Remote vehicle control methods, vehicles, systems, equipment, and computer storage media

Abstract

This application discloses a remote vehicle control method, vehicle, system, device, and computer storage medium. The remote vehicle control method is applied to a first vehicle, which includes a first operating mechanism and a first actuator. The method includes: acquiring an operating instruction, which is generated in response to input to the first operating mechanism; controlling the first actuator according to the operating instruction when the first vehicle is in a first driving mode; and sending the operating instruction to a second vehicle when the first vehicle is in a second driving mode. When the first vehicle is in the second driving mode, the first actuator does not respond to the operating instruction. This application effectively reduces hardware configuration costs; simultaneously, in vehicle platooning applications, it effectively improves the efficiency of handling situations where a second vehicle leaves the platoon.

Description

Technical Field

[0001] This application belongs to the field of vehicle driving technology, and in particular relates to a remote vehicle control method, vehicle, system, device and computer storage medium. Background Technology

[0002] With the development of vehicle driving technology, autonomous vehicles have gradually appeared in people's lives. Currently, some autonomous vehicles can be used for cooperative platooning, where multiple vehicles form a fleet, with the autonomous vehicle acting as a follower and lead vehicle. However, during operation, autonomous vehicles may detach from the platoon due to complex road conditions or other reasons. In existing technologies, handling such unexpected situations often requires a separate remote simulator to take over control of the detached vehicle, resulting in high hardware costs for remote vehicle control. Summary of the Invention

[0003] This application provides a remote vehicle control method, vehicle, system, device, and computer storage medium, which can solve the problem that the existing technology requires the use of a separate remote simulator cockpit, resulting in high hardware configuration costs for remote vehicle control.

[0004] On one hand, embodiments of this application provide a remote vehicle control method applied to a first vehicle, the first vehicle including a first operating mechanism and a first actuator; the method includes:

[0005] Obtain an operation instruction, which is generated in response to an input to the first operating mechanism;

[0006] When the first vehicle is in the first driving mode, the first actuator is controlled according to the operation command;

[0007] When the first vehicle is in the second driving mode, the operation command is sent to the second vehicle; wherein, when the first vehicle is in the second driving mode, the first actuator does not respond to the operation command, and the operation command is used to control the second actuator included in the second vehicle.

[0008] On the other hand, embodiments of this application provide a first vehicle, including a first operating mechanism, a first actuator, and a first controller, wherein the first controller includes:

[0009] The first acquisition module is used to acquire operation instructions, which are generated in response to input to the first operating mechanism;

[0010] The control module is used to control the first actuator according to the operation command when the first vehicle is in a first driving mode; the control module is also used to control the first actuator not to respond to the operation command when the first vehicle is in a second driving mode.

[0011] The sending module is used to send the operation command to the second vehicle when the first vehicle is in the second driving mode; and the operation command is used to control the second actuator included in the second vehicle.

[0012] In another aspect, embodiments of this application provide a remote vehicle control system, including a first vehicle and a second vehicle; the first vehicle includes a first operating mechanism, a first actuator, a first HMI, a first OBU, and a first controller, and the second vehicle includes a second operating mechanism, a second actuator, a second OBU, and a second controller;

[0013] Both the first HMI and the first OBU are connected to the first controller, and the second OBU is connected to the second controller; the first OBU and the second OBU are communicatively connected.

[0014] The first HMI is used to receive driving selection input;

[0015] The first controller is configured to set the first vehicle to a first driving mode or a second driving mode based on the driving selection input; the first controller is also configured to control the first actuator according to the operation command when the first vehicle is in the first driving mode; the control module is also configured to control the first actuator not to respond to the operation command when the first vehicle is in the second driving mode; the operation command is generated in response to the input to the first actuator;

[0016] The first OBU is used to send the operation command to the second OBU when the first vehicle is in the second driving mode;

[0017] The second controller is used to control the second actuator according to the operation instructions received by the second OBU when it is determined that the first vehicle is in the second driving mode.

[0018] In another aspect, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions;

[0019] The processor implements the aforementioned remote vehicle control method when executing the computer program instructions.

[0020] In another aspect, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the aforementioned remote vehicle control method.

[0021] The remote vehicle control method, vehicle, system, device, and computer storage medium of this application embodiment can generate operation commands in response to input to a first operating mechanism on a first vehicle. When the first vehicle is in a first driving mode, it controls its own first actuator according to the operation commands. When the first vehicle is in a second driving mode, the first actuator does not respond to the operation commands and sends the operation commands to the second vehicle, thereby facilitating remote driving of the second vehicle. This application embodiment can achieve remote vehicle control of the second vehicle from the first vehicle without adding an additional independent remote simulation cockpit, thus effectively reducing hardware configuration costs. Simultaneously, in vehicle platooning applications, it can effectively improve the efficiency of handling situations where the second vehicle leaves the platoon. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the connection topology between the first vehicle and the second vehicle in an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of the structure of the first vehicle in the embodiments of this application;

[0025] Figure 3 This is a flowchart illustrating the remote vehicle control method provided in an embodiment of this application;

[0026] Figure 4 This is a schematic diagram illustrating the principle of determining whether a following vehicle deviates from its normal driving trajectory in an embodiment of this application.

[0027] Figure 5 This is a schematic diagram illustrating the principle of determining the target width range in an embodiment of this application;

[0028] Figure 6 This is a flowchart illustrating the judgment and handling of a following vehicle leaving the convoy in a specific application example of an embodiment of this application.

[0029] Figure 7 This is a logic diagram of a specific application example of the remote vehicle control method provided in this application embodiment;

[0030] Figure 8 This is a schematic diagram of the structure of the first vehicle provided in an embodiment of this application;

[0031] Figure 9 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0032] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0033] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0034] To address the problems of the prior art, embodiments of this application provide a remote vehicle control method, vehicle, device, and computer storage medium.

[0035] The remote vehicle control method provided in this application embodiment can be applied to a first vehicle, combined with Figure 1 The following describes some optional structures and application scenarios for the first vehicle.

[0036] like Figure 1 As shown, the first vehicle 10 can be the lead vehicle in a cooperative formation, and in a cooperative formation, there can also be at least one second vehicle 20, which can be considered as a follower vehicle.

[0037] The first vehicle 10 and the second vehicle 20 can communicate with each other through a communication unit. Specifically, this communication can be achieved through network communication technologies such as 4G and 5G, vehicle-to-vehicle (V2V) communication technology, or through a roadside unit (RSU), etc., without further limitation. Based on the communication unit, the first vehicle 10 and the second vehicle 20 can transmit data, such as vehicle location, control commands, vehicle status, or real-time video data. This data can be transmitted unidirectionally or bidirectionally, depending on actual needs.

[0038] Specifically, the first vehicle 10 may include a first operating mechanism, a first actuator, and a controller. The first operating mechanism may be a structure that can be directly operated by the user during driving, such as a steering wheel, brake pedal, accelerator pedal, or gear shift lever. Correspondingly, the first actuator may be a steering actuator, brake, accelerator, or gear shift lever, etc.

[0039] The first operating mechanism and the first actuator can be connected by a controller. It is easy to understand that a controller can be considered as a general term for structures that can be used for signal processing. For example, a controller can be a central processing unit (CPU), an electronic control unit (ECU), or a microcontroller unit (MCU), etc.; the controller can be an integral structure or a distributed structure.

[0040] Typically, the controller in the first vehicle 10 has a distributed structure. For example, the controller may include an electronic control unit 11 (i.e., an ECU), and the first operating mechanism and the first actuator may be primarily connected through the ECU. Further, as... Figure 2 As shown, the controller may also include an onboard computing unit 12; correspondingly, the first vehicle 10 may also include a human-machine interface 13 (HMI) and an onboard unit 14 (OBU), and the HMI, OBU and ECU can all be connected to the onboard computing unit 12.

[0041] Taking the first operating mechanism, which includes the electronic power steering system, the electronic accelerator pedal, and the electronic brake pedal, as an example, these first operating mechanisms can be used to receive user input and generate corresponding signals. For ease of distinction, these signals can be referred to as operating commands below. In other words, they can be described as the input of the ECU to the electronic power steering system, the brake drive input, and the accelerator drive input.

[0042] The on-board computing unit 12 is connected to the ECU, and the two can exchange information. Of course, the on-board computing unit 12 can also be connected to the HMI and the OBU. Depending on the application scenario, the ECU can send the operation commands of the electronic power steering, electronic accelerator pedal and electronic brake pedal to the on-board computing unit 12. The on-board computing unit 12 can send the operation commands to the HMI display, or it can send the operation commands to the OBU. The OBU can send the operation commands to the second vehicle 20 through the V2V communication protocol.

[0043] Of course, the above are just examples of some applications of the ECU, vehicle computing unit 12, HMI and OBU. In actual applications, the functions of the above components can be set according to actual needs. For example, the ECU can also receive signals generated in response to inputs from the first operating mechanism such as the wiper lever and turn signal lever; the HMI can also display video from the second vehicle 20; the OBU can also communicate with the RSU to send relevant information of the first vehicle 10, etc., which will not be listed here.

[0044] In addition, the aforementioned on-board computing unit 12 can also connect to some sensors required for vehicle platooning, such as inertial navigation sensors, cameras, or radar, etc.

[0045] See you again Figure 1 The second vehicle 20 can have a similar structure to the first vehicle 10. For example, the second vehicle 20 can also include components such as OBU, HMI, ECU on-board computing unit 12, and sensors, which will not be repeated here. In the following embodiments, the first vehicle 10 will be used as an example for description. Unless otherwise specified, the various components mentioned can be considered as components in the first vehicle 10.

[0046] Furthermore, corresponding driving modes can be implemented for the first vehicle 10 and the second vehicle 20. For example, the first vehicle 10 can implement a manual driving mode or an automatic driving mode, while the second vehicle 20 can implement an automatic driving mode. These driving modes can be implemented using existing technologies. Of course, in this embodiment, the first vehicle 10 can also implement a remote driving mode, the specific implementation of which will be described in detail in the following embodiments.

[0047] Based on the above description of the first vehicle 10 and the second vehicle 20, the remote vehicle control method provided in the embodiments of this application will be introduced below.

[0048] Figure 3 A flowchart illustrating a remote vehicle control method according to an embodiment of this application is shown. This remote vehicle control method can be applied to a first vehicle, which includes a first operating mechanism and a first actuator, such as... Figure 3 As shown, the remote vehicle control method may include:

[0049] Step 301: Obtain an operation instruction, wherein the operation instruction is generated in response to input to the first operating mechanism;

[0050] Step 302: When the first vehicle is in the first driving mode, control the first actuator according to the operation command;

[0051] Step 303: When the first vehicle is in the second driving mode, the operation command is sent to the second vehicle; wherein, when the first vehicle is in the second driving mode, the first actuator does not respond to the operation command, and the operation command is used to control the second actuator included in the second vehicle.

[0052] As mentioned above, the first operating mechanism can be a structure that the user can directly operate, such as a steering wheel, brake pedal, or accelerator pedal. The input to the first operating mechanism refers to the actions performed on these mechanisms. It is easy to understand that when a user inputs to the first operating mechanism, it typically triggers the associated sensors and other electronic components to generate corresponding operating commands, such as commands to control vehicle steering, acceleration, or braking.

[0053] In this embodiment, these operation commands can be processed differently depending on the driving mode of the first vehicle. The driving mode can be manual driving mode, automatic driving mode, or remote driving mode, etc. It is easy to understand that manual driving mode means the driver directly controls the first vehicle, while automatic driving mode means the first vehicle drives automatically based on the vehicle controller and various sensors. Remote driving mode, to a certain extent, can be considered as the first vehicle enabling remote control of a simulated control cabin, i.e., allowing remote vehicle control of the second vehicle.

[0054] For example, the first driving mode mentioned above can be a manual driving mode, while the second driving mode can be a remote driving mode.

[0055] In the first driving mode, operating commands can be used to control the first actuator, such as a steering actuator, brake, or accelerator. Based on the operating commands, the steering actuator can be controlled to steer, or the brake opening can be changed, or the accelerator opening can be changed, thereby controlling the movement of the first vehicle. In other words, in the first driving mode, the user can perform normal driving of the first vehicle itself.

[0056] In the second driving mode, the communication connection between the first operating mechanism and the first actuator is in a specific state. In this state, operating commands do not cause the first actuator to perform corresponding actions. Simultaneously, in the second driving mode, the aforementioned operating commands can be sent to the second vehicle for remote driving. In practical applications, the second vehicle can control its own second actuator to perform actions based on these operating commands. In other words, at this time, the user's input to the first operating mechanism in the first vehicle can ultimately be applied to the second actuator of the second vehicle.

[0057] Based on the aforementioned structure of the first vehicle, the controller may include an ECU and an onboard computing unit. In the second driving mode, the ECU can cut off the signal output from the electronic power steering, electronic accelerator pedal, and electronic brake pedal to the vehicle's underlying first actuator. Therefore, the first actuator of the first vehicle may not respond to user input to the steering wheel, accelerator pedal, and brake pedal. Simultaneously, after receiving the aforementioned operation commands, the ECU can forward them to the onboard computing unit for analysis. The analyzed data can then be sent to the second vehicle via the communication unit.

[0058] Of course, the above are just some examples of how to process the operating commands generated in the first vehicle in the second driving mode. The specific structure of the controller or the choice of communication method can be set according to actual needs, and will not be listed here.

[0059] Furthermore, in practical applications, the determination of the first driving mode and the second driving mode can be based on user input or on default settings. For example, after vehicle platooning is completed, the first vehicle can default to the first driving mode. Additionally, in some possible implementations, the first driving mode can also be an autonomous driving mode, allowing the driver to manually intervene in vehicle operation by manipulating the aforementioned first control mechanism under certain special circumstances.

[0060] In the context of vehicle platooning, the first vehicle can act as the lead vehicle, and the second vehicle can act as the follower vehicle. When the second vehicle is driving normally, the driver of the first vehicle can perform regular driving. However, when the second vehicle leaves the platoon, the driver of the first vehicle can remotely drive the second vehicle by inputting into the first vehicle's control mechanism. In this way, on the one hand, the driver of the first vehicle is familiar with its own location and the route already traveled, and can efficiently drive the second vehicle back into the platoon based on remote driving. On the other hand, compared with the existing technology of configuring a remote simulation cockpit on the server side, the time cost of communication between the driver and the server side can be eliminated, further improving the efficiency of handling situations where the second vehicle leaves the platoon.

[0061] The remote vehicle control method provided in this application is applied to a first vehicle. It can generate operation commands in response to input from a first operating mechanism on the first vehicle. When the first vehicle is in a first driving mode, it controls its own first actuator according to the operation commands. When the first vehicle is in a second driving mode, the first actuator does not respond to the operation commands and instead sends the commands to a second vehicle, thereby facilitating remote driving of the second vehicle. This application embodiment enables remote vehicle control of the second vehicle from the first vehicle without adding an additional independent remote driving simulator, effectively reducing hardware configuration costs. Simultaneously, in vehicle platooning applications, it can effectively improve the efficiency of handling situations where the second vehicle leaves the platoon.

[0062] Optionally, to facilitate the switching of the first vehicle between the first driving mode and the second driving mode, in this embodiment, before obtaining the operation command in step 301 above, the remote vehicle control method further includes:

[0063] Receive driving mode selection input;

[0064] When the driving mode selection input indicator is set to select the first driving mode, the first vehicle is set to the first driving mode;

[0065] When the driving mode selection input indicates that the second driving mode is selected, the vehicle status is obtained, and when the vehicle status meets the target conditions, the first vehicle is set to the second driving mode.

[0066] Based on the description of the first vehicle in the above embodiments, the first vehicle may include an HMI (Hybrid Management Interface), which can display controls for switching vehicle driving modes. Users can switch the driving modes of the first vehicle by operating these controls. Of course, in some practical applications, the above controls can be replaced with physical buttons or knobs, etc., and this is not limited here. For simplicity, the following description will mainly focus on user input on the HMI.

[0067] Specifically, the user's operation of the above controls can be considered as inputting the driving mode selection; when the driving mode selection input indicates that the first driving mode is selected, the first vehicle can be set to the first driving mode.

[0068] Since the first vehicle's first operating mechanism is used when remotely controlling the second vehicle through the first vehicle, and the first actuators such as the accelerator and brake of the first vehicle may not be controllable during remote vehicle control, in order to ensure the safety of the first vehicle, when the driving mode selection input indicates that the first driving mode is selected, it is also necessary to further obtain the vehicle status of the first vehicle. When the vehicle status meets the target conditions, the first vehicle is set to the second driving mode.

[0069] In specific application scenarios, the target condition mentioned above can be that the first vehicle is in a parked and stationary state. Of course, the target condition can also be further set according to safety needs, such as the handbrake being effectively engaged.

[0070] In an optional implementation, the target condition may further include the triggering of the brake pedal of the first vehicle. Here, "triggering" primarily refers to the process of the brake pedal of the first vehicle being depressed. For example, upon receiving a driving mode selection input indicating the selection of a first driving mode, it can be determined whether the first vehicle is in park and whether the handbrake is effectively engaged. If these conditions are met, the driving mode can be switched to a remote master driving mode waiting state, which is the second driving mode waiting state. In the remote driving mode waiting state, if it is further detected that the brake pedal of the first vehicle is depressed, the system switches to a remote master driving mode activation state, i.e., enters the second driving mode.

[0071] From the perspective of the second vehicle, after the first vehicle receives the instruction to select the first driving mode, it can send a remote controlled driving mode waiting command to the second vehicle. The second vehicle enters the remote controlled driving mode waiting state according to the remote controlled driving mode waiting command. When the brake pedal of the first vehicle is pressed, a remote controlled driving mode activation command is generated and sent to the second vehicle. The second vehicle enters the remote controlled driving mode according to the remote controlled driving mode activation command, and can subsequently control its own second actuator to perform actions according to the operation commands sent by the first vehicle.

[0072] Based on the vehicle platooning application scenarios described above, when the brake pedal of the first vehicle is pressed, a braking command is sent to the remotely controlled second vehicle. This braking command can serve as an activation command for the remote controlled driving mode, activating the remote controlled driving mode of the second vehicle. Alternatively, other methods can be used: for example, adding a physical button to the first vehicle to activate remote driving, or adding a remote driving activation button to the HMI. However, sending a braking command to the second vehicle simultaneously with remote driving activation helps ensure that the second vehicle comes to a complete stop, thereby effectively improving the driving safety of the second vehicle.

[0073] In one application example, when the vehicles in a platoon are driving normally, the first vehicle can be in the first driving mode, allowing the driver to drive only the first vehicle, while the second vehicle can be in autonomous driving mode following the first vehicle. When a second vehicle leaves the normal following range of the platoon, the driver can first park the first vehicle in a safe location, shift the gear to P, engage the handbrake, and then select to switch to the second driving mode on the HMI. At this time, the vehicle will enter the second driving mode waiting state. When the driver presses the brake pedal, the vehicle will enter the second driving mode, at which point the second vehicle can be remotely driven back to the normal following range.

[0074] It is easy to understand that visual sensing devices such as cameras can be installed in the second vehicle, which can transmit the driving environment of the second vehicle to the first vehicle in real time via video stream. The first vehicle can then play the video stream on the HMI. In this way, when the driver of the first vehicle remotely drives the second vehicle, he can obtain real-time information about the driving environment of the second vehicle, such as roads, obstacles, and traffic signs, thereby enabling safe driving of the second vehicle.

[0075] Of course, in some feasible implementations, the aforementioned video stream can also be acquired via a mobile terminal. For simplicity, this application will primarily use HMI-based display as an example for illustration.

[0076] In vehicle platooning applications, the driving distance between the first and second vehicles is typically controlled within a certain range. If the second vehicle deviates from the normal following distance and is detected promptly, the distance between the first and second vehicles can also be kept within a manageable range. Based on this, the first vehicle can communicate with the second vehicle via V2V communication technology, and the aforementioned operation commands and video streams can be transmitted through V2V communication.

[0077] Compared to traditional 4G or 5G network communication technologies, V2V communication technology can fully meet the requirements of remote driving within a certain range. Therefore, remote driving in platooning autonomous driving systems can be used in any situation with poor network signal. For example, in some outdoor scenarios without good 4G or 5G network technology, remote vehicle driving can still be achieved, thereby effectively improving the reliability of remote vehicle control.

[0078] In addition, as shown above, both the first and second vehicles can be equipped with OBUs. In practical applications, V2V communication between the first and second vehicles can be achieved through OBUs.

[0079] In vehicle platooning applications, the concept of a normal following range is mentioned. The normal following range can be the target driving area of ​​the second vehicle. When the second vehicle leaves this target driving area, it can be considered that the second vehicle has left the vehicle platoon. Specifically, in one embodiment, after setting the first vehicle to the first driving mode, the remote vehicle control method further includes:

[0080] Obtain the first driving trajectory of the first vehicle;

[0081] Based on the first driving trajectory, the target driving area is determined;

[0082] The system receives first location information sent by the second vehicle, and generates a target signal if the first location information does not match the target driving area.

[0083] It is easy to understand that the first vehicle can record its own location information in real time during the driving process. Based on this location information, the first vehicle's first driving trajectory can be obtained. Of course, in some feasible implementations, the first vehicle's driving trajectory can be pre-planned. Based on the first vehicle's current position and the pre-planned driving trajectory, the aforementioned first driving trajectory can also be obtained.

[0084] Based on the first driving trajectory, the target driving area can be determined. For example, the target driving area can be a location on the first driving trajectory that is within a preset distance range from the current position of the first vehicle. Of course, considering road factors such as road width, ramps, main roads and auxiliary roads, the target area can also have a certain width to prevent the second vehicle from driving in the wrong direction or entering the wrong driving road.

[0085] Generally, the target driving area changes as the position of the first vehicle changes. The first vehicle can receive the first location information sent by the second vehicle in real time and determine whether the second vehicle is within the target driving area based on the first location information. When the second vehicle is not within the target driving area, that is, when the first location information does not match the target driving area, a target signal is generated.

[0086] See Figure 4 , Figure 4 This diagram illustrates the principle of determining whether the second vehicle, or the following vehicle, deviates from its normal driving trajectory. The lead vehicle can be considered the first vehicle. The area between the solid lines on the left and right sides of the diagram can be considered the driving road, the dashed lines can be considered the lead vehicle's driving trajectory, and the shaded area can be considered the target driving area, which can be determined based on the lead vehicle's driving trajectory. Figure 4 In the diagram, following vehicle 1 is located within the target driving area and can be considered to be in a normal following state, while following vehicle 2 is located outside the target driving area and can be considered to have deviated from the normal driving trajectory or broken away from the vehicle formation.

[0087] The target signal can be an alarm signal, used to control the alarm device to issue an audible and visual warning to alert the second vehicle that it has deviated from its normal driving trajectory; in some feasible implementations, the target signal can also be an emergency stop command, which can be sent to the second vehicle to control it to stop urgently.

[0088] For example, in a practical application scenario, after receiving an audible and visual alarm, the driver of the first vehicle can send an emergency stop command to the second vehicle by inputting information in the HMI. Upon receiving the emergency stop command, the second vehicle activates the active safety system, controls the vehicle to stop urgently, engages the parking brake, and switches the platooning automatic driving system activation state to a waiting state. In other words, the second vehicle exits the automatic driving mode and no longer outputs automatic driving commands.

[0089] Alternatively, if the driver of the first vehicle fails to respond to the audible and visual alarm in a timely manner, the first vehicle can automatically send an emergency stop command to the second vehicle, which has deviated from the convoy's driving path, after a preset time. Similarly, after receiving the emergency stop command, the second vehicle can also perform emergency stop operations, and the specific implementation method is similar to the previous example, so it will not be repeated here.

[0090] Of course, the determination of whether the first location information matches the target driving area can also be performed by the second vehicle. Specifically, the first vehicle can send the real-time target driving area to the second vehicle for storage. The second vehicle can then determine whether it is within the target driving area based on its own location information and the stored target driving area. If it is not within the target driving area, it indicates that the second vehicle may have deviated from its normal driving trajectory and can send an alarm signal to the first vehicle, which can then issue an alarm. Furthermore, it is easy to understand that at some intersections such as ramps, although the second vehicle's own location information indicates that it is within the target driving area, its heading angle may not be accurate enough. In this case, the second vehicle has a high probability of driving onto the wrong road, i.e., deviating from its normal driving trajectory. In other words, in practical applications, the aforementioned first location information can include the second vehicle's location information, and can also further include the second vehicle's heading angle information.

[0091] Optionally, when the second vehicle sends an alarm signal to the first vehicle, it may carry the identity information of the second vehicle; after receiving the alarm signal carrying the identity information, the first vehicle may display in the HMI which specific second vehicle has deviated from the normal driving trajectory.

[0092] As can be seen from the above explanation, by determining the target driving area and comparing the first location information of the second vehicle with the target driving area, it is possible to promptly detect situations where the second vehicle deviates from its normal driving trajectory, thereby helping users to deal with such situations as quickly as possible.

[0093] In one example, determining the target driving area based on the first driving trajectory includes:

[0094] Based on the preset following parameters and the first driving trajectory, Q location information is determined, wherein each location information is associated with heading information, and Q is an integer greater than 1;

[0095] Based on the heading information associated with each of the aforementioned location information, the target width range corresponding to each of the aforementioned location information is determined respectively;

[0096] Based on the Q location information, and based on the target width range corresponding to each location information, the target driving area is determined.

[0097] The following example illustrates the process of determining the target driving area:

[0098] The vehicle's computing unit can record its own location and heading information in real time when it is in the navigator role (i.e., when the convoy is successfully created), and obtain the historical trajectory information of the vehicle based on the location and heading information.

[0099] In the coordinate system used for vehicle positioning (generally the global station-centered coordinate system (ENU coordinate system)), based on the heading angle information θ and the left and right extension trajectory information within a certain range M (e.g., an empirical value of 2 meters), the lateral position data of the first vehicle's historical driving area is obtained; the calculation method and schematic diagram for the left and right extension can be found in [reference needed]. Figure 5 In this system, XOY represents the ENU coordinate system, P1(x,y) is the trajectory point of the first vehicle, and P2(x2,y2) and P3 are data points obtained by translating P1 by left and right distances M, respectively, based on the heading angle of P1. The coordinates of P2 are x2 = xM·cosθ and y2 = yM·sinθ; the coordinates of P3 can be obtained using a similar calculation method. The lateral position information of the data point set for the first vehicle's driving area is obtained using the above method.

[0100] Based on the position of the second vehicle in the platoon (according to the vehicle's platoon number, generally arranged in sequence), calculate the longitudinal position L of the driving area that the second vehicle should be in under normal platooning autonomous driving conditions; L is calculated as L = D·(N+P)+E. Where D is the fixed following distance defined by the platoon; N is the maximum position number of the vehicle in the platoon, such as... Figure 4 The second vehicle in the system consists of two vehicles, with N set to 2; P represents the maximum allowable position error when driving in formation, such as 10% according to industry standards under cruise following conditions; E represents the redundant distance error reserved due to system delay or vehicle performance, calculated by considering the following vehicle speed V, the maximum system delay time T (such as a general empirical value of 0.2s), and the redundancy value E1 (such as an empirical value of 2m), E = V·T + E1;

[0101] Based on M and L, the driving trajectory area data U of the vehicle's history is obtained, where U is a set of data points. M corresponds to the target width range mentioned above, L determines the Q location information points, and U corresponds to the target driving area.

[0102] Furthermore, based on the positioning and heading information of the second vehicle, it can be determined whether the second vehicle is within the target driving area. Determining whether the second vehicle is within the target driving area can be achieved using existing methods, which will not be elaborated upon here.

[0103] like Figure 6 As shown, the process of judging and handling a following vehicle leaving the convoy is explained using a specific application example. In this specific application example, the first vehicle can be considered the lead vehicle, and the second vehicle can be considered the following vehicle. The process of judging and handling a following vehicle leaving the convoy specifically includes the following steps:

[0104] Step 601: The vehicle calculation unit of the lead vehicle saves the data point set of the required lead vehicle driving trajectory based on its own vehicle positioning information and the number of vehicles following in the fleet.

[0105] Step 602: Based on the position information and heading angle information of the data point set of the lead vehicle's driving trajectory, the lead vehicle moves a certain distance to the left or right to obtain the historical driving area of ​​the lead vehicle.

[0106] Step 603: Determine whether the following vehicle is within a specific historical driving area based on its position information and heading angle information; if not, proceed to step 604; if yes, return to step 601.

[0107] The specific historical driving area mentioned here can correspond to the target driving area in the above embodiments; whether the following vehicle is in the above specific historical driving area can be determined by the following vehicle or by the lead vehicle based on the position information and heading angle information sent by the following vehicle.

[0108] Step 604: Send a message to the following vehicle to leave the platoon; the lead vehicle HMI will notify the driver that a vehicle has left the platoon.

[0109] It is easy to understand that when step 603 is performed in the following vehicle, the following vehicle can send the following vehicle leaving the formation message to the leading vehicle; when step 603 is performed in the leading vehicle, the following vehicle leaving the formation message can be sent by the vehicle computing unit to the HMI.

[0110] Optionally, after setting the first vehicle to the second driving mode, the method further includes:

[0111] Obtain the speed setting parameters and send the speed setting parameters to the second vehicle;

[0112] The step of sending the operation command to the second vehicle when the first vehicle is in the second driving mode includes:

[0113] The steering wheel operation commands included in the operation instructions are sent to the second vehicle.

[0114] In this embodiment, the adaptive cruise control (ACC) function of the second vehicle can be considered as replacing the remote control of the second vehicle's brakes and accelerator by the first vehicle.

[0115] In a practical application scenario, when remotely driving, the required vehicle speed is generally not high. Under conditions where the second vehicle meets autonomous driving requirements, the cruise speed can be set via the HMI of the first vehicle, corresponding to the speed setting parameters mentioned above. This cruise speed is then sent to the second vehicle via the OBU. In remotely controlled driving mode, the second vehicle adaptively controls the accelerator and brakes based on the cruise speed. The first vehicle's remote master driving only requires controlling the steering wheel of the second vehicle, thus simplifying the complexity of remote driving.

[0116] Optionally, sending the operation command to the second vehicle when the first vehicle is in the second driving mode includes:

[0117] Obtain the operating characteristic parameters of the first actuator;

[0118] The operation command is calibrated based on the operating characteristic parameters, and the calibrated operation command is sent to the second vehicle.

[0119] Considering that the vehicles in the platoon have different brands and models, and the first actuators also have different brands and models, the first actuators of the first and second vehicles need to be self-calibrated during remote driving.

[0120] In this embodiment, the operating characteristic parameters of the first actuator can be known characteristic parameters in the vehicle. For example, for a steering actuator, the operating characteristic parameters can include the conversion relationship between the steering wheel angle and the steering transmission ratio; for the accelerator or brake, the operating characteristic parameters can include the conversion relationship between the pedal travel and the opening ratio, and so on.

[0121] For example, in a practical application scenario, for steering wheel control commands generated in the first vehicle, the vehicle computing unit can further obtain the corresponding steering gear ratio based on the conversion relationship between the steering wheel angle and the steering gear ratio in the first vehicle. This process can be considered a calibration process for the operation commands. The aforementioned steering gear ratio, along with the steering wheel control commands, can be sent to the second vehicle as control data via the OBU.

[0122] The vehicle calculation unit of the second vehicle recalibrates the control data from the first vehicle based on the working characteristic parameters of the second actuator of the second vehicle to obtain actual control commands, and sends these actual control commands to the ECU to control the steering actuator of the second vehicle.

[0123] Similarly, throttle control commands and brake control commands can also undergo a calibration process in the first vehicle and the second vehicle, which will not be elaborated here.

[0124] After the steering wheel control commands are calibrated, they are output to the ECU; similarly, the accelerator and brake require the lead vehicle to send the corresponding conversion relationship, and the controlled vehicle's calculation unit adjusts the actual control commands according to its own conversion relationship and outputs them to the ECU.

[0125] It is evident that calibrating the operating commands helps to achieve accurate control of the first vehicle over the second vehicle of different brands and models, thereby expanding the applicability of the aforementioned remote vehicle control method.

[0126] See Figure 7 , Figure 7 The diagram illustrates the logic of driving mode switching between the first and second vehicles in a vehicle platoon application scenario. The first vehicle is the lead vehicle, and the second vehicle is the controlled vehicle. The specific driving mode switching process is as follows:

[0127] 1) When the lead vehicle is in the platooning system, check if the vehicle is in P gear, if the handbrake is engaged, and if the driver has sent a command via HMI to switch to remote driving master mode. If all conditions are met, switch from manual driving mode to remote master driving mode and wait; otherwise, remain in manual driving mode.

[0128] 2) When in remote master control driving mode waiting state, the lead vehicle ECU will cut off the control output of steering wheel, electronic throttle and other commands to the vehicle's actuators;

[0129] 3) In the remote master control driving mode waiting state, when the brake pedal of the lead vehicle is pressed, the system switches to the remote master control driving activation state. The on-board computing unit of the lead vehicle platooning automatic driving system parses the remote driving commands such as accelerator, brake, and steering wheel sent by the ECU and sends them to the on-board OBU. The on-board OBU then sends remote master control driving commands to the OBU of the controlled vehicle.

[0130] 4) When the controlled vehicle receives a signal indicating that the lead vehicle is in remote master control driving mode (for example, when the lead vehicle enters the remote master control driving mode waiting state, it can send a first signal to the controlled vehicle; when the lead vehicle presses the brake pedal, it can send a second signal to the controlled vehicle; if the controlled vehicle receives both the first and second signals, it can be considered that it has received a signal indicating that the lead vehicle is in remote master control driving mode), the platooning automatic driving mode is switched to remote controlled driving mode. The onboard computing unit parses the control commands received by the OBU and controls the actuators of the vehicle to perform operations through the ECU, thereby realizing the remote controlled driving function of the controlled vehicle;

[0131] 5) The active safety system of the remote controlled driving mode of the controlled vehicle is in an active state. When the active safety system determines that there is an abnormality in the active safety mode state, the remote master driving mode state, or the OBU communication state, it controls the controlled vehicle to stop in an emergency.

[0132] 6) After the remote master driving operation is completed, switch to manual driving mode via HMI to exit the remote master driving mode. The ECU will then output control signals to control the vehicle's actuators again.

[0133] See Figure 8 This application embodiment also provides a first vehicle, including a first operating mechanism 810, a first actuator 820, and a first controller 830, wherein the first controller 830 includes:

[0134] The first acquisition module 831 is used to acquire operation instructions, which are generated in response to input to the first operation mechanism 810;

[0135] The control module 832 is used to control the first actuator 820 according to the operation command when the first vehicle is in the first driving mode; the control module 832 is also used to control the first actuator 820 not to respond to the operation command when the first vehicle is in the second driving mode.

[0136] The sending module 833 is used to send the operation command to the second vehicle when the first vehicle is in the second driving mode; and the operation command is used to control the second actuator included in the second vehicle.

[0137] It should be noted that the first vehicle is the first vehicle corresponding to the above-described remote vehicle control method. All implementation methods in the above method embodiments are applicable to the embodiments of the first vehicle and can achieve the same technical effect.

[0138] Optionally, the first vehicle further includes a first HMI and a first OBU;

[0139] Both the first HMI and the first OBU are connected to the first controller 830.

[0140] The specific uses of the first HMI and the first OBU have been explained in the above embodiments regarding the description of HMI and OBU, and will not be repeated here.

[0141] Optionally, the first controller 830 may further include:

[0142] The receiving module is used to receive driving mode selection input;

[0143] The first setting module is used to set the first vehicle to the first driving mode when the driving mode selection input indication is to select the first driving mode;

[0144] The second setting module is used to obtain the vehicle status when the driving mode selection input indication is to select the second driving mode, and to set the first vehicle to the second driving mode when the vehicle status meets the target conditions.

[0145] Optionally, the first controller 830 may further include:

[0146] The second acquisition module is used to acquire the first driving trajectory of the first vehicle;

[0147] The determination module is used to determine the target driving area based on the first driving trajectory;

[0148] The receiving and generating module is used to receive first location information sent by the second vehicle, and generate a target signal when the first location information does not match the target driving area.

[0149] Optionally, the above-mentioned determining module may include:

[0150] The first determining unit is used to determine Q location information based on preset following parameters and the first driving trajectory, wherein each location information is associated with heading information, and Q is an integer greater than 1;

[0151] The second determining unit is used to determine the target width range corresponding to each of the location information based on the heading information associated with each of the location information.

[0152] The third determining unit is used to determine the target driving area based on the Q location information and the target width range corresponding to each location information.

[0153] Optionally, the target condition includes the first vehicle being in a parked and stationary state; or,

[0154] The target conditions include the first vehicle being parked and in a stationary state, and the first vehicle's brake pedal being triggered.

[0155] Optionally, the first controller 830 may further include:

[0156] The acquisition and transmission module is used to acquire speed setting parameters and send the speed setting parameters to the second vehicle;

[0157] Accordingly, the aforementioned sending module 831 may include:

[0158] The sending unit is used to send the steering wheel operation instructions included in the operation instructions to the second vehicle.

[0159] Optionally, the aforementioned sending module 831 may include:

[0160] The acquisition unit is used to acquire the working characteristic parameters of the first actuator;

[0161] The calibration sending unit is used to calibrate the operation command according to the operating characteristic parameters and send the calibrated operation command to the second vehicle.

[0162] This invention also provides a remote vehicle control system, including a first vehicle and a second vehicle; the first vehicle includes a first operating mechanism, a first actuator, a first HMI, a first OBU, and a first controller, and the second vehicle includes a second operating mechanism, a second actuator, a second OBU, and a second controller;

[0163] Both the first HMI and the first OBU are connected to the first controller, and the second OBU is connected to the second controller; the first OBU and the second OBU are communicatively connected.

[0164] The first HMI is used to receive driving selection input;

[0165] The first controller is configured to set the first vehicle to a first driving mode or a second driving mode based on the driving selection input; the first controller is also configured to control the first actuator according to the operation command when the first vehicle is in the first driving mode; the control module is also configured to control the first actuator not to respond to the operation command when the first vehicle is in the second driving mode; the operation command is generated in response to the input to the first actuator;

[0166] The first OBU is used to send the operation command to the second OBU when the first vehicle is in the second driving mode;

[0167] The second controller is used to control the second actuator according to the operation instructions received by the second OBU when it is determined that the first vehicle is in the second driving mode.

[0168] In a practical application scenario, the first vehicle can be considered the lead vehicle, and the second vehicle can be the following vehicle. In practice, there can be one or more following vehicles. The functions of the first and second OBUs correspond to the OBU descriptions above; the designation "first" and "second" is for easily distinguishing which vehicle each OBU is located in. Similarly, the designations for the first HMI, first controller, and second controller are also similar.

[0169] The control process in the first vehicle has been described in detail in the embodiments above. From the perspective of the second vehicle, it can operate autonomously under normal driving conditions; however, upon receiving a specific remote control command, it can enter a remotely controlled state, meaning the driver of the first vehicle can control the actions of the second vehicle by operating the first vehicle. From another perspective, the second vehicle entering the remotely controlled state can be interpreted as the second vehicle confirming that the first vehicle is in a second driving mode.

[0170] The process of the second vehicle receiving a specific remote control command and entering a remotely controlled state can be understood with the following example: After the first vehicle receives a driving mode selection input indicating the selection of the first driving mode, it can send an activation command for the remotely controlled driving mode to the second vehicle. The second vehicle activates the remotely controlled driving mode according to the activation command and enters the remotely controlled driving mode waiting state. When the brake pedal of the first vehicle is pressed, a remotely controlled driving mode activation command braking command is generated and sent to the second vehicle. The second vehicle enters the remotely controlled driving mode according to the activation command braking command and can subsequently control its own actuator, the second actuator, to perform actions according to the operation commands sent by the first vehicle.

[0171] As can be seen, the remote vehicle control system provided in this embodiment can realize remote vehicle control of the second vehicle by the first vehicle without adding an additional independent remote simulation cockpit, thereby effectively reducing hardware configuration costs. For the second vehicle, in abnormal situations such as leaving the convoy, it can determine the driving mode of the first vehicle and further receive the operation instructions of the first vehicle to realize remote controlled driving, which helps to effectively handle the situation where the second vehicle leaves the convoy.

[0172] In one example, under the normal driving conditions described above, the second vehicle can also receive and respond to specific instructions sent by the second vehicle, such as instructions to control the second vehicle to stop in an emergency, so as to improve the control efficiency of the second vehicle and ensure its safety in an emergency.

[0173] In another example, the second vehicle can have adaptive cruise control, which allows it to travel at a set speed under remote controlled driving conditions. In this way, the first vehicle only needs to send steering-related parameters, reducing the difficulty of remote control operation for the user of the first vehicle.

[0174] In practical applications, the first vehicle and the second vehicle can be vehicles with the same or similar hardware configurations; combined Figure 1 In one example, both the lead vehicle and the following vehicles can be equipped with devices such as OBU, HMI, and ECU. During vehicle platooning, a particular vehicle can be designated as the lead or following vehicle as needed. For instance, when a driver chooses to manually drive a vehicle, that vehicle can be designated as the lead vehicle, and the remaining vehicles can be designated as following vehicles and set to automatic driving mode.

[0175] Figure 9 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0176] An electronic device may include a processor 901 and a memory 902 storing computer program instructions.

[0177] Specifically, the processor 901 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0178] Memory 902 may include mass storage for data or instructions. For example, and not limitingly, memory 902 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 902 may include removable or non-removable (or fixed) media. Where appropriate, memory 902 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 902 is non-volatile solid-state memory.

[0179] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0180] The processor 901 reads and executes computer program instructions stored in the memory 902 to implement any of the remote vehicle control methods in the above embodiments.

[0181] In one example, the electronic device may also include a communication interface 903 and a bus 904. For example, Figure 9 As shown, the processor 901, memory 902, and communication interface 903 are connected through bus 904 and complete communication with each other.

[0182] The communication interface 903 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0183] Bus 904 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 904 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0184] Furthermore, in conjunction with the remote vehicle control methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the remote vehicle control methods in the above embodiments.

[0185] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0186] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0187] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0188] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0189] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A remote vehicle control method, applied to a first vehicle, characterized in that, The first vehicle includes a first operating mechanism and a first actuator; the method includes: Obtain an operation instruction, which is generated in response to an input to the first operating mechanism; When the first vehicle is in the first driving mode, the first actuator is controlled according to the operation command; When the first vehicle is in the second driving mode, the operation command is sent to the second vehicle; wherein, when the first vehicle is in the second driving mode, the first actuator does not respond to the operation command, and the operation command is used to control the second actuator included in the second vehicle; Before obtaining the operation instruction, the method further includes: Receive driving mode selection input; When the driving mode selection input indicator is set to select the first driving mode, the first vehicle is set to the first driving mode; After setting the first vehicle to the first driving mode, the method further includes: Obtain the first driving trajectory of the first vehicle; Based on the first driving trajectory, the target driving area is determined; Receive first location information sent by the second vehicle, and generate a target signal if the first location information does not match the target driving area; The method further includes: determining whether the first azimuth information matches the target driving area, wherein the first azimuth information includes the position information and heading angle information of the second vehicle.

2. The method according to claim 1, characterized in that, Before obtaining the operation instruction, the method further includes: When the driving mode selection input indicates that the second driving mode is selected, the vehicle status is obtained, and when the vehicle status meets the target conditions, the first vehicle is set to the second driving mode.

3. The method according to claim 1, characterized in that, Determining the target driving area based on the first driving trajectory includes: Based on the preset following parameters and the first driving trajectory, Q location information is determined, wherein each location information is associated with heading information, and Q is an integer greater than 1; Based on the heading information associated with each of the aforementioned location information, the target width range corresponding to each of the aforementioned location information is determined respectively; Based on the Q location information, and based on the target width range corresponding to each location information, the target driving area is determined.

4. The method according to claim 2, characterized in that, The target conditions include the first vehicle being parked and in a stationary state; or... The target conditions include the first vehicle being parked and in a stationary state, and the first vehicle's brake pedal being triggered.

5. The method according to claim 2, characterized in that, After setting the first vehicle to the second driving mode, the method further includes: Obtain the speed setting parameters and send the speed setting parameters to the second vehicle; The step of sending the operation command to the second vehicle when the first vehicle is in the second driving mode includes: The steering wheel operation commands included in the operation instructions are sent to the second vehicle.

6. The method according to claim 1 or 2, characterized in that, The step of sending the operation command to the second vehicle when the first vehicle is in the second driving mode includes: Obtain the operating characteristic parameters of the first actuator; The operation command is calibrated based on the operating characteristic parameters, and the calibrated operation command is sent to the second vehicle.

7. A first vehicle, characterized in that, It includes a first operating mechanism, a first actuator, and a first controller, wherein the first controller includes: The first acquisition module is used to acquire operation instructions, which are generated in response to input to the first operating mechanism; The control module is used to control the first actuator according to the operation command when the first vehicle is in a first driving mode; the control module is also used to control the first actuator not to respond to the operation command when the first vehicle is in a second driving mode. The sending module is used to send the operation command to the second vehicle when the first vehicle is in the second driving mode; and the operation command is used to control the second actuator included in the second vehicle. The first controller further includes: The receiving module is used to receive driving mode selection input; The first setting module is used to set the first vehicle to the first driving mode when the driving mode selection input indication is selected as the first driving mode. The first controller further includes: The second acquisition module is used to acquire the first driving trajectory of the first vehicle; The determination module is used to determine the target driving area based on the first driving trajectory; The receiving and generating module is used to receive first azimuth information sent by the second vehicle, generate a target signal if the first azimuth information does not match the target driving area, and determine whether the first azimuth information matches the target driving area. The first azimuth information includes the position information and heading angle information of the second vehicle.

8. The first vehicle according to claim 7, characterized in that, The first vehicle also includes a first human-machine interface (HMI) and a first on-board unit (OBU); Both the first HMI and the first OBU are connected to the first controller.

9. A remote vehicle control system, characterized in that, It includes a first vehicle and a second vehicle; the first vehicle includes a first operating mechanism, a first actuator, a first HMI, a first OBU, and a first controller, and the second vehicle includes a second operating mechanism, a second actuator, a second OBU, and a second controller; Both the first HMI and the first OBU are connected to the first controller, and the second OBU is connected to the second controller; the first OBU and the second OBU are communicatively connected. The first HMI is used to receive driving selection input; The first controller is configured to set the first vehicle to a first driving mode or a second driving mode based on the driving selection input; the first controller is also configured to control the first actuator according to the operation command when the first vehicle is in the first driving mode; the control module is also configured to control the first actuator not to respond to the operation command when the first vehicle is in the second driving mode; the operation command is generated in response to the input to the first actuator; The first OBU is used to send the operation command to the second OBU when the first vehicle is in the second driving mode; The second controller is used to control the second actuator according to the operation instructions received by the second OBU when it is determined that the first vehicle is in the second driving mode; The first controller is further configured to acquire the first driving trajectory of the first vehicle; and determine the target driving area based on the first driving trajectory; The system receives first azimuth information sent by the second vehicle; if the first azimuth information does not match the target driving area, it generates a target signal; and determines whether the first azimuth information matches the target driving area. The first azimuth information includes the position information and heading angle information of the second vehicle.

10. An electronic device, characterized in that, The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the remote vehicle control method as described in any one of claims 1-6.

11. A computer storage medium, characterized in that, The computer storage medium stores computer program instructions, which, when executed by a processor, implement the remote vehicle control method as described in any one of claims 1-6.

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