehicle determines that there is no collision risk between the first vehicle and the second vehicle based on the TI(t); the first vehicle determines that the driving speed range that the first vehicle should have exceeds the first vehicle speed range, then the first vehicle instructs the first driving assistance system to exit, and controls the first vehicle to continue to accelerate and drive at a first vehicle speed that exceeds the first vehicle speed range.

[0325] When the first vehicle is traveling at a first speed exceeding a first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the updated first parameter indicates that there is no risk of collision between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the second speed range), the first vehicle is controlled to accelerate so that the speed of the first vehicle reaches the lower limit of the second speed range, thereby activating the second driving assistance system.

[0326] Similar to the fifth method, when TI(t) is greater than the second preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When the upper limit of the first speed range is less than the lower limit of the second speed range, that is, the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system have no intersection, and the upper limit of the first speed range applied by the first driving assistance system is greater than the lower limit of the second speed range applied by the second driving assistance system.

[0327] For example, the first driving assistance system is the TJA system described above (the first speed range of application is 0km / h-60km / h), and the second driving assistance system is the ACC system described above (the second speed range of application is 65km / h-120km / h). For ease of description, the sixth method is described by taking the first driving assistance system as the TJA system described above and the second driving assistance system as the ACC system described above as an example.

[0328] like Fig.10 As shown, Fig.10 It is another flow chart for controlling the first vehicle provided in the embodiment of the present application. Specifically, the specific process of the first vehicle controlling the first vehicle in the sixth mode includes:

[0329] S1010, the first vehicle obtains information of the second vehicle.

[0330] The information of the second vehicle includes location information of the second vehicle.

[0331] S1020, the first vehicle calculates TI#2(t).

[0332] The first vehicle calculates the inter-vehicle distance x#2(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, and the speed of the first vehicle itself is VS#2(t), where TI#2(t)=VS#2(t) / x#2(t).

[0333] S1030, the first vehicle determines whether TI#1(t) is greater than a second preset threshold.

[0334] In the sixth method, TI#2(t) is a value greater than the second preset threshold.

[0335] When the above TI#2(t) is greater than the second preset threshold, TJA controls the first vehicle to accelerate, that is, Fig.10 The process shown also includes: S1040, maintaining TJA.

[0336] S1050, determining whether the vehicle speed of the first vehicle reaches an upper limit of a first vehicle speed range.

[0337] S1060, when the speed of the first vehicle reaches the upper limit of the first speed range, the first vehicle determines that there is no collision risk based on TI#2(t), and instructs the first driving assistance system to exit the running state, and the first vehicle controls the first vehicle to continue to accelerate based on TI#2(t), so that the speed of the first vehicle reaches the lower limit of the second speed range, and activates the second driving assistance system, that is, Fig.10 The process shown also includes: S1070, activating ACC.

[0338] It should be understood that when the first vehicle accelerates and its speed reaches the upper limit of the first speed range, the first vehicle judges based on TI#2 (t) that there is still no collision risk, and the first driving assistance system will exit. According to the current design of the vehicle control system, when the speed of the first vehicle reaches the upper limit of the first speed range and the driver judges that there is no collision risk, the driver will take over the first vehicle and accelerate.

[0339] In method six, when the first driving assistance system controls the acceleration speed of the first vehicle to reach the upper limit of the first speed range, the first vehicle determines that there is still no collision risk based on TI#2 (t), the first driving assistance system exits the operating state, and the control system in the vehicle (for example, it can be called a V2X control system) takes over and continues to accelerate the first vehicle, so that the speed of the first vehicle reaches the lower limit of the second speed range, and the second driving assistance system is activated.

[0340] Specifically, when the vehicle speed of the first vehicle reaches the lower limit of the second vehicle speed range, the second driving assistance system is activated, and the second driving assistance system takes over the driving of the first vehicle.

[0341] In the above process, there is no need for the driver to take over the first vehicle. When the first vehicle determines that there is no collision risk, the first driving assistance system controls the first vehicle to accelerate, and continues to monitor whether there is a collision risk with the second vehicle during the acceleration process. When the first driving assistance system controls the first vehicle to accelerate to the upper limit of the first speed range applied by the first driving assistance system, if there is still no collision risk between the first vehicle and the second vehicle, the first driving assistance system will exit, and the control system in the first vehicle (for example, it can be called a V2X control system) controls the first vehicle to continue to accelerate. When the speed of the first vehicle reaches the lower limit of the second speed range, the second driving assistance system is activated and takes over the first vehicle.

[0342] Method 7:

[0343] Corresponding to possibility 2 in S320 , the first parameter is TI(t).

[0344] When the TI(t) is less than or equal to the second preset threshold value and the lower limit of the first vehicle speed range is greater than the upper limit of the second vehicle speed range, the first driving assistance system controls the first vehicle to decelerate. When the vehicle speed reaches the lower limit of the first vehicle speed range, the first vehicle determines that there is a risk of collision between the first vehicle and the second vehicle based on the TI(t). The first vehicle determines that the driving speed range that the first vehicle should have is lower than the first vehicle speed range. Then, the first vehicle instructs the first driving assistance system to exit and controls the first vehicle to continue to decelerate and drive at a first vehicle speed lower than the first vehicle speed range.

[0345] While the first vehicle is traveling at a first speed lower than a first speed range, the first vehicle can obtain updated first information, and the updated first information can determine an updated first parameter. Based on the updated first parameter (for example, the updated first parameter indicates that there is no risk of collision between the first vehicle and the second vehicle, and the first vehicle determines that the speed of the first vehicle can be within the second speed range), the first vehicle is controlled to continue to decelerate, so that the speed of the first vehicle reaches the lower limit of the second speed range, and the second driving assistance system is activated.

[0346] Similar to the fifth method, when TI(t) is greater than the second preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When TI(t) is less than or equal to the second preset threshold, it proves that there is a risk of collision between the first vehicle and the second vehicle. Therefore, in order to avoid a collision in the seventh method, the first vehicle needs to reduce its speed. When the lower limit of the first speed range is greater than the upper limit of the second speed range, that is, the first speed range applied by the first driving assistance system and the second speed range applied by the second driving assistance system have no intersection, and the lower limit of the first speed range applied by the first driving assistance system is greater than the upper limit of the second speed range applied by the second driving assistance system.

[0347] For example, the first driving assistance system is the ACC system described above (the first speed range of application is 65km / h-120km / h), and the second driving assistance system is the TJA system described above (the second speed range of application is 0km / h-60km / h). For ease of description, the seventh method is described by taking the first driving assistance system being the ACC system described above and the second driving assistance system being the TJA system described above as an example.

[0348] like Fig.11 As shown, Fig.11 It is another flow chart for controlling the first vehicle provided in the embodiment of the present application. Specifically, the specific process of the first vehicle controlling the first vehicle in the seventh mode includes:

[0349] S1110, the first vehicle obtains information of the second vehicle.

[0350] The information of the second vehicle includes location information of the second vehicle.

[0351] S1120, the first vehicle calculates TI#3(t).

[0352] The first vehicle calculates the inter-vehicle distance x#3(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, and the speed of the first vehicle itself is VS#3(t), where TI#3(t)=VS#3(t) / x#3(t).

[0353] S1130 , the first vehicle determines whether TI# 3 (t) is greater than a second preset threshold.

[0354] In the seventh method, TI#3(t) is a value less than or equal to the second preset threshold.

[0355] When the above TI#3 (t) is a positive number less than or equal to the second preset threshold, the ACC controls the first vehicle to decelerate, that is, Fig.11 The process shown also includes: S1140, maintaining ACC.

[0356] S1150, determining whether the vehicle speed of the first vehicle reaches a lower limit of a first vehicle speed range.

[0357] S1160, when the speed of the first vehicle reaches the lower limit of the first speed range, the first vehicle determines that there is a collision risk based on TI#3 (t), and instructs the first driving assistance system to exit the running state. The first vehicle controls the first vehicle to continue to decelerate based on TI#3 (t), so that the speed of the first vehicle reaches the upper limit of the second speed range, and activates the second driving assistance system, that is, Fig.11 The process shown also includes: S1170, activating TJA.

[0358] It should be understood that when the first vehicle decelerates and the speed reaches the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on TI#3 (t), and the first driving assistance system will exit. According to the current design of the vehicle control system, when the speed of the first vehicle reaches the lower limit of the first speed range and the driver determines that there is a risk of collision, the driver will take over the first vehicle and decelerate.

[0359] In method seven, when the first driving assistance system controls the deceleration speed of the first vehicle to reach the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on TI#3 (t), the first driving assistance system exits the operating state, and the control system in the vehicle (for example, it can be called a V2X control system) takes over and continues to decelerate the first vehicle, so that the speed of the first vehicle reaches the upper limit of the second speed range, and the second driving assistance system is activated.

[0360] Specifically, when the vehicle speed of the first vehicle reaches an upper limit of the second vehicle speed range, the second driving assistance system is activated, and the second driving assistance system takes over the driving of the first vehicle.

[0361] In the above process, there is no need for the driver to take over the first vehicle. When the first vehicle determines that there is a risk of collision with the second vehicle, the first driving assistance system controls the first vehicle to decelerate, and continues to monitor whether there is a risk of collision with the second vehicle during the deceleration process. When the first driving assistance system controls the first vehicle to decelerate and reaches the lower limit of the first speed range applied by the first driving assistance system, if the first vehicle and the second vehicle still have a risk of collision, the first driving assistance system will exit, and the control system in the first vehicle (for example, it can be called a V2X control system) controls the first vehicle to continue to decelerate. When the speed of the first vehicle reaches the upper limit of the second speed range, the second driving assistance system is activated, and the second driving assistance system takes over the first vehicle.

[0362] Further, in mode 7, when the first speed range of the second driving assistance system does not include 0 km / h. For example, the second speed range of the second driving assistance system is 10 km / h-60 km / h. If the speed of the first vehicle reaches 10 km / h, it is determined based on the updated TI#3 (t) that there is still a risk of collision. Fig.11 The process shown also includes S1180, determining whether the speed of the first vehicle reaches the lower limit of the second speed range. When the speed of the first vehicle reaches the lower limit of the second speed range, the first vehicle determines that there is a risk of collision based on the updated TI#3 (t), the second driving assistance system exits the running state, and the first vehicle controls the first vehicle to continue to decelerate based on the updated TTC until the speed of the first vehicle is 0 km / h.

[0363] Method 8:

[0364] Corresponding to possibility 2 in S320 , the first parameter is TI(t).

[0365] When the TI(t) is less than or equal to the second preset threshold and the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first vehicle controls the first driving assistance system to maintain an operating state based on the TI(t).

[0366] Similar to the fifth method, when TI(t) is greater than the second preset threshold, there is no risk of collision between the first vehicle and the second vehicle. When TI(t) is less than or equal to the second preset threshold, it proves that there is a risk of collision between the first vehicle and the second vehicle. Therefore, in the tenth method, in order to avoid a collision, the first vehicle needs to reduce its speed. When the upper limit of the first speed range is less than the lower limit of the second speed range, that is, the first speed range of the first driving assistance system and the second speed range of the second driving assistance system have no intersection, and the upper limit of the first speed range of the first driving assistance system is greater than the lower limit of the second speed range of the second driving assistance system.

[0367] For example, the first driving assistance system is the TJA system described above (the first speed range of application is 0km / h-60km / h), and the second driving assistance system is the ACC system described above (the second speed range of application is 65km / h-120km / h). For ease of description, the eighth method is described by taking the first driving assistance system as the TJA system described above and the second driving assistance system as the ACC system described above as an example.

[0368] like Fig.12 As shown, Fig.12 It is another flow chart of controlling the first vehicle provided by the embodiment of the present application. Specifically, the specific process of the first vehicle controlling the first vehicle in the eighth mode includes:

[0369] S1210, the first vehicle obtains information of the second vehicle.

[0370] The information of the second vehicle includes location information of the second vehicle.

[0371] S1220, the first vehicle calculates TI#4(t).

[0372] The first vehicle calculates the inter-vehicle distance x#4(t) between the first vehicle and the second vehicle based on the position of the second vehicle and the position of the first vehicle, and the speed of the first vehicle itself is VS#4(t), where TI#4(t)=VS#4(t) / x#4(t).

[0373] S1230 , the first vehicle determines whether TI#4(t) is greater than a second preset threshold.

[0374] In the eighth mode, TI#4(t) is a value less than or equal to the second preset threshold.

[0375] When the above-mentioned TI#4 (t) is a positive number less than or equal to the second preset threshold, the first vehicle needs to decelerate. Since the upper limit of the first vehicle speed range is less than the lower limit of the second vehicle speed range, the first driving assistance system currently controlling the first vehicle controls the first vehicle to decelerate. Fig.12The process shown also includes: S1240, TJA maintains an activated state.

[0376] For example, TJA controls the first vehicle to decelerate. During the operation of the first vehicle, the first vehicle obtains the updated information of the second vehicle, and determines whether a collision will occur based on the acquired updated information of the second vehicle. The first vehicle is controlled based on the determination result. If the risk of collision continues to be determined based on the determination result, TJA can control the first vehicle to decelerate until the speed of the first vehicle is 0 km / h.

[0377] Further, in mode 8, when the first vehicle speed range applied by the first driving assistance system does not include 0 km / h. For example, the first vehicle speed range applied by the first driving assistance system is 10 km / h-60 km / h. If the speed of the first vehicle reaches 10 km / h, it is determined based on TI#4 (t) that there is still a risk of collision. Fig.12 The process shown also includes S1250, determining whether the speed of the first vehicle reaches the lower limit of the first speed range. When the speed of the first vehicle reaches the lower limit of the first speed range, the first vehicle determines that there is a risk of collision based on TI#4 (t), the first driving assistance system exits the running state, and the first vehicle controls the first vehicle to continue to decelerate based on TI#4 (t) until the speed of the first vehicle is 0 km / h.

[0378] It should be understood that the information of the second vehicle involved in the above-mentioned methods 5 to 8 may include other information in addition to the above-mentioned position information of the second vehicle, for example, also including the speed information of the second vehicle and / or the size information of the second vehicle. The information of the second vehicle will not be described in detail here.

[0379] It should also be understood that when the information of the second vehicle in the above-mentioned Methods 1 to 4 includes the speed information of the second vehicle and the position information of the second vehicle, Methods 1 to 4 can also calculate TI, and control the first vehicle based on TI (t) similarly to Methods 5 to 8, which will not be repeated here.

[0380] As a possible implementation, the first vehicle in the present application can also control the steering of the first vehicle based on the above-mentioned first parameter. For example, when the first vehicle determines to obtain the first parameter and determines that there is a risk of collision between the first vehicle and the second vehicle, the driving lane of the first vehicle can be changed by controlling the steering of the first vehicle to avoid collision. Since the present application mainly involves how to improve the continuity of switching between different driving assistance systems and how to increase the performance of autonomous driving, how to avoid collisions will not be described in detail here.

[0381] As a possible implementation, when the second vehicle is a vehicle behind the first vehicle, the first vehicle controls the first vehicle and the above vehicle based on the first parameter. Figure 3 The difference between the methods 1 to 8 shown in (b) is that when the first vehicle calculates the first parameter and determines that there is a collision risk between the first vehicle and the second vehicle, the first vehicle can accelerate to avoid the risk.

[0382] In the above method embodiment, the size of the sequence number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application. And it is possible that not all operations in the above method embodiment need to be executed.

[0383] It should be understood that in the above method embodiment, the first vehicle can execute part or all of the steps in the embodiment, and these steps or operations are only examples. The embodiment of the present application can also include executing other operations or variations of various operations.

[0384] It should also be understood that in the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between different embodiments may be consistent and may be referenced to each other, and the technical features in different embodiments may be combined to form new embodiments according to their inherent logical relationships.

[0385] Combined with the above Figure 3-Figure 12 The method for controlling a vehicle provided by the embodiment of the present application is described in detail. Figure 13-Figure 15 The device for controlling a vehicle provided in an embodiment of the present application is described in detail.

[0386] See also Fig.13 , Fig.13 1 is a structural block diagram of the device 1300 for controlling a vehicle provided by the present application. Fig.13 As shown, the device 1300 includes an acquisition unit 1310 and a processing unit 1320 .

[0387] An acquiring unit 1310 is configured to acquire first information of a moving object near the first vehicle;

[0388] A processing unit 1320 is configured to determine a first parameter based on the first information;

[0389] The processing unit 1320 is also used to terminate the activation state of a driving assistance system that is currently in an activated state among the at least one driving assistance system according to the first parameter, and to set the first vehicle to travel at a first vehicle speed outside the at least one vehicle speed range according to the first parameter.

[0390] Exemplarily, the acquiring unit 1310 is further configured to acquire the updated first information;

[0391] The processing unit 1320 is further configured to update the first parameter according to the updated first information;

[0392] The processing unit 1320 is further configured to set the first vehicle to travel at a second vehicle speed within the at least one vehicle speed range according to the updated first parameter;

[0393] The processing unit 1320 is further configured to activate a driving assistance system among the at least one driving assistance system according to the updated first parameter.

[0394] Exemplarily, the acquisition unit 1310 includes a receiving unit or a measuring unit;

[0395] The acquiring unit 1310 acquires the first information of the moving object near the first vehicle including:

[0396] The receiving unit is used to receive the first information from the moving object; or the measuring unit is used to measure and obtain the first information of the moving object.

[0397] Exemplarily, the processing unit 1320 terminates the activation state of a driving assistance system that is currently in an activated state among the at least one driving assistance system according to the first parameter, including:

[0398] The processing unit 1320 determines that the required driving speed range has no intersection with the vehicle speed range corresponding to the activation state of the driving assistance system in the activated state;

[0399] The processing unit 1320 terminates the activation state of the driving assistance system that is in the activated state.

[0400] Exemplarily, the processing unit 1320 sets the first vehicle to travel at a first speed outside the at least one speed range according to the first parameter, including: the processing unit 1320 sets the first vehicle to travel at a first speed within the required speed range.

[0401] Exemplarily, the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object, and the processing unit 1320 sets the first vehicle to travel at a second speed within the at least one speed range according to the updated first parameter, including:

[0402] The processing unit 1320 determines that the required driving speed range has an intersection with the at least one vehicle speed range;

[0403] The processing unit 1320 sets the second vehicle speed to be within the intersection of the required driving speed range and the at least one vehicle speed range.

[0404] Exemplarily, the processing unit 1320 activates one of the at least one driving assistance systems according to the updated first parameter, including:

[0405] The processing unit 1320 activates one of the at least one driving assistance system, and a vehicle speed range corresponding to an activation state of the one driving assistance system includes the second vehicle speed.

[0406] Exemplarily, the first vehicle is configured with at least one driving assistance system, and the activation state of the at least one driving assistance system corresponds to at least one vehicle speed range, including: the first vehicle is configured with a first driving assistance system and a second driving assistance system, the activation state of the first driving assistance system corresponds to a first vehicle speed range, the activation state of the second driving assistance system corresponds to a second vehicle speed range, and the first vehicle speed range and the second vehicle speed range have no intersection;

[0407] The processing unit 1320 terminates the activation state of a driving assistance system currently in the activated state among the at least one driving assistance system according to the first parameter, including:

[0408] The processing unit 1320 terminates the activation state of the first driving assistance system that is currently activated according to the first parameter;

[0409] The processing unit 1320 activates one of the at least one driving assistance system according to the updated first parameter, including:

[0410] The processing unit 1320 activates the first driving assistance system or the second driving assistance system according to the updated first parameter.

[0411] Device 1300 and Figure 3-Figure 12 Corresponding to the execution subject of the method embodiment shown, the device 1300 may be the first vehicle in the method embodiment, or the chip, circuit, component, system or functional module inside the first vehicle in the method embodiment may also be other devices in the Internet of Vehicles (such as a road test unit RSU or an application server). The corresponding units of the device 1300 are used to execute Figure 3-Figure 12 The corresponding steps in the method embodiment shown.

[0412] The acquisition unit 1310 in the device 1300 is used to execute the steps related to the acquisition of the first vehicle in the method embodiment. Figure 3 Step (a) of obtaining the first information in step S310a, executing Figure 3 Step S350a of obtaining the updated first information in (a), executing Figure 3 Step (b) of obtaining the first information S310b, executing Figure 3 Step S350b of obtaining the updated first information in (b) of the embodiment, executing Figure 5-Figure 12 The step of obtaining information of the second vehicle.

[0413] The processing unit 1320 in the device 1300 is used to execute the steps related to the processing corresponding to the first vehicle in the method embodiment. For example, executing Figure 3 In step (a), the first parameter is determined in step S320a, and the execution Figure 3 In (a), the first driving assistance system is terminated in step S330a, and the first driving assistance system is executed. Figure 3 In step (a), the first vehicle is set to travel at a first speed in step S330a, and the execution Figure 3 In step (a), the first parameter after updating is determined in step S360a, and the execution Figure 3 In step (a), the first vehicle is set to travel at the second vehicle speed in step S370a, and the execution Figure 3 Step (a) of reactivating the first driving assistance system S380a, executing Figure 3 In step (b) of determining the first parameter, step S320b, executing Figure 3 In step (b), the first driving assistance system is terminated in step S330b, and the execution Figure 3 In step (b) of setting the first vehicle to travel at the first speed S330b, executing Figure 3 In step (b) of determining the updated first parameter, step S360b is executed Figure 3 In step (b) of setting the first vehicle to travel at the second vehicle speed, step S370b is executed. Figure 3 Step (b) of activating the second driving assistance system S380b, executing Figure 4-Figure 8 Steps to calculate TTC, execution Figure 4-Figure 8 The steps of determining the difference between TTC and 0 and between TTC and the first threshold value, and executing Figure 3 Step (a) of reactivating the first driving assistance system S330a, executing Figure 3 Step (b) of controlling the first vehicle S330 b, executing Figure 4-Figure 8 The step of controlling the first vehicle.

[0414] Fig.13 One or more of the various units in the system may be implemented by software, hardware, firmware or a combination thereof. The software or firmware includes but is not limited to computer program instructions or codes, and may be executed by a hardware processor. The hardware includes but is not limited to various integrated circuits, such as a central processing unit (CPU), a digital signal processor (DSP), a field programmable gate array (FPGA) or an application specific integrated circuit (ASIC). The above units may exist independently or may be fully or partially integrated.

[0415] See also Fig.14 , Fig.141 is a block diagram of a first vehicle 1400 applicable to an embodiment of the present application. The first vehicle 1400 can be applied to Figure 1 In the system shown. For ease of explanation, Fig.14 Only the main components of the first vehicle are shown. Fig.14 As shown, the first vehicle 1400 includes a processor, a memory, a control circuit, an antenna, and an input-output device.

[0416] The memory stores computer program instructions, and the processor executes the computer program instructions to execute Figure 3-Figure 12 In the method for controlling a vehicle described in the illustrated method embodiment, an antenna and an input-output device may be used to obtain the first information, and a control circuit may be used to control a vehicle power device to enable the vehicle to travel at a speed set by a processor.

[0417] Those skilled in the art will appreciate that for ease of description, Fig.14 Only one memory and processor are shown. In the actual first vehicle, there may be multiple processors and memories. The memory may also be referred to as a storage medium or a storage device, etc., which is not limited in the embodiments of the present application.

[0418] Fig.15 1 is a schematic diagram of a first vehicle 1500 applicable to an embodiment of the present application. The first vehicle 1500 can be applied to Figure 1 In the system shown. For ease of explanation, Fig.15 Only the main components of the first vehicle are shown. Fig.15 As shown, the first vehicle 1500 includes a processor 1510 , a memory 1520 , and a sensor 1530 .

[0419] The memory 1520 stores computer program instructions, and the processor 1510 executes the computer program instructions to execute Figure 3-Figure 12 In the method for controlling a vehicle described in the method embodiment shown, the sensor 1530 can be used to obtain the first information. The present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a computer, the device for controlling a vehicle executes the above-mentioned Figure 3-Figure 12 The various steps in the method shown.

[0420] The present application also provides a computer program product comprising instructions, which, when executed on a computer, causes the vehicle control device to execute the following Figure 3-Figure 12 The various steps in the method shown.

[0421] The present application also provides a chip, including a processor. The processor is used to read and run a computer program stored in a memory to execute the corresponding operations and / or processes performed by the first vehicle in the method for controlling a vehicle provided in the present application. Optionally, the chip also includes a memory, which is connected to the processor through a circuit or wire, and the processor is used to read and execute the computer program in the memory. Further optionally, the chip also includes a communication interface, and the processor is connected to the communication interface. The communication interface is used to receive processed data and / or information, and the processor obtains the data and / or information from the communication interface and processes the data and / or information. The communication interface can be an input / output interface, an interface circuit, an output circuit, an input circuit, a pin or a related circuit on the chip. The processor can also be embodied as a processing circuit or a logic circuit.

[0422] The above chip can also be replaced by a chip system, which will not be described in detail here. The above processor includes but is not limited to various CPUs, DSPs, microcontrollers, microprocessors or artificial intelligence processors.

[0423] The terms "including" and "having" and any variations thereof in this application are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0424] In addition, the term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there may be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the objects associated before and after are in an "or" relationship; the term "at least one" in this application can mean "one" and "two or more". For example, at least one of A, B and C can represent seven situations: A exists alone, B exists alone, C exists alone, A and B exist at the same time, A and C exist at the same time, C and B exist at the same time, and A, B and C exist at the same time.

[0425] Those skilled in the art can clearly understand that the descriptions of the various embodiments provided in the present application can refer to each other. For the convenience and conciseness of the description, for example, the functions of the various devices and equipment provided in the embodiments of the present application and the execution steps can refer to the relevant description of the method embodiments of the present application, and the various method embodiments and the various device embodiments can also refer to each other.

[0426] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes all or part of the steps of the above-mentioned method embodiments; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0427] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk SolidStateDisk (SSD)), etc.

[0428] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways without exceeding the scope of the present application. For example, the embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. A person of ordinary skill in the art can understand and implement it without paying creative labor.

[0429] In addition, the described systems, devices and methods and schematic diagrams of different embodiments may be combined or integrated with other systems, modules, technologies or methods without exceeding the scope of the present application. Another point is that the coupling or direct coupling or communication connection between each other shown or discussed may be an indirect coupling or communication connection through some interface, device or unit, which may be electronic, mechanical or other forms.

[0430] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that: Applied to a first vehicle, the first vehicle is equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when in an activated state, the method includes: Acquire first information of a moving object near the first vehicle; determining a first parameter according to the first information, the first parameter including a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object; terminating an activation state of a driving assistance system that is currently activated among the at least one driving assistance system according to the first parameter; Setting the first vehicle to travel at a first vehicle speed outside the at least one vehicle speed range according to the first parameter; Terminating the activation state of a driving assistance system currently in an activated state among the at least one driving assistance system according to the first parameter comprises: Determining that the required driving speed range has no intersection with the vehicle speed range applied by the activated driving assistance system; The activation state of the one driving assistance system in the activated state is terminated.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining the updated first information; updating the first parameter according to the updated first information; Setting the first vehicle to travel at a second vehicle speed within the at least one vehicle speed range according to the updated first parameter; One of the at least one driving assistance system is activated according to the updated first parameter.

3. The method according to claim 1, characterized in that The moving object includes a second vehicle, and the first information includes at least one of a position, a speed, a size, or a vehicle type of the second vehicle.

4. The method according to any one of claims 1 to 3, characterized in that The acquiring first information of a moving object near the first vehicle comprises: receiving the first information from the mobile object through a receiving unit; Alternatively, the first information of the moving object is obtained by measuring with a sensor.

5. The method according to claim 4, characterized in that The first vehicle speed is within the required driving speed range.

6. The method according to claim 2, characterized in that The first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object, and the second vehicle speed is within the driving speed range that should be had.

7. The method according to claim 2, characterized in that The activating one of the at least one driving assistance systems according to the updated first parameter comprises: One of the at least one driving assistance system is activated, and a vehicle speed range applied when the one driving assistance system is in an activated state includes the second vehicle speed.

8. The method according to claim 2, 6 or 7, characterized in that: The first vehicle is equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when it is activated, including: The first vehicle is equipped with a first driving assistance system and a second driving assistance system, the first driving assistance system is applied to a first vehicle speed range when it is activated, the second driving assistance system is applied to a second vehicle speed range when it is activated, and the first vehicle speed range and the second vehicle speed range have no intersection; Terminating the activation state of a driving assistance system currently in an activated state among the at least one driving assistance system according to the first parameter comprises: terminating an activation state of a first driving assistance system that is currently activated according to the first parameter; The activating one of the at least one driving assistance systems according to the updated first parameter comprises: The first driving assistance system or the second driving assistance system is activated according to the updated first parameter.

9. A device for controlling a vehicle, characterized in that: Applied to a first vehicle, the first vehicle is equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when in an activated state, the device comprises: an acquiring unit, configured to acquire first information of a moving object near the first vehicle; a processing unit, configured to determine a first parameter based on the first information, wherein the first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object; The processing unit is further configured to terminate the activation state of a driving assistance system currently in an activated state among the at least one driving assistance system according to the first parameter; The processing unit is further configured to set the first vehicle to travel at a first vehicle speed outside the at least one vehicle speed range according to the first parameter; The processing unit terminating the activation state of a driving assistance system currently in an activated state among the at least one driving assistance system according to the first parameter comprises: The processing unit determines that the required driving speed range has no intersection with the vehicle speed range corresponding to the activation state of the one driving assistance system in the activated state; The processing unit terminates the activation state of the one driving assistance system that is in the activated state.

10. The device according to claim 9, characterized in that The acquisition unit is further used to acquire the updated first information; The processing unit is further configured to update the first parameter according to the updated first information; The processing unit is further used for setting the first vehicle to travel at a second vehicle speed within the at least one vehicle speed range according to the updated first parameter; The processing unit is further configured to activate one of the at least one driving assistance systems according to the updated first parameter.

11. The device according to claim 9, characterized in that The moving object includes a second vehicle, and the first information includes at least one of a position, a speed, a size, or a vehicle type of the second vehicle.

12. The device according to any one of claims 9 to 11, characterized in that The acquisition unit includes a receiving unit or a measuring unit; The receiving unit is used to receive the first information from the moving object; The measuring unit is used to measure and obtain the first information of the moving object.

13. The device according to claim 12, characterized in that The first vehicle speed is within the required driving speed range.

14. The device according to claim 10, characterized in that The first parameter includes a driving speed range that the first vehicle should have when there is no risk of collision between the first vehicle and the moving object, and the second vehicle speed is within the driving speed range that should be had.

15. The device according to claim 10, characterized in that The processing unit activating one of the at least one driving assistance system according to the updated first parameter includes: The processing unit activates one of the at least one driving assistance system, and a vehicle speed range corresponding to an activation state of the one driving assistance system includes the second vehicle speed.

16. The device according to claim 10, 14 or 15, characterized in that The first vehicle is equipped with at least one driving assistance system, and the at least one driving assistance system is applied to at least one vehicle speed range when it is activated, including: The first vehicle is equipped with a first driving assistance system and a second driving assistance system, the first driving assistance system is applied to a first vehicle speed range when it is activated, the second driving assistance system is applied to a second vehicle speed range when it is activated, and the first vehicle speed range and the second vehicle speed range have no intersection; The processing unit terminating the activation state of a driving assistance system currently in an activated state among the at least one driving assistance system according to the first parameter comprises: The processing unit terminates the activation state of a first driving assistance system that is currently activated according to the first parameter; The processing unit activating one of the at least one driving assistance system according to the updated first parameter includes: The processing unit activates the first driving assistance system or the second driving assistance system according to the updated first parameter.

17. A device for controlling a vehicle, characterized in that: The method comprises a memory and a processor, wherein the memory stores computer program instructions, and the processor runs the computer program instructions to perform the method according to any one of claims 1 to 8.

18. The device according to claim 17, characterized in that The device further includes at least one of a receiver or a sensor, wherein the receiver is used to receive the first information from the moving object, and the sensor is used to measure and obtain the first information of the moving object.

19. A device for controlling a vehicle, characterized in that: include: processor and interface circuits; The processor is coupled to the memory via the interface circuit, and the processor is used to execute the program code in the memory to implement the method as claimed in any one of claims 1 to 8.

20. A computer-readable storage medium, characterized in that: The method comprises computer instructions, which, when executed by a processor, cause a device for controlling a vehicle to perform the method according to any one of claims 1 to 8.

21. A computer program product, characterized in that When the computer program product is executed on a processor, a device for controlling a vehicle is caused to execute the method according to any one of claims 1 to 8.

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