A control method and device of a laser high beam on a vehicle and the vehicle

Abstract

A control method and device of a laser headlamp on a vehicle and the vehicle are provided to solve the problem of safety hazards in the use of laser headlamps in the prior art. The method can be applied in the fields of unmanned driving, auxiliary driving, intelligent driving, manual driving, automatic driving, intelligent networked driving, etc. The method comprises obtaining first reference information, determining that the vehicle is at risk of collision or has collided according to the first reference information, and generating first indication information for turning off the laser headlamp of the vehicle. The first reference information comprises at least one of first map information, first information sensed by a roadside device, second information sensed by a sensing device on the vehicle, and first control information in the vehicle. By generating the first indication information for turning off the laser headlamp of the vehicle in the case that the vehicle is at risk of collision or has collided, the laser headlamp is turned off, thereby helping to improve the safety of the use of the laser headlamp.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of laser headlamp, and in particular to a control method and device of a laser headlamp on a vehicle and the vehicle. BACKGROUND

[0002] The laser light source has the characteristics of high energy density and good collimator, and can realize long-distance illumination. When driving at night, especially in the environment of lack of roadside lighting in high-speed and provincial roads, it can provide better forward vision for the driver, thereby improving the safety of road driving. The forward irradiation distance of the laser light source is about 2 times that of the light emitting diode (LED), which can reach an irradiation distance of about 600 meters, and has high energy efficiency. However, due to the collimating characteristics of the laser, the width of the irradiation is insufficient, and therefore it is usually used in combination with the LED lamp. For example, the combination mode of the vehicle lighting lamp can be: LED low beam, LED high beam and laser headlamp, so as to realize near distance, medium and long distance and long distance irradiation. The main principle of the laser headlamp is to use a laser diode as an excitation light source to excite a light fluorescent powder material, which is converted into diffuse white light. The spectrum of the emitted white light is the same as that of the LED light source.

[0003] At present, in order to achieve high luminous flux, the power of the semiconductor laser used by the laser light source generally reaches 1 watt (W) or more. According to the relevant definition in the national standard "GB 7247.1 Safety of laser products", the laser light source with a power of 1 W or more is classified as a 4-class laser. The laser emitted by this level of laser can cause permanent damage to the human eye when it is directly viewed by the human eye for a short time. When a vehicle collision occurs, part of the laser will leak out directly from the inside of the laser headlamp through the crack, as shown in Figure 1 , the leaked laser can cause damage to the human eye.

[0004] In summary, how to improve the use safety of the laser headlamp is a technical problem to be solved at present. SUMMARY

[0005] The present application provides a control method and device of a laser headlamp on a vehicle and the vehicle, for improving the use safety of the laser headlamp.

[0006] In a first aspect, the present application provides a control method of a laser headlamp on a vehicle, which comprises acquiring first reference information, determining that the vehicle has a collision risk or the vehicle has occurred collision according to the first reference information, and generating first indication information for turning off the laser headlamp of the vehicle.

[0007] The method can be executed by a vehicle, for example, can be executed by an in-vehicle controller in the vehicle, which can be, for example, a separate laser headlight controller, or a domain controller in the vehicle, or an electronic control unit (ECU) in the vehicle; the method can also be executed by a roadside device, or can also be executed by a module (such as a chip) in the roadside device; the method can also be executed by a server, or can also be executed by a module (such as a chip) in the server.

[0008] Based on the scheme, based on the obtained first reference information, in a case where it is determined that the vehicle is at risk of collision or has occurred collision, first indication information for closing the laser headlight of the vehicle is generated, so that the laser headlight is closed in a case where the vehicle is at risk of collision or has occurred collision. In this way, it is helpful to avoid the problem of laser light leakage of the laser light source caused by damage of the laser headlight due to collision of the vehicle, and thus the use safety of the laser headlight can be improved.

[0009] In a possible implementation, in a case where it is determined according to the first reference information that the vehicle is at risk of collision, after the generation of the indication information for closing the laser headlight of the vehicle, the method further includes obtaining second reference information, determining according to the second reference information that the collision risk has been eliminated, and generating second indication information for turning on the laser headlight, wherein the second reference information includes at least one of second map information, third information perceived by a roadside device, fourth information perceived by a perception device on the vehicle, and second control information in the vehicle.

[0010] By generating the second indication information for turning on the laser headlight after determining that the collision risk of the vehicle has been eliminated, the laser headlight can be automatically turned on, so that the convenience of use of the laser headlight can be improved while ensuring the use safety of the laser headlight.

[0011] Based on different first parameter information, the implementation of determining that the vehicle is at risk of collision or has occurred collision is introduced as follows.

[0012] Case 1: The first reference information includes first map information.

[0013] In a possible implementation, the first map information comprises first driving environment information of a front driving environment of the vehicle. The first driving environment information is used to indicate at least one of the following: an obstacle existing in a front road section of the vehicle, a pothole existing in the front road section of the vehicle, a construction area existing in the front road section of the vehicle, a wild animal habitat existing in the front road section of the vehicle, first risk information of the front road section of the vehicle, the front road section of the vehicle being an area where vulnerable road users gather, and first weather conditions of the front road section of the vehicle. Further, optionally, the risk level corresponding to the first risk information is greater than a risk threshold. Further, optionally, the first weather conditions are adverse weather.

[0014] Based on the case 1, a possible manner of determining that the vehicle has a collision risk is introduced as follows.

[0015] In a possible implementation, according to the path planning of the vehicle, it is determined that the first driving environment information is information of a road section to be passed through by the vehicle, and it is determined that the vehicle has a collision risk according to the first driving environment information.

[0016] By means of the first driving environment information included in the first map information, it can be determined that the vehicle has a collision risk before the vehicle collides, so that the laser headlamp can be turned off before the vehicle collides, and the use safety of the laser headlamp can be improved.

[0017] When the collision risk of the vehicle is removed, the laser headlamp can be turned on again. In a possible implementation, second map information is acquired, and the second map information comprises third driving environment information of a front driving environment of the vehicle. The third driving environment information is used to indicate at least one of the following: no obstacle existing in a front road section of the vehicle, no pothole existing in the front road section of the vehicle, no construction area existing in the front road section of the vehicle, no wild animal habitat existing in the front road section of the vehicle, second risk information of the front road section of the vehicle, the front road section of the vehicle being an area where no vulnerable road users gather, and second weather conditions of the front road section of the vehicle. Further, optionally, the risk level corresponding to the second risk information is not greater than a risk threshold. Further, optionally, the second weather conditions are non-adverse weather.

[0018] Further, optionally, according to the path planning of the vehicle, it is determined that the third driving environment information is information of a road section to be passed through by the vehicle, and it is determined that the collision risk has been removed according to the third driving environment information.

[0019] By means of the third driving environment information included in the acquired second map information, it is determined that the collision risk of the vehicle has been removed, and the laser headlamp can be turned on again, so that the use convenience of the laser headlamp can be improved while ensuring the use safety of the laser headlamp.

[0020] Case 2, the first parameter information includes first information perceived by the roadside device.

[0021] In a possible implementation, the first information perceived by the roadside device includes second driving environment information of a front driving environment of the vehicle, and the second driving environment information is used to indicate at least one of the following: an obstacle existing in a front road section of the vehicle, a pothole existing in the front road section of the vehicle, a construction area existing in the front road section of the vehicle, a wild animal habitat area existing in the front road section of the vehicle, first risk information of the front road section of the vehicle, a weak traffic participant gathering area existing in the front road section of the vehicle, and first weather conditions of the front road section of the vehicle.

[0022] Based on the case 2, a possible way of determining the collision risk of the vehicle is introduced as follows.

[0023] In a possible implementation, according to the path planning of the vehicle, it is determined that the second driving environment information is information of a road section to be passed through by the vehicle, and according to the second driving environment information, it is determined that the vehicle has the collision risk.

[0024] Based on the way 2, through the second driving environment information included in the first information perceived by the roadside device, it can be determined that the vehicle has the collision risk before the vehicle collides, so that the laser headlamp can be turned off before the vehicle collides, and thus the use safety of the laser headlamp can be improved.

[0025] When the collision risk of the vehicle is removed, the laser headlamp can be turned on again. In a possible implementation, third information perceived by the roadside device is obtained, and the third information perceived by the roadside device includes fourth driving environment information of a front driving environment of the vehicle, and the fourth driving environment information is used to indicate that: there is no obstacle in a front road section of the vehicle, there is no pothole in the front road section of the vehicle, there is no construction area in the front road section of the vehicle, there is no wild animal habitat area in the front road section of the vehicle, second risk information of the front road section of the vehicle, the front road section of the vehicle is not a weak traffic participant gathering area, and second weather conditions of the front road section of the vehicle.

[0026] Further, optionally, according to the path planning of the vehicle, it is determined that the fourth driving environment information is information of a road section to be passed through by the vehicle, and according to the fourth driving environment information, it is determined that the collision risk is removed.

[0027] Through the fourth driving environment information included in the third information perceived by the roadside device, it is determined that the collision risk of the vehicle is removed, and the laser headlamp can be turned on again, so that the convenience of use of the laser headlamp can be improved while ensuring the use safety of the laser headlamp.

[0028] Case 3, the first reference information comprises second information sensed by a sensing device on the vehicle.

[0029] Case 3.1, the second information sensed by the sensing device on the vehicle comprises a first time-to-collision (TTC).

[0030] In a possible implementation, the second information sensed by the sensing device on the vehicle comprises the first TTC, and it is determined that the vehicle has the collision risk based on the first TTC satisfying a first preset condition.

[0031] Further, optionally, it is determined that the vehicle has the collision risk based on the first TTC being less than a first preset value.

[0032] By means of the first TTC sensed by the sensing device on the vehicle, it can be determined that the vehicle has the collision risk before the vehicle collides, so that the laser headlamp can be turned off before the vehicle collides, and thus the use safety of the laser headlamp can be improved.

[0033] When the collision risk of the vehicle has been eliminated, the laser headlamp can be turned on again. In a possible implementation, third information sensed by the sensing device on the vehicle is acquired, the third information sensed by the sensing device on the vehicle comprises a second TTC, and it is determined that the collision risk has been eliminated based on the second TTC not satisfying the first preset condition.

[0034] Further, optionally, it is determined that the collision risk has been eliminated based on the second TTC being greater than or equal to a first preset value.

[0035] By means of the second TTC sensed by the sensing device on the vehicle, it can be determined that the collision risk of the vehicle has been eliminated, and the laser headlamp can be turned on again, so that the convenience of use of the laser headlamp can be improved while ensuring the use safety of the laser headlamp.

[0036] Case 3.2, the second information sensed by the sensing device on the vehicle comprises a first dynamic parameter.

[0037] In a possible implementation, the second information sensed by the sensing device on the vehicle comprises the first dynamic parameter, and it is determined that the vehicle has the collision risk based on the first dynamic parameter satisfying a second preset condition.

[0038] By means of the first dynamic parameter sensed by the sensing device on the vehicle, it can be determined that the vehicle has the collision risk before the vehicle collides, so that the laser headlamp can be turned off before the vehicle collides, and thus the use safety of the laser headlamp can be improved.

[0039] In a possible implementation, the first dynamic parameter includes but is not limited to a first lateral acceleration, a first longitudinal acceleration, a rate of change of the first lateral acceleration, or a rate of change of the first longitudinal acceleration.

[0040] When the collision risk of the vehicle is removed, the laser headlamp can be restarted. In a possible implementation, fourth information sensed by a sensing device on the vehicle is acquired, the fourth information sensed by the sensing device on the vehicle includes a second dynamic parameter, and it is determined that the collision risk of the vehicle is removed based on the second dynamic parameter not satisfying a second preset condition.

[0041] In a possible implementation, the second dynamic parameter of the vehicle includes but is not limited to a second lateral acceleration, a second longitudinal acceleration, a rate of change of the second lateral acceleration, or a rate of change of the second longitudinal acceleration.

[0042] Case 3.3, the second information sensed by the sensing device on the vehicle includes collision indication information sensed by a collision sensor.

[0043] In a possible implementation, the second information sensed by the sensing device on the vehicle includes collision indication information sensed by a collision sensor, and it is determined that the vehicle has collided according to the collision indication information.

[0044] By means of the collision indication information sensed by the sensing device on the vehicle, the laser headlamp can be turned off after the vehicle collides, and thus the use safety of the laser headlamp can be improved.

[0045] Case 4, the first reference information includes first control information in the vehicle.

[0046] Case 4.1, the first control information in the vehicle includes an activation signal of a safety ADAS (advanced driving assistance system).

[0047] In a possible implementation, the first control information in the vehicle includes an activation signal of a safety ADAS, and it is determined that the vehicle has a collision risk according to the activation signal of the safety ADAS.

[0048] Furthermore, optionally, the activation signals of the safety-related ADAS include, but are not limited to, the activation signals of the automatic emergency braking (AEB) system, the emergency steering assist (ESS) system, the automatic emergency steering (AES) system, and the front cross traffic alert (FCTA) system.

[0049] Once the risk of collision has been eliminated, the laser headlights can be reactivated. In one possible implementation, the second control information within the vehicle includes a deactivation signal for safety-related ADAS, and the elimination of the collision risk is determined based on the deactivation signal of the safety-related ADAS.

[0050] In scenario 4.2, the first control information within the vehicle includes information generated by the airbag control unit for deploying the airbag.

[0051] In one possible implementation, the first control information within the vehicle includes information for deploying the airbags, and based on the information for deploying the airbags, it is determined that the vehicle has been involved in a collision.

[0052] Information generated by the airbag control unit on the vehicle for deploying the airbags can be used to shut off the laser headlights after a collision, thereby improving the safety of using the laser headlights.

[0053] In one possible implementation, when the above method is performed by a roadside device or a server, the method further includes sending the first instruction information to the vehicle.

[0054] The method is executed by roadside equipment or a server, which sends a first instruction to the vehicle. The vehicle receives the first instruction from the server or roadside equipment and controls the laser headlights to be turned off according to the first instruction, which helps to simplify the processing logic on the vehicle side.

[0055] In one possible implementation, when the method is performed by the vehicle, the method further includes turning off the laser headlights according to the first instruction information.

[0056] Secondly, this application provides a control device for implementing the first aspect or any one of the methods described above. The control device includes corresponding functional modules, each used to implement the steps in the above methods. The functions can be implemented by hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above.

[0057] In a possible implementation, the control device can include a processing module and an acquisition module, where the acquisition module is configured to acquire first reference information, the first reference information including at least one of first map information, first information sensed by a roadside device, second information sensed by a sensing device on the vehicle, and first control information in the vehicle; the processing module is configured to determine, according to the first reference information, that the vehicle is at risk of collision or that the vehicle has collided; and generate first indication information for turning off a laser headlamp of the vehicle.

[0058] In a possible implementation, the acquisition module is further configured to acquire second reference information, the second reference information including at least one of second map information, third information sensed by a roadside device, fourth information sensed by a sensing device on the vehicle, and second control information in the vehicle; and the processing module is further configured to determine, according to the second reference information, that the risk of collision has been eliminated, and generate second indication information for turning on the laser headlamp.

[0059] In a possible implementation, the first map information includes first driving environment information in front of the vehicle, and / or the information sensed by the roadside device includes second driving environment information in front of the vehicle; and the processing module is specifically configured to determine, according to path planning of the vehicle, that the first driving environment information is information of a road section to be passed through by the vehicle, determine, according to the first driving environment information, that the vehicle is at risk of collision, determine, according to path planning of the vehicle, that the second driving environment information is information of a road section to be passed through by the vehicle, and determine, according to the second driving environment information, that the vehicle is at risk of collision; and the first driving environment information and the second driving environment information are respectively used to indicate at least one of that an obstacle exists in a front road section of the vehicle, that a pothole exists in the front road section of the vehicle, that a construction area exists in the front road section of the vehicle, that a wild animal habitat exists in the front road section of the vehicle, first risk information of the front road section of the vehicle, that the front road section of the vehicle is an area where vulnerable road users gather, and first weather conditions of the front road section of the vehicle.

[0060] In a possible implementation, the second information sensed by the sensing device on the vehicle includes first time-to-collision information; and the processing module is specifically configured to determine, based on the first TTC satisfying a first preset condition, that the vehicle is at risk of collision.

[0061] In a possible implementation, the second information sensed by the sensing device on the vehicle includes first dynamics parameter; and the processing module is specifically configured to determine, based on the first dynamics parameter satisfying a second preset condition, that the vehicle is at risk of collision.

[0062] In a possible implementation, the first control information in the vehicle includes an activation signal of a safety ADAS; and the processing module is specifically configured to determine, according to the activation signal of the safety ADAS, that the vehicle is at risk of collision.

[0063] In a possible implementation, the second information sensed by the sensing device on the vehicle includes collision indication information sensed by a collision sensor, and / or the first control information in the vehicle includes information generated by an airbag control unit for detonating an airbag; and the processing module is specifically configured to determine, according to the collision indication information and / or the information for detonating the airbag, that the vehicle has collided.

[0064] In a possible implementation, the control device is a roadside device or a server, or belongs to the roadside device or the server, and the control device further includes a transceiver module configured to send the first indication information to the vehicle.

[0065] In a possible implementation, the control device is the vehicle, or belongs to the vehicle; and the processing module is further configured to turn off the laser headlamp according to the first indication information.

[0066] In a third aspect, the present application provides a control device for implementing the method of the first aspect or any of the methods in the first aspect, which includes corresponding functional modules for implementing the steps in the above methods. The functions can be implemented by hardware, or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above functions.

[0067] In a possible implementation, the control device can include a processor and an interface circuit. The processor can be configured to support the control device to execute the method of the first aspect or any of the methods in the first aspect, and the interface circuit is configured to support the communication between the control device and other devices. The interface circuit can be a transceiver, which can be an independent receiver, an independent transmitter, a transceiver with integrated transceiving function, or a communication interface. Optionally, the control device can further include a memory, which can be coupled with the processor and save necessary program instructions and data of the control device.

[0068] The processor is configured to acquire first reference information through the interface circuit, the first reference information including at least one of first map information, first information sensed by a roadside device, second information sensed by a sensing device on the vehicle, and first control information in the vehicle; the processor is further configured to determine, according to the first reference information, that the vehicle is at risk of collision or that the vehicle has collided; and generate first indication information for turning off a high beam of the vehicle.

[0069] In a possible implementation, the processor is further configured to acquire second reference information through the interface circuit, the second reference information including at least one of second map information, third information sensed by a roadside device, fourth information sensed by a sensing device on the vehicle, and second control information in the vehicle; and the processor is further configured to determine, according to the second reference information, that the risk of collision has been eliminated, and generate second indication information for turning on the high beam.

[0070] In a possible implementation, the first map information includes first driving environment information in front of the vehicle, and / or the information sensed by the roadside device includes second driving environment information in front of the vehicle; and the processor is specifically configured to determine, according to path planning of the vehicle, that the first driving environment information is information of a road section to be passed through by the vehicle, determine, according to the first driving environment information, that the vehicle is at risk of collision, determine, according to path planning of the vehicle, that the second driving environment information is information of a road section to be passed through by the vehicle, and determine, according to the second driving environment information, that the vehicle is at risk of collision; wherein the first driving environment information and the second driving environment information are respectively used to indicate at least one of that a road section in front of the vehicle has an obstacle, that a road section in front of the vehicle has a pothole, that a road section in front of the vehicle has a construction area, that a road section in front of the vehicle has a wild animal habitat area, first risk information of a road section in front of the vehicle, that a road section in front of the vehicle is an area where vulnerable road users gather, and first weather conditions of a road section in front of the vehicle.

[0071] In a possible implementation, the second information sensed by the sensing device on the vehicle includes first TTC information; and the processor is specifically configured to determine, based on the first TTC satisfying a first preset condition, that the vehicle is at risk of collision.

[0072] In a possible implementation, the second information sensed by the sensing device on the vehicle includes first kinetic parameters; and the processor is specifically configured to determine, based on the first kinetic parameters satisfying a second preset condition, that the vehicle is at risk of collision.

[0073] In a possible implementation, the first control information in the vehicle includes an activation signal of a safety ADAS; and the processor is specifically configured to determine that the vehicle is at risk of collision according to the activation signal of the safety ADAS.

[0074] In a possible implementation, the second information sensed by the sensing device on the vehicle includes collision sensor-sensed collision indication information, and / or the first control information in the vehicle includes information generated by an airbag control unit for detonating an airbag; and the processor is specifically configured to determine that the vehicle has collided according to the collision indication information and / or the information for detonating the airbag.

[0075] In a possible implementation, the control device is a roadside device or a server, or belongs to the roadside device or the server, and the control device further includes a transceiver module configured to send the first indication information to the vehicle.

[0076] In a possible implementation, the control device is the vehicle, or belongs to the vehicle; and the processor is further configured to turn off the laser headlamp according to the first indication information.

[0077] In a fourth aspect, the present application provides a vehicle, which includes the control device in the second aspect or any possible implementation of the second aspect; or includes the control device in the third aspect or any possible implementation of the third aspect.

[0078] In a fifth aspect, a chip is provided, which includes a processor coupled with a memory, and is configured to execute a computer program or instructions stored in the memory, so that the chip implements the method in the first aspect or any possible implementation of the first aspect.

[0079] In a sixth aspect, the present application provides a computer-readable storage medium, which stores a computer program or instructions, and when the computer program or instructions are executed by a control device, the control device executes the method in the first aspect or any possible implementation of the first aspect.

[0080] In a seventh aspect, the present application provides a computer program product, which includes a computer program or instructions, and when the computer program or instructions are executed by a control device, the control device executes the method in the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0081] Figure 1 A schematic diagram of a principle of laser leakage of a laser headlamp;

[0082] Figure 2a An internal architecture diagram of a vehicle provided for the present application;

[0083] Figure 2b Another internal architecture diagram of a vehicle provided for the present application;

[0084] Figure 2c A position diagram of a laser headlight on a vehicle provided for the present application;

[0085] Figure 2d A communication system architecture diagram provided for the present application;

[0086] Figure 3 A control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0087] Figure 4 A method flow diagram for obtaining first map information provided for the present application;

[0088] Figure 5 A control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0089] Figure 6 A position relationship diagram of a vehicle and an obstacle provided for the present application;

[0090] Figure 7 A method flow diagram for obtaining first information sensed by a roadside device provided for the present application;

[0091] Figure 8 Another control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0092] Figure 9 Still another control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0093] Figure 10 Still another control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0094] Figure 11 Still another control method flow diagram of a laser headlight on a vehicle provided for the present application;

[0095] Figure 12 A relationship diagram between a time for controlling a laser headlight to be turned off and a time for a vehicle to collide in different situations provided for the present application;

[0096] Figure 13 A structure diagram of a control device provided for the present application;

[0097] Figure 14A control device provided in the present application is shown in the structural schematic diagram. DETAILED DESCRIPTION

[0098] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0099] The following explains some terms in the present application. It should be noted that these explanations are for the convenience of those skilled in the art and do not constitute a limitation on the scope of protection required by the present application.

[0100] I. Time-to-collision (TTC)

[0101] TTC refers to the time obtained by dividing the distance between the vehicle and the target (such as the front vehicle or the obstacle in the front road section, etc.) by the instantaneous relative speed between the vehicle and the target. It should be understood that the smaller the TTC, the higher the risk of collision of the vehicle.

[0102] II. Longitudinal deceleration of the vehicle

[0103] The longitudinal deceleration of the vehicle refers to the deceleration along the axial direction of the vehicle. It should be understood that the greater the longitudinal deceleration of the vehicle, the more intense the longitudinal control taken by the vehicle, indicating that the risk of collision of the vehicle is higher.

[0104] III. Lateral acceleration of the vehicle

[0105] The lateral acceleration of the vehicle refers to the acceleration in the direction perpendicular to the driving direction of the vehicle, which is the acceleration caused by the centrifugal force when the vehicle is turning. That is, the tendency of the vehicle to be "flung". The greater this acceleration, the easier the vehicle is theoretically "flung" off the driving path. For example, by emergency steering control of the vehicle. It should be understood that the greater the lateral acceleration of the vehicle, the more intense the lateral control taken by the vehicle, indicating that the risk of collision of the vehicle is higher.

[0106] IV. Rate of change of longitudinal deceleration of the vehicle

[0107] The amount of change of the longitudinal deceleration of the vehicle per unit time.

[0108] V. Rate of change of lateral acceleration of the vehicle

[0109] The amount of change of the lateral acceleration of the vehicle per unit time.

[0110] It should be noted that the four parameters of the longitudinal deceleration of the vehicle, the lateral acceleration of the vehicle, the rate of change of the longitudinal deceleration of the vehicle and the rate of change of the lateral acceleration of the vehicle can be used to represent the stability of the vehicle, and belong to the parameters of the electronic stability control (ESC) system of the vehicle. In other words, the ESC system includes an acceleration sensor, and the acceleration sensor can obtain the lateral acceleration and the longitudinal deceleration of the vehicle in real time.

[0111] Six, vehicle to everything (V2X)

[0112] V2X is a key technology of intelligent transportation system, and is considered as one of the most potential and market demand clear fields in the Internet of Things system, which has the characteristics of wide application space, great industrial potential and strong social benefits. It is of great significance to promote the innovation and application of vehicle and information communication industry, build new mode and new industry of vehicle and traffic service, promote unmanned, auxiliary driving, intelligent driving, network driving, intelligent network driving, automatic driving, vehicle sharing and other technologies, and improve the efficiency and safety level of traffic. Vehicle networking generally refers to providing vehicle information through sensors and vehicle terminal devices installed on vehicles, realizing the mutual communication between vehicle to vehicle (V2V), vehicle to infrastructure (V2I), vehicle to network (V2N) and vehicle to pedestrian (V2P).

[0113] Generally, in the V2X scenario, the communication link between devices for direct communication between devices can be referred to as a sidelink or sidelink (SL).

[0114] Seven, ADAS

[0115] The ADAS system mainly includes safety ADAS and comfort ADAS. Among them, the safety ADAS is mainly used for control intervention of the vehicle or to warn the driver of the collision risk. When the safety ADAS is activated, the signal can be referred to as the activation signal of the safety ADAS, and the activation signal of this type can be sent to the related vehicle controller through the in-vehicle network, such as the controller area network (CAN) bus (see the following description of the in-vehicle network). Figure 2a). The signal emitted when the safety class ADAS is in the non-activated state (for example, the OFF closed state) can be referred to as the non-activated signal of the safety class ADAS. Among them, the safety class ADAS includes but is not limited to the AEB system, the ESS system, the AES system, the FCTA system, etc.

[0116] The comfort class ADAS is mainly used for vehicle centering control, such as the adaptive cruise control (ACC) system, the lane centering control (LCC) system, etc.

[0117] Based on the above, the architecture that can be applicable to the present application and the possible application scenarios are introduced below.

[0118] Please refer to Figure 2a The vehicle takes an electronic and electrical (E / E) system as an example. The E / E system can include a gateway, a domain controller, an electronic control unit (ECU), and at least one controller area network (CAN) bus. The ECU can also be referred to as a "driving computer", a "vehicle computer", a "vehicle dedicated microcomputer controller", or a "lower machine", etc., and is one of the core elements of the vehicle. The ECU can be integrated by a microprocessor, a memory, an input / output interface, an analog-to-digital converter, and a driver. The E / E system can be divided into multiple different domains according to functions, each domain can include at least one domain controller, and each domain controller is used to manage one or more ECUs in the domain. The ECUs in the domain can be connected based on the CAN bus, that is, the ECUs in the domain can communicate with each other through the CAN protocol. Figure 2a The domain controller 1 is used to manage multiple ECUs in the domain connected to the vehicle control system CAN bus, the domain controller 2 is used to manage multiple ECUs in the domain connected to the diagnostic system CAN bus, and the domain controller 3 is used to manage multiple ECUs in the domain connected to the intelligent driving system CAN bus. Each domain controller belongs to the gateway, which is the core part of the vehicle architecture and serves as the hub of data interaction of the vehicle network. It can route network data such as CAN in different networks and is used to manage domain controllers and ECUs in the domain. For example, the gateway is used to isolate the ECUs outside the E / E system from the E / E system, and can realize the conversion of protocols between the ECUs in the E / E system.

[0119] It should be noted that Figure 2aThe illustrated E / E architecture is merely schematic and not restrictive of the present application. For example, the number of domains and the number of ECUs within a domain can be greater than Figure 2a illustrated, or less than Figure 2a illustrated.

[0120] Referring to Figure 2b , another applicable internal architecture of a vehicle is provided. The vehicle can include a laser headlamp module and an on board unit (OBU). The laser headlamp module can include a laser headlamp controller, a laser headlamp, and a laser headlamp driver. The laser headlamp controller can be configured to control the laser headlamp driver. The laser headlamp driver can be configured to turn the laser headlamp on or off based on an enablement from the laser headlamp controller. For example, the laser headlamp controller can send an indication to turn the laser headlamp off to the laser headlamp driver if the laser headlamp controller determines that the laser headlamp needs to be turned off. The laser headlamp driver can turn the laser headlamp off based on the received indication to turn the laser headlamp off. For another example, the laser headlamp controller can send an indication to turn the laser headlamp on to the laser headlamp driver if the laser headlamp controller determines that the laser headlamp needs to be turned on. The laser headlamp driver can turn the laser headlamp on based on the received indication to turn the laser headlamp on. For example, the vehicle can include a left laser headlamp and a right laser headlamp (see Figure 2c ). The OBU is configured to communicate with the outside world. The OBU is a communication device that uses dedicated short range communication (DSRC) technology. For example, the vehicle can send information (e.g., vehicle type, vehicle status information, vehicle location information, and / or vehicle ID) of the vehicle to other vehicles or roadside devices that have V2X communication capability via the OBU. For another example, the vehicle can receive information from other vehicles or roadside devices via the OBU.

[0121] In the present application, the vehicle can also include an anti-lock brake system (ABS), an electronic stability program (ESC), an automated emergency steering (AEB) system, an emergency steering system (ESS), an automated emergency steering (AES), a front cross traffic alert (FCTA) system, and the like. These systems can be referred to as active safety systems. The active safety systems are systems that are designed to prevent accidents and injuries.

[0122] Further, optionally, various sensing devices are arranged around the vehicle body (e.g. front left, front right, left, right, rear left, rear right, etc. of the vehicle). For example, sensors for collision detection (may be referred to as collision sensors) are arranged around the vehicle body. The collision sensors are used to detect the intensity signal of the vehicle collision when the vehicle collides. Most of the collision sensors adopt an inertial mechanical switch structure, which is equivalent to a control switch, and its working state depends on the size of the acceleration when the vehicle collides. Further, the collision sensor can also input the impact signal to the airbag control unit, and the airbag control unit determines whether to ignite the inflator element to inflate the airbag according to the impact signal of the collision sensor. For example, when the airbag control unit determines that the intensity of the impact signal reaches a preset collision intensity, the gas generator is ignited by the airbag igniter to produce a large amount of gas to deploy the airbag. Among them, the collision sensor, airbag, etc. belong to the passive safety system. The passive safety system mainly refers to the system that takes safety design to avoid or reduce the harm to the personnel when the vehicle collides after the specific vehicle sensor identifies that the vehicle collides. The passive safety system can also include seat belts, pedestrian protection systems (such as active protection engine hoods), and irreversible restraint devices (such as protective headrests, pedestrian protection devices, etc.).

[0123] For another example, sensors for sensing the driving environment information of the vehicle can also be arranged around the vehicle body, such as sensors for sensing whether there is an obstacle in front of the vehicle, the position of the vehicle, and the driving track of the vehicle, etc. Such sensors include but are not limited to cameras or radars, etc.

[0124] It should be noted that the above Figures 2a to 2c indicates a vehicle architecture, which is only an example and is not limited in the present application.

[0125] Please refer to Figure 2d , a possible communication system architecture provided by the present application. The communication system can include a roadside device (roadside unit, RSU), a server and a vehicle. The vehicle includes but is not limited to an unmanned vehicle, an intelligent vehicle, an electric vehicle, a digital car, etc. The vehicle has the ability of long-distance communication, and the possible architecture and functions can be referred to the foregoing Figure 2a and Figure 2b introduction, which will not be repeated here. The vehicle and the roadside device can communicate through V2X, the server and the vehicle can communicate through wireless means, and the server and the roadside device can communicate through wireless means.

[0126] The roadside device has a function of perceiving surrounding environment information, for example, the position (such as longitude, latitude, etc.) of a vehicle, the driving speed of the vehicle, the driving trajectory of the vehicle, the vehicle identity document (ID) (such as a license plate number), the vehicle type (such as a driverless vehicle, an intelligent vehicle, an electric vehicle, a digital vehicle, etc.), the vehicle state (such as normal operation, fault anomaly, rescue standby, etc.), the position of a pedestrian, the position of a non-motor vehicle, and the speed of the non-motor vehicle, etc. The roadside device includes but is not limited to a roadside sensor, such as a camera, a radar, or an electronic eye, etc. It should be understood that the roadside device can be installed on a roadside infrastructure, such as a traffic light, a roadside pole, etc.

[0127] The server stores a dynamic high-precision map, which can include road-level information and lane-level information and weather information. The lane-level information is used to indicate the information of a lane in a road network environment, for example, lane curvature, lane heading, lane centerline, lane width, lane marking, lane speed limit, lane splitting, and lane merging, etc. In addition, the lane line situation (dashed line, solid line, single line, and double line) between lanes, the lane line color (white, yellow), the road median, the median material, the road arrow, the text content and the location, etc. can also be included in the lane-level information. It should be understood that the high-precision map usually includes multiple layers, and the top layer image in the multiple layers can include dynamic information, such as the congestion situation of the road, the weather situation, etc. The server can be a single server or a server cluster composed of multiple servers. The server can be a cloud server (also known as cloud, cloud, cloud server, cloud controller, or vehicle networking server, etc.). It can also be understood that the cloud server is a general term for devices or devices with data processing capabilities, such as physical devices including host or processor, etc. Virtual devices including virtual machines or containers, etc. And chips or integrated circuits, etc.

[0128] The above communication system can be applied to scenarios such as driverless, assisted driving, intelligent driving, autonomous driving, networked driving, and intelligent networked driving.

[0129] It should be noted that the system architecture, internal structure of the vehicle, and possible application scenarios described in the present application are for more clearly illustrating the technical solutions of the present application, and do not constitute a limitation on the technical solutions provided by the present application. Those skilled in the art can know that the technical solutions provided by the present application are also applicable to similar technical problems as the architecture evolves.

[0130] Based on the above content, the following will be described in combination with the accompanying Figure 3 to the accompanying Figure 12 The control method of the laser headlamp on the vehicle proposed in the present application will be described in detail.

[0131] Figure 3 An example is shown in the method flow diagram of a method for controlling a laser headlight on a vehicle provided by the present application. The method can be executed by a vehicle, for example, by a vehicle controller in the vehicle, which can be, for example, the domain controller in the vehicle as described above Figure 2a , or can also be the ECU in the vehicle as described above Figure 2a , or can also be the laser headlight controller as described above Figure 2b . It should be noted that the name of the vehicle controller is only an example, and the name of the device for implementing the method for controlling a laser headlight on a vehicle described below can also be other, which is not specifically limited by the present application. The method can also be executed by the server in the above Figure 2d , or can also be executed by the roadside device as described above Figure 2d .

[0132] For the convenience of the description of the scheme, the example is introduced by taking the method executed by the vehicle controller as an example, which can include the following steps:

[0133] Step 301, the vehicle controller obtains first reference information of the vehicle.

[0134] Here, the first reference information includes at least one of first map information, first information perceived by a roadside device, second information perceived by a perception device on the vehicle, and first control information in the vehicle.

[0135] In a possible implementation, the first reference information includes first map information, and the first map information includes first driving environment information of a front driving environment of the vehicle, which can be used to indicate that at least one of the following exists in the front road section of the vehicle: an obstacle (such as a broken-down vehicle, a scattered object, a road stone, etc.), a pothole, a construction area, a wild animal habitat area, first risk information of the front road section of the vehicle, a vulnerable road user (VRU) (such as a pedestrian, a bicycle rider, and a motorcycle rider, etc.) gathering area, and a first weather condition (such as strong wind, heavy fog, heavy rain, heavy snow, etc.) of the front road section of the vehicle.

[0136] Further, optionally, the risk information may, for example, be expressed in terms of a risk level, for example, in terms of a 5-level risk, the risk information may be expressed as 0-level risk, 1-level risk, 2-level risk, 3-level risk, 4-level risk and 5-level risk, and the greater the risk level, the higher the risk. The first risk information may be, for example, 1-level risk, 2-level risk, 3-level risk, 4-level risk and 5-level risk. In other words, in the case that the first risk information is 1-level risk, 2-level risk, 3-level risk, 4-level risk and 5-level risk, the vehicle is at risk of collision. For another example, the risk information may also be an identifier indicating whether there is a risk, for example, "YES" or "NO", the "YES" identifier indicating that there is a risk, and the "NO" identifier indicating that there is no risk. The first risk information may be "YES". In other words, in the case that the first risk information is "YES", it indicates that the vehicle is at risk of collision. For another example, the risk information may also be an identifier indicating whether there is a risk, for example, "0" and "1" identifiers, the "0" identifier indicating that there is no risk, and the "1" identifier indicating that there is a risk. The first risk information may be "1". In other words, in the case that the first risk information is "1", it indicates that the vehicle is at risk of collision. For another example, the first risk information may also be an identifier indicating the risk level, for example, "high" (or "11"), "medium" (or "01"), "low" (or "00"), the "high" (or "11") identifier indicating high risk, the "medium" (or "01") identifier indicating medium risk, and the "low" (or "00") identifier indicating low risk. The first risk information may be "high" or "medium". In other words, in the case that the first risk information is "high" or "medium", it indicates that the vehicle is at risk of collision. It can also be understood that the risk level corresponding to the first risk information is greater than the risk threshold.

[0137] It should be noted that the above-mentioned representation of the first risk information is only an example. In addition, which way the first risk information is specifically adopted may be pre-defined by a protocol or may be pre-agreed, and the present application does not limit this.

[0138] In a possible implementation, the vehicle-mounted controller may obtain the first map information from the server, and possible implementation may refer to the description below Figure 4 , and details are not described herein again.

[0139] In a possible implementation, the first reference information comprises first information perceived by the roadside device, and the first information perceived by the roadside device comprises second driving environment information in front of the vehicle. The second driving environment information can be used to indicate that there is an obstacle in a front road section of the vehicle, there is a pothole in the front road section of the vehicle, there is a construction area in the front road section of the vehicle, there is a wild animal habitat area in the front road section of the vehicle, there is first risk information in the front road section of the vehicle, the front road section of the vehicle is a vulnerable road user (VRU) gathering area, and there is first weather condition in the front road section of the vehicle. For the obstacle, the first risk information, the VRU, and the first weather condition, refer to the foregoing related descriptions, which are not repeated here.

[0140] It should be noted that the first information perceived by the roadside device can be raw data, feature-level data, or target-level data. The raw data is data perceived by the roadside device. The feature-level data is data capable of representing the features of the detected object extracted from the raw data perceived by the roadside device. The target-level data is data capable of representing the attributes of the detected object extracted from the raw data or the feature-level data.

[0141] In a possible implementation, the first information perceived by the roadside device can be acquired in the manner described below, which is not repeated here. Figure 7

[0142] In a possible implementation, the second information perceived by the perception device on the vehicle comprises the first TTC, the first kinetic parameter, or the collision indication information. Further, the first kinetic parameter can include, but is not limited to, the first longitudinal deceleration, the first transverse acceleration, the rate of change of the first longitudinal deceleration, and the rate of change of the first transverse acceleration.

[0143] It should be noted that the first TTC and the first kinetic parameter included in the second information perceived by the perception device on the vehicle can be feature-level data or target-level data. The collision indication information included in the second information perceived by the perception device on the vehicle can be raw data, feature-level data, or target-level data. For the raw data, the feature-level data, and the target-level data, refer to the foregoing related descriptions, which are not repeated here.

[0144] In a possible implementation, the second information perceived by the perception device on the vehicle can be acquired in the manner described below, which is not repeated here.

[0145] ​In a possible implementation, the first control information in the vehicle includes an activation signal of a safety ADAS (advanced driving assistance system), information generated by an airbag control unit for triggering an airbag, or information generated by other control units for triggering irreversible restraint devices, etc. The activation signal of the safety ADAS includes, but is not limited to, an activation signal of an AEB system, an activation signal of an ESS system, an activation signal of an AES system, an activation signal of an FCTA system, etc.

[0146] In a possible implementation, the first control information in the vehicle can be acquired according to the possible implementation described below, which will not be repeated here.

[0147] In step 302, the vehicle-mounted controller can determine, according to the first reference information, that the vehicle is at risk of collision or has collided.

[0148] In a possible implementation, the vehicle-mounted controller can determine, according to the first map information, whether the vehicle is at risk of collision. An exemplary implementation can be seen from the description of case 1 below.

[0149] Alternatively, whether the vehicle is at risk of collision can also be determined according to the first information sensed by the roadside device. An exemplary implementation can be seen from the description of case 2 below.

[0150] Alternatively, whether the vehicle is at risk of collision can also be determined according to the second information (e.g., the first TTC and the first dynamic parameter) sensed by the sensing device on the vehicle. An exemplary implementation can be seen from the description of case 3.1 and case 3.2 in case 3 below.

[0151] Alternatively, whether the vehicle has collided can also be determined according to the second information (e.g., collision indication information sensed by a collision sensor) sensed by the sensing device on the vehicle. An exemplary implementation can be seen from the description of case 3.3 in case 3 below.

[0152] Alternatively, whether the vehicle is at risk of collision can also be determined according to the first control information (e.g., an activation signal of a safety ADAS) in the vehicle. An exemplary implementation can be seen from the description of case 4.1 in case 4 below.

[0153] Alternatively, whether the vehicle has collided can also be determined according to the first control information (e.g., information generated by an airbag control unit for triggering an airbag) in the vehicle. An exemplary implementation can be seen from the description of case 4.2 in case 4 below.

[0154] Or also can be determined in the above possible combination that the vehicle is at risk of collision or has occurred collision, the exemplary implementation can be seen from the following related description, here will not be repeated.

[0155] Step 303, the vehicle-mounted controller generates first indication information for turning off the laser high beam of the vehicle.

[0156] In a possible implementation, the specific form of the first indication information can be pre-agreed or can also be protocol predefined.

[0157] Further, optionally, the vehicle-mounted controller can send the first indication information to the laser high beam drive to instruct the laser high beam drive to turn off the laser high beam. In combination with the above Figure 2a , the domain controller or the ECU sends the first indication information to the laser high beam drive. Correspondingly, the laser high beam drive can control to turn off the laser high beam according to the received first indication information. In combination with the above Figure 2b , the laser high beam controller can send the first indication information to the two laser high beam drives respectively. Correspondingly, the laser high beam drive can control to turn off the laser high beam according to the received first indication information. Further, optionally, after the laser high beam drive turns on the laser high beam, the laser high beam drive can also send first response information to the vehicle-mounted controller, so that the vehicle-mounted controller can determine that the laser high beam is in the turned-on state.

[0158] Through the above steps 301 to 303, the vehicle-mounted controller can control to turn off the laser high beam based on the obtained first reference information of the vehicle in the case that it is determined that the vehicle is at risk of collision or has occurred collision. In this way, it is helpful to avoid the problem of laser leakage of the laser light source caused by damage of the laser high beam due to the collision of the vehicle, and thus the use safety of the laser high beam can be improved.

[0159] It should be noted that the above Figure 3 is introduced by taking the vehicle-mounted controller as an example, when the method shown in the above Figure 3 is executed by the roadside device or the server, the method can also include that the roadside device or the server sends the first indication information to the vehicle. The vehicle-mounted controller controls to turn off the laser high beam by receiving the first indication information from the server or the roadside device and according to the first indication information, which is helpful to simplify the processing logic of the vehicle-mounted controller.

[0160] Specifically, the vehicle can receive the first indication information from the road side device or the server through the OBU. In a possible implementation, the vehicle can control to turn off the laser headlamp according to the first indication information. In another possible implementation, after receiving the first indication information, the vehicle controller can further determine whether the road side device or the server sending the first indication information is authorized; if yes, the vehicle controller can control to turn off the laser headlamp; if not, the vehicle controller can ignore the first indication information. Specifically, the certificate information can be sent to the vehicle through the V2X message in the process of establishing the connection between the road side device or the server and the vehicle, and the vehicle can determine whether it is authorized by analyzing the certificate information. By further determining whether the road side device or the server is authorized, the security of vehicle communication can be improved.

[0161] Next, possible implementations of obtaining the first reference information are introduced case by case.

[0162] Case 1: The first reference information includes first map information.

[0163] Based on the case 1, the following exemplary shows possible ways of obtaining the first map information.

[0164] As shown in Figure 4 , a method flow diagram for obtaining the first map information provided by the present application is shown. The method is taken as an example of being executed by the vehicle controller, and the method includes the following steps:

[0165] Step 401: The server obtains vehicle information of the vehicle.

[0166] Here, the vehicle information of the vehicle includes the vehicle ID, the position of the vehicle, etc. Exemplarily, the vehicle can send a first request message for requesting the first map information to the server, and the first request message can carry the vehicle information.

[0167] Step 402: The server can obtain the first map information according to the vehicle information of the vehicle.

[0168] Here, the first map information can refer to the introduction of the aforementioned step 301, which will not be repeated here.

[0169] Step 403: The server sends the first map information to the vehicle. Correspondingly, the vehicle receives the first map information from the server.

[0170] In a possible implementation, the vehicle can periodically or in real time send the first request message to the server. Correspondingly, the server can periodically or in real time send the first map information to the vehicle.

[0171] In combination with the above Figure 2b , the vehicle can receive the first map information from the server through the OBU.

[0172] Through the steps 401 to 403, the vehicle can obtain the first map information.

[0173] It should be noted that, if the method shown in the above Figure 3 The server can obtain the first map information based on the steps 401 and 402, and can determine whether the vehicle has a collision risk according to the first map information, without performing the step 403, if the method shown in the above

[0174] If the method shown in the above Figure 3 The step 403 can be that the server sends the first map information to the roadside device, if the method shown in the above is performed by the roadside device. Correspondingly, the roadside device receives the first map information from the server. Specifically, the roadside device can send the first map information to the server in a wireless manner.

[0175] Based on this case 1, as shown in the Figure 5 A control method flow diagram of a laser headlamp on a vehicle is provided in the present application. In this example, the vehicle controller controls the laser headlamp.

[0176] In step 501, the server sends the first map information to the vehicle controller. Correspondingly, the vehicle controller receives the first map information from the server.

[0177] Here, the first map information includes the first driving environment information in front of the vehicle, which can be referred to the foregoing related description, and will not be described here.

[0178] The step 501 can be referred to the foregoing description of the step 403, and will not be described here.

[0179] In step 502, the vehicle controller obtains the path planning of the vehicle.

[0180] For example, the vehicle controller can obtain the path planning of the vehicle from the navigation device on the vehicle, or can determine the path planning of the vehicle through the chassis parameters of the vehicle, such as that the turning angle parameter does not change greatly or the turn signal is not triggered, which can determine that the vehicle is straight.

[0181] In step 503, the vehicle controller determines that the vehicle has a collision risk according to the first map information and the path planning of the vehicle.

[0182] In a possible implementation, the vehicle-mounted controller determines, according to the path planning of the vehicle, that the first driving environment information is information of a road section to be passed through by the vehicle, and determines that the vehicle has a collision risk according to the first driving environment information. It should be noted that the first driving environment information is the information of the road section to be passed through by the vehicle, which indicates that the first driving environment information is more relevant to the driving track of the vehicle, and thus the greater the risk of collision of the vehicle, the greater the need to turn off the laser headlamp.

[0183] Taking the first driving environment information as an example that there is an obstacle in the front road section of the vehicle, if it is determined that the road section to be passed through by the vehicle has an obstacle, and the obstacle is in the lane in which the vehicle travels, referring to the obstacle 1 in FIG. 1B, it indicates that the vehicle has a collision risk with the obstacle. Alternatively, if it is determined that the road section to be passed through by the vehicle has an obstacle, and the obstacle is in the same lane as the lane in which the vehicle travels, referring to the obstacle 2 in FIG. 1C, it also indicates that the vehicle has a collision risk with the obstacle. Figure 6 Figure 6

[0184] Taking the first driving environment information as an example that there is a pothole in the front road section of the vehicle, if it is determined that the road section to be passed through by the vehicle has a pothole, and the pothole is in the lane in which the vehicle travels, it is determined that the vehicle has a collision risk.

[0185] Taking the first driving environment information as an example that there is a construction area in the front road section of the vehicle, if it is determined that the road section to be passed through by the vehicle has a construction area, and the construction area is in the lane in which the vehicle travels, it is determined that the vehicle has a collision risk.

[0186] Taking the first driving environment information as an example that there is a wild animal habitat area in the front road section of the vehicle, if it is determined that the road section to be passed through by the vehicle has a wild animal habitat area, and the wild animal habitat area is in the lane in which the vehicle travels, it is determined that the vehicle has a collision risk.

[0187] Taking the first driving environment information as an example that the first risk information of the front road section of the vehicle, if it is determined that the road section to be passed through by the vehicle has the first risk information, it is determined that the vehicle has a collision risk. In combination with the representation of the risk information given in step 301, if it is determined that the first risk information is a first-level risk, a second-level risk, a third-level risk, a fourth-level risk, and a fifth-level risk; or is “YES”; or is “1”, or is “high” (or “11”), “medium” (or “01”), it indicates that the vehicle has a collision risk.

[0188] Taking the first driving environment information as an example that the front road section of the vehicle is a weak traffic participant gathering area, if it is determined that the road section to be passed through by the vehicle is a weak traffic participant gathering area, and the weak traffic participant gathering area is in the lane in which the vehicle travels, it is determined that the vehicle has a collision risk.

[0189] ​​Taking the first weather condition of the first road section in front of the vehicle as an example, if it is determined that the vehicle will pass through a road section with the first weather condition, i.e., the vehicle will pass through a road section with severe weather such as strong wind, heavy fog, heavy rain, heavy snow, etc., it is determined that the vehicle has a collision risk.

[0190] In step 504, the vehicle-mounted controller generates first indication information for turning off the laser headlights of the vehicle.

[0191] This step 504 can refer to the description of the aforementioned step 303, which will not be described here.

[0192] In step 505, the vehicle-mounted controller turns off the laser headlights according to the first indication information.

[0193] It can also be understood that the vehicle-mounted controller can control the laser headlights to be turned off according to the first indication information. In combination with the above description Figure 2a , the vehicle-mounted controller can send the first indication information to the two laser headlight drives respectively. Correspondingly, the laser headlight drives can turn off the laser headlights according to the received first indication information.

[0194] Case 2: The first parameter information includes the first information sensed by the roadside device.

[0195] As shown in Figure 7 , a method flow diagram for obtaining the first information sensed by the roadside device is provided. The method takes the vehicle as an example, and the method includes the following steps:

[0196] In step 701, the roadside device obtains vehicle information of the vehicle.

[0197] Here, the vehicle information of the vehicle includes the vehicle ID, the position of the vehicle, etc. For example, the vehicle can send a second request message for requesting the first information sensed by the roadside device to the roadside device, and the second request message can carry the vehicle information.

[0198] In combination with the above description Figure 2d , the roadside device can sense the vehicle information within a certain range, wherein the certain range that can be sensed can be a circle or a sector with a radius greater than or equal to the range of the laser headlights. Generally, the range of the laser headlights is 600 m, and the certain range that can be sensed by the roadside device can be a circle or a sector with a radius of 600 m.

[0199] In step 702, the roadside device can obtain the first information sensed by the roadside device according to the vehicle information of the vehicle.

[0200] In one possible implementation, the roadside device can determine the first information sensed by the roadside device according to the identity and position of the vehicle. It can also be understood that the first information sensed by the roadside device can be information associated with the vehicle information of the vehicle sending the second request message.

[0201] In step 703, the roadside equipment sends the first information sensed by the roadside equipment to the vehicle. Accordingly, the vehicle can receive the first information sensed by the roadside equipment.

[0202] In one possible implementation, the roadside equipment can broadcast a roadside safety message (RSM) containing initial information perceived by the roadside equipment. Alternatively, the roadside equipment can unicast the RSM message to the vehicle. Correspondingly, the on-board controller can receive the RSM message from the roadside equipment via the vehicle's OBU and obtain the initial information perceived by the roadside equipment by parsing the RSM message. It should be understood that the RSM message is primarily used for event identification, such as vehicle accidents, vehicle anomalies, and foreign object intrusion.

[0203] Through steps 701 to 703 above, the vehicle can obtain the first information sensed by the roadside equipment.

[0204] It should be noted that, if the above Figure 7 The method shown is performed by a roadside device. The roadside device can obtain the first information perceived by the roadside device based on the above steps 701 and 702, and can determine whether there is a collision risk to the vehicle based on the first information perceived by the roadside device, without needing to perform the above step 703.

[0205] If the above Figure 7 The method shown is executed by a server, and step 703 above allows the roadside device to send the first information perceived by the roadside device to the server. Correspondingly, the server receives the first information perceived by the roadside device from the roadside device. Specifically, the server can send the first information perceived by the roadside device to the roadside device wirelessly.

[0206] Based on scenario 2, such as Figure 8 The diagram shown is a schematic flowchart of another control method for laser headlights on a vehicle provided in this application. This example uses an onboard controller to control the laser headlights.

[0207] In step 801, the roadside equipment sends the first information sensed by the roadside equipment to the vehicle controller. Correspondingly, the vehicle controller can receive the first information sensed by the roadside equipment.

[0208] Here, the first information sensed by the roadside equipment includes the second driving environment information ahead of the vehicle. The second driving environment information can be found in the aforementioned description and will not be repeated here. This step 801 can be found in the description of the aforementioned step 703 and will not be repeated here.

[0209] Step 802: The vehicle controller obtains the vehicle's route plan.

[0210] The step 802 can refer to the foregoing description of the step 502, and will not be described here again.

[0211] In step 803, the vehicle-mounted controller determines that the vehicle has a collision risk according to the first information sensed by the roadside device and the path planning of the vehicle.

[0212] In a possible implementation, the vehicle-mounted controller determines, according to the path planning of the vehicle, that the second driving environment information is information of a road section to be passed by the vehicle, and determines that the vehicle has a collision risk according to the second driving environment information. It should be noted that the second driving environment information is information of a road section to be passed by the vehicle, which indicates that the second driving environment information has a greater relevance to the driving trajectory of the vehicle, thereby indicating that the vehicle has a collision risk.

[0213] In step 804, the vehicle-mounted controller generates first indication information for turning off the laser high beam of the vehicle.

[0214] The step 804 can refer to the foregoing description of the step 504, and will not be described here again.

[0215] In step 805, the vehicle-mounted controller turns off the laser high beam according to the first indication information.

[0216] The step 805 can refer to the foregoing description of the step 505, and will not be described here again.

[0217] In case 3, the first reference information includes second information sensed by a sensing device on the vehicle.

[0218] Based on the case 3, three possible second information sensed by the sensing device on the vehicle are exemplarily shown as follows.

[0219] In case 3.1, the second information sensed by the sensing device on the vehicle includes a first TTC.

[0220] Based on the case 3.1, the sensing device on the vehicle may, for example, be a radar (such as a millimeter wave radar or a laser radar, etc.) or a camera, etc.

[0221] In a possible implementation, the perception device on the vehicle can calculate the first TTC in real time based on the raw data perceived by the perception device on the vehicle, and send the calculated first TTC to the vehicle controller. Accordingly, the vehicle controller can receive the first TTC from the perception device on the vehicle, and determine that the vehicle is at risk of collision if the first TTC meets a first preset condition. The first preset condition may, for example, be a first preset value, where the first preset value is not greater than 4 seconds (s). For example, if the first TTC is less than the first preset value, it indicates that the vehicle is about to collide, that is, it is determined that the vehicle is at risk of collision. It should be noted that the process of determining the first TTC can be determined by the perception device on the vehicle based on the perceived raw data, or the perception device on the vehicle can send the perceived raw data to a processor (for example, a processor on the vehicle or a processor independent of the vehicle), and the processor further determines the first TTC based on the raw data sent by the perception device on the vehicle, or the perception device on the vehicle determines feature-level data (for example, distance information, speed information) based on the perceived raw data, and then sends the feature-level data to the processor, and the processor further determines target-level data (i.e., the first TTC) based on the feature-level data.

[0222] In another possible implementation, after the vehicle (such as the perception device on the vehicle or the processor) obtains the first TTC, the vehicle can further send the first TTC to a server or a roadside device. If the roadside device or the server determines that the first TTC meets the first preset condition, it is determined that the vehicle is at risk of collision, and the roadside device or the server can further generate first indication information for turning off the laser high beam of the vehicle.

[0223] It should be noted that after the perception device on the vehicle or the processor obtains the first TTC, if it is determined that the first TTC meets the first preset condition, the perception device on the vehicle or the processor can directly send third indication information to the vehicle controller, and the third indication information is used to instruct to turn off the laser high beam. Accordingly, the vehicle controller can receive the third indication information from the perception device on the vehicle or the processor, and control to turn off the laser high beam according to the third indication information.

[0224] Case 3.2, the second information perceived by the perception device on the vehicle includes the first dynamic parameter.

[0225] Based on the case 3.1, the perception device on the vehicle may, for example, be an ESC system, and the ESC system includes an acceleration sensor.

[0226] In a possible implementation, the ESC system in the vehicle can obtain the first dynamic parameter, and send the first dynamic parameter to the vehicle controller. Accordingly, the vehicle controller can receive the first dynamic parameter from the ESC system, and determine that the vehicle is at risk of collision if the first dynamic parameter meets a second preset condition. It should be understood that the first dynamic parameter can be used to indicate the stability of the vehicle.

[0227] In another possible implementation, after the ESC system in the vehicle obtains the first dynamic parameter, the ESC system can further send the first dynamic parameter to the server or the roadside device. If the server or the roadside device determines that the first dynamic parameter meets a second preset condition, it is determined that the vehicle has a collision risk, and the server or the roadside device can further generate the first indication information for turning off the laser headlamp of the vehicle.

[0228] Further, optionally, the first dynamic parameter includes, but is not limited to, a first lateral acceleration, a first longitudinal acceleration, a rate of change of the first lateral acceleration, or a rate of change of the first longitudinal acceleration.

[0229] Example one, taking the first dynamic parameter as the first longitudinal deceleration for example.

[0230] In one possible implementation, the vehicle-mounted controller can obtain the first longitudinal deceleration from the ESC system. If the first longitudinal deceleration is greater than a second preset value, the vehicle-mounted controller can generate the first indication information for turning off the laser headlamp of the vehicle. The second preset value is, for example, 5 m / s 2 Here, the second preset value is the second preset condition.

[0231] It should be noted that after the ESC system obtains the first longitudinal deceleration, if it is determined that the first longitudinal deceleration is greater than the second preset value, the ESC system sends third indication information to the vehicle-mounted controller. The third indication information is used to instruct to turn off the laser headlamp. Correspondingly, the vehicle-mounted controller can receive the third indication information from the ESC system, and can control to turn off the laser headlamp according to the third indication information.

[0232] Example two, taking the first dynamic parameter as the first lateral acceleration for example.

[0233] In one possible implementation, the vehicle-mounted controller can obtain the first lateral acceleration from the ESC system. If the first lateral acceleration is greater than a third preset value, the vehicle-mounted controller can generate the first indication information for turning off the laser headlamp of the vehicle. The third preset value is, for example, 3 m / s 2 Here, the third preset value is the second preset condition.

[0234] It should be noted that after the ESC system obtains the first lateral acceleration, if it is determined that the first lateral acceleration is greater than the third preset value, the ESC system can send third indication information to the vehicle-mounted controller. The third indication information is used to instruct to turn off the laser headlamp. Correspondingly, the vehicle-mounted controller can receive the third indication information from the ESC system, and can control to turn off the laser headlamp according to the third indication information.

[0235] Example three, taking the first dynamic parameter as the rate of change of the first longitudinal deceleration for example.

[0236] In a possible implementation, the vehicle-mounted controller can obtain the rate of change of the first longitudinal deceleration from the ESC system, and if the rate of change of the first longitudinal deceleration is greater than a fourth preset value, the vehicle-mounted controller can generate first indication information for turning off the laser high beam of the vehicle. For example, the fourth preset value is a rate of change of 5 m / s in a unit of time (for example, 0.5 s). 3 Here, the fourth preset value is the second preset condition.

[0237] It should be noted that the ESC system obtains the rate of change of the first longitudinal deceleration, and if the rate of change of the first longitudinal deceleration is greater than the fourth preset value, the ESC system can send third indication information to the vehicle-mounted controller, and the third indication information is used to instruct to turn off the laser high beam. Correspondingly, the vehicle-mounted controller can receive the third indication information from the ESC system, and can control to turn off the laser high beam according to the third indication information.

[0238] Example four, taking the rate of change of the first lateral acceleration as an example.

[0239] In a possible implementation, the vehicle-mounted controller can obtain the rate of change of the first lateral acceleration from the ESC system, and if the rate of change of the first lateral acceleration is greater than a fifth preset value, the vehicle-mounted controller can generate first indication information for turning off the laser high beam of the vehicle. For example, the fifth preset value is a rate of change of 5 m / s in a unit of time (for example, 0.5 s). 3 Here, the fifth preset value is the second preset condition.

[0240] It should be noted that the ESC system obtains the rate of change of the first lateral acceleration, and if the rate of change of the first lateral acceleration is greater than the fifth preset value, the ESC system can send third indication information to the vehicle-mounted controller, and the third indication information is used to instruct to turn off the laser high beam. Correspondingly, the vehicle-mounted controller can receive the third indication information from the ESC system, and can control to turn off the laser high beam according to the third indication information.

[0241] It should be noted that if the vehicle-mounted controller simultaneously obtains at least two of the first TTC, the first longitudinal deceleration, the first lateral acceleration, the rate of change of the first longitudinal deceleration, and the rate of change of the first lateral acceleration, and one of them satisfies the corresponding preset condition, it is determined that the vehicle has a collision risk. For example, if the vehicle-mounted controller simultaneously obtains the first TTC, the first longitudinal deceleration, and the first lateral acceleration, and if the first TTC satisfies the first preset condition, the first longitudinal deceleration does not satisfy the second preset condition, and the first lateral acceleration does not satisfy the third preset condition, it is still determined that the vehicle has a collision risk.

[0242] Case 3.3, the second information sensed by the sensing device on the vehicle includes collision indication information.

[0243] Based on the case 3.3, the sensing device on the vehicle may be a collision sensor, for example. For the collision sensor, please refer to the foregoing relevant description, which will not be repeated here.

[0244] In a possible implementation, the collision indication information may be a collision signal sent by the collision sensor after detecting that the vehicle has collided. For example, after the collision sensor arranged around the vehicle body senses that the vehicle has collided, the collision indication information may be sent to the vehicle sensor. Accordingly, the vehicle controller may receive the collision indication information from the collision sensor. Further, after obtaining the collision indication information, the vehicle controller may generate first indication information for turning off the laser headlamp of the vehicle. It should be noted that, regardless of the size and direction of the collision intensity indicated by the collision indication information, the vehicle controller may generate the first indication information for turning off the laser headlamp of the vehicle after obtaining the collision indication information.

[0245] Based on the case 3, as shown in Figure 9 FIG. 6 is another control flow diagram of a laser headlamp on a vehicle provided by the present application. In this example, the vehicle controller controls the laser headlamp.

[0246] In step 901, the vehicle controller obtains second information sensed by a sensing device on the vehicle.

[0247] In step 902, the vehicle controller determines, according to the second information sensed by the sensing device on the vehicle, that the vehicle has a collision risk.

[0248] The above steps 901 and 902 may refer to the descriptions of the cases 3.1 to 3.3.

[0249] In step 903, the vehicle controller generates first indication information for turning off the laser headlamp of the vehicle.

[0250] The step 903 may refer to the description of the foregoing step 504, which will not be repeated here.

[0251] In step 904, the vehicle controller turns off the laser headlamp according to the first indication information.

[0252] The step 904 may refer to the description of the foregoing step 505, which will not be repeated here.

[0253] In case 4, the first reference information includes first control information in the vehicle.

[0254] In case 4.1, the first control information in the vehicle includes an activation signal of a safety ADAS.

[0255] In a possible implementation, the activation signal of the safety ADAS includes, but is not limited to, an activation signal of an AEB system, an activation signal of an ESS system, an activation signal of an AES system, and an activation signal of an FCTA system.

[0256] In a possible implementation, when the vehicle controller receives the activation signal from the safety ADAS, it can be determined that the vehicle is at risk of collision. It should be understood that when the safety ADAS triggers the activation signal, it means that the vehicle is at risk of collision.

[0257] Based on the case 4.1, as shown in Figure 10 Another control flow diagram of the laser headlamp on the vehicle is provided in the present application. In this example, the vehicle controller controls the laser headlamp.

[0258] Step 1001, the vehicle controller obtains the activation signal of the ADAS.

[0259] In a possible implementation, after the ADAS triggers the activation signal, the activation signal of the ADAS can be sent to the vehicle controller.

[0260] Step 1002, the vehicle controller determines that the activation signal of the ADAS is the signal of the safety ADAS, and determines that the vehicle is at risk of collision.

[0261] Exemplarily, the vehicle controller determines that the activation signal of the safety ADAS is any one of the activation signal of the AEB system, the activation signal of the ESS system, the activation signal of the AES system, and the activation signal of the FCTA system, and determines that the vehicle is at risk of collision.

[0262] Step 1003, the vehicle controller generates first indication information for turning off the laser headlamp of the vehicle.

[0263] This step 1003 can refer to the description of the aforementioned step 504, and will not be described here.

[0264] Step 1004, the vehicle controller turns off the laser headlamp according to the first indication information.

[0265] This step 1004 can refer to the description of the aforementioned step 505, and will not be described here.

[0266] Case 4.2, the first control information in the vehicle includes information generated by the airbag control unit for detonating the airbag.

[0267] In a possible implementation, after the collision sensor arranged around the vehicle body senses that the vehicle has collided, the collision sensor sends the intensity and direction information of the collision to the airbag control unit or the control unit of the irreversible restraint device. When the airbag control unit determines that the intensity of the impact signal reaches the preset collision intensity, the airbag igniter ignites the gas generating agent to produce a large amount of gas to deploy the airbag, or when the control unit of the irreversible restraint device determines that the intensity of the impact signal reaches the preset collision intensity, the control unit of the irreversible restraint device triggers the activation signal of the irreversible restraint device.

[0268] It should be noted that the airbag control unit and the control unit of the irreversible restraint device can be a vehicle-mounted controller, or can also be an independent controller. When the airbag control unit is an independent controller, the airbag control unit also sends information for detonating the airbag to the vehicle-mounted controller; when the control unit of the irreversible restraint device is an independent controller, the control unit of the irreversible restraint device also sends the activation signal of the irreversible restraint device to the vehicle-mounted controller.

[0269] Based on this case 4.2, as Figure 11 shown, another control flow diagram of the laser headlamp on the vehicle provided in the present application is provided. In this example, the vehicle-mounted controller controls the laser headlamp as an example.

[0270] Step 1101, the vehicle-mounted controller obtains information for detonating the airbag.

[0271] In a possible implementation, when the airbag control unit generates the information for detonating the airbag, the airbag control unit sends the information for detonating the airbag to the vehicle-mounted controller.

[0272] Step 1102, the vehicle-mounted controller determines that the vehicle has collided according to the information for detonating the airbag.

[0273] In a possible implementation, when the vehicle-mounted controller receives the information for detonating the airbag, it is determined that the vehicle has collided.

[0274] Step 1103, the vehicle-mounted controller generates first indication information for turning off the laser headlamp of the vehicle.

[0275] This step 1103 can refer to the description of the aforementioned step 504, and will not be described here.

[0276] Step 1104, the vehicle-mounted controller turns off the laser headlamp according to the first indication information.

[0277] This step 1104 can refer to the description of the aforementioned step 505, and will not be described here.

[0278] Generally, in the various possible cases given above, the time relationship with the collision can refer toFigure 12 Based on the above-mentioned situation 1 and situation 2, the vehicle is far from the time when the collision occurs; based on the above-mentioned situation 3.3 and situation 4.2, the vehicle has collided; based on the above-mentioned situation 3.1, situation 3.2 and situation 4.1, the vehicle is closer to the time when the collision occurs than situation 1 and situation 2. It should be noted that, Figure 12 The time when the collision occurs in situation 1 and situation 2 in the above-mentioned situation 1 and situation 2 may not be aligned, the time when the collision occurs in situation 3.1, situation 3.2 and situation 4.1 may not be aligned, and the time when the collision occurs in situation 3.3 and situation 4.2 may not be aligned, Figure 12 It is only an example.

[0279] It should be noted that the vehicle may also be determined to have a collision risk or have collided based on a combination of the above-mentioned situations. In order to facilitate the description of the scheme, the following is taken as an example of the vehicle controller.

[0280] Example 1, the vehicle may be determined to have a collision risk based on the above-mentioned situation 1 and situation 2.

[0281] In one possible implementation, the vehicle controller simultaneously obtains the first map information of the above-mentioned situation 1 and the first information perceived by the roadside device of situation 2, and can first determine whether there is a collision risk according to the first information perceived by the roadside device; if there is a collision risk, the laser high beam can be controlled to be turned off; if there is no collision risk, the first map information can be further used to determine whether there is a collision risk. In other words, the priority of the first information perceived by the roadside device in situation 2 is higher than that of the first map information in situation 1.

[0282] Example 2, the vehicle may be determined to have a collision risk based on the above-mentioned situation 3.2 and situation 4.1.

[0283] In one possible implementation, the vehicle controller simultaneously obtains the first dynamics parameter of the above-mentioned situation 3.2 and the activation signal of the safety ADAS of situation 4.1, and in order to prevent the activation signal of the safety ADAS from being triggered, the first dynamics parameter can be used to determine whether there is a collision risk; if there is a collision risk, the laser high beam can be controlled to be turned off; if there is no collision risk, it can be determined that the vehicle has no collision risk.

[0284] Example 3, the vehicle may be determined to have collided based on the above-mentioned situation 3.3 and situation 4.2.

[0285] In one possible implementation, the vehicle controller simultaneously obtains the collision indication information of the above-mentioned situation 3.3 and the information for detonating the airbag of situation 4.2, and determines that the vehicle has collided.

[0286] Example 4, based on at least one of the above-mentioned situation 1 and situation 2, and at least one of situation 3 and situation 4, determine that the vehicle is at risk of collision or has occurred collision.

[0287] In a possible implementation, the vehicle-mounted controller obtains the first map information of the above-mentioned situation 1 and the first TTC and / or the first dynamic parameter in the situation 3 at the same time, and can first determine whether there is a collision risk according to the first TTC and / or the first dynamic parameter, if there is a collision risk, the laser high beam can be controlled to be turned off, if there is no collision risk, whether there is a collision risk can be further determined according to the first map information of the situation 1.

[0288] It should be noted that, when determining whether the vehicle is at risk of collision, the second information perceived by the perception device on the vehicle and the first control information in the vehicle have higher priority than the first map information and the first information perceived by the roadside device. It can be understood that the information perceived by the vehicle itself has higher priority than the information notified to the vehicle by the outside world.

[0289] Of course, other possible combinations of the above-mentioned situations can also be possible, which are not listed one by one here.

[0290] It should be noted that the vehicle-mounted controller specifically determines whether the vehicle is at risk of collision or has occurred collision according to which of the above-mentioned situations or which combination of situations can be pre-agreed or can be agreed to be predefined, which is not limited in the present application.

[0291] In the present application, in the case where it is determined according to the first reference information that the vehicle is at risk of collision, after the indication information for turning off the laser high beam of the vehicle is generated, the second reference information can be further obtained, and it is further determined according to the second reference information that the collision risk has been eliminated, and the second indication information for turning on the laser high beam is generated, wherein the second reference information includes at least one of second map information, third information perceived by the roadside device, fourth information perceived by the perception device on the vehicle and second control information in the vehicle. Further, the vehicle can turn on the laser high beam according to the second indication information.

[0292] As follows, based on different second reference information, the method of turning on the laser high beam is introduced respectively.

[0293] Situation A, the second reference information includes second map information.

[0294] The second map information includes third driving environment information in front of the vehicle, and the third driving environment information is used to indicate that there is no obstacle in the front road section of the vehicle, there is no pothole in the front road section of the vehicle, there is no construction area in the front road section of the vehicle, there is no wild animal habitat area in the front road section of the vehicle, second risk information of the front road section of the vehicle, a non-vulnerable road user gathering area in the front road section of the vehicle, and second weather conditions of the front road section of the vehicle (such as non-adverse weather).

[0295] Based on the above step 301, the second risk information may be, for example, a 0-level risk. In other words, in the case that the second risk information is a 0-level risk, it indicates that the collision risk of the vehicle has been eliminated. For another example, the second risk information may be “NO”. In other words, in the case that the second risk information is “NO”, it indicates that the collision risk of the vehicle has been eliminated. For another example, the second risk information may be “0”. In other words, in the case that the second risk information is “0”, it indicates that the collision risk of the vehicle has been eliminated. For another example, the second risk information may be “low”. In other words, in the case that the first risk information is “low”, it indicates that the collision risk of the vehicle has been eliminated or reduced.

[0296] In a possible implementation, the vehicle-mounted controller can obtain the second map information from the server. For details, refer to the above description of the possible implementation. Figure 4 In the above description of the possible implementation, the first map information in the above description of the possible implementation can be replaced by the second map information. Figure 4

[0297] Further, optionally, the third driving environment information can be determined according to the path planning of the vehicle, and the collision risk is determined to be eliminated according to the third driving environment information. Taking the third driving environment information as an obstacle as an example, if it is determined that there is no obstacle in the road section to be passed by the vehicle, it indicates that the collision risk has been eliminated. In combination with the above description of the possible implementation, the fact that there is no obstacle in the road section to be passed by the vehicle includes that the vehicle has bypassed the obstacle 1 and there is no new obstacle in the front road section. Figure 6

[0298] In a case B, the second parameter information includes third information sensed by the roadside device.

[0299] Here, the third information sensed by the roadside device includes fourth driving environment information in front of the vehicle, and the fourth driving environment information is used to indicate that there is no obstacle in the front road section of the vehicle, there is no pothole in the front road section of the vehicle, there is no construction area in the front road section of the vehicle, there is no wild animal habitat area in the front road section of the vehicle, second risk information of the front road section of the vehicle, a non-vulnerable road user gathering area in the front road section of the vehicle, and second weather conditions of the front road section of the vehicle.

[0300] ​​In one possible implementation, the on-board controller can acquire third-party information sensed by the roadside equipment. Possible implementations can be found above. Figure 7 The above introduction can be used to explain the above. Figure 7 The first information sensed by the roadside equipment is replaced with the third information sensed by the roadside equipment. The repeated parts will not be repeated here.

[0301] Furthermore, optionally, based on the vehicle's route planning, the fourth driving environment information can be determined as the information of the road segment the vehicle will travel through, and the collision risk can be determined to have been eliminated based on the fourth driving environment information. Taking obstacles as an example, if it is determined that there are no obstacles on the road segment the vehicle will travel through, it means that the collision risk has been eliminated. In conjunction with the above... Figure 6 The section of road the vehicle is about to pass through is free of obstacles, including when the vehicle has already bypassed obstacle 1 and there are no other obstacles ahead.

[0302] In scenario C, the second reference information includes the fourth information perceived by the sensing devices on the vehicle.

[0303] In scenario C-1, the fourth information sensed by the vehicle's sensing devices includes the second TTC.

[0304] In one possible implementation, the vehicle (such as AEB) can calculate a second TTC in real time based on information sensed by the vehicle's sensing devices and send the calculated second TTC to the onboard controller. Correspondingly, the onboard controller can receive the second TTC from the vehicle, and if the second TTC does not meet a second preset condition, it is determined that the collision risk has been eliminated. For details on the second preset condition, please refer to the aforementioned related description.

[0305] It should be noted that after the vehicle obtains the second TTC, if it determines that the TTC does not meet the first preset condition, it can directly send a fourth instruction message to the vehicle controller. The fourth instruction message is used to instruct the laser headlights to be turned on. Correspondingly, the vehicle controller can receive the fourth instruction message from the vehicle and, based on the fourth instruction message, control the laser headlights to be turned off.

[0306] In scenario C-2, the fourth information sensed by the vehicle's sensing devices includes the second dynamic parameter.

[0307] In one possible implementation, the ESC system in the vehicle can obtain a second dynamic parameter and send it to the onboard controller. Correspondingly, the onboard controller can receive the second dynamic parameter from the ESC system, and if the second dynamic parameter does not meet a second preset condition, determine that the vehicle collision risk has been eliminated.

[0308] Further, optionally, the second dynamic parameter includes, but is not limited to, a second lateral acceleration, a second longitudinal acceleration, a rate of change of the second lateral acceleration, or a rate of change of the second longitudinal acceleration.

[0309] Example one, taking the second dynamic parameter as the second longitudinal deceleration for example.

[0310] In a possible implementation, the vehicle-mounted controller can obtain the second longitudinal deceleration from the ESC system, and if the second longitudinal deceleration is not greater than a second preset value, the second indication information for turning on the laser headlamp of the vehicle can be generated. The second preset value can be referred to in the foregoing relevant description, and will not be described here again.

[0311] It should be noted that the ESC system obtains the second longitudinal deceleration, and if it is determined that the second longitudinal deceleration is not greater than the second preset value, fourth indication information is sent to the vehicle-mounted controller, and the fourth indication information is used to instruct to turn on the laser headlamp. Correspondingly, the vehicle-mounted controller can receive the fourth indication information from the ESC system, and can control to turn on the laser headlamp according to the fourth indication information.

[0312] Example two, taking the second dynamic parameter as the second lateral acceleration for example.

[0313] In a possible implementation, the vehicle-mounted controller can obtain the second lateral acceleration from the ESC system, and if the second lateral acceleration is not greater than a third preset value, the second indication information for turning on the laser headlamp of the vehicle can be generated. The third preset value can be referred to in the foregoing relevant description, and will not be described here again.

[0314] It should be noted that the ESC system obtains the second lateral acceleration, and if it is determined that the second lateral acceleration is not greater than the third preset value, fourth indication information can be sent to the vehicle-mounted controller, and the fourth indication information is used to instruct to turn on the laser headlamp. Correspondingly, the vehicle-mounted controller can receive the fourth indication information from the ESC system, and can control to turn on the laser headlamp according to the fourth indication information.

[0315] Example three, taking the second dynamic parameter as the rate of change of the second longitudinal deceleration for example.

[0316] In a possible implementation, the vehicle-mounted controller can obtain the rate of change of the second longitudinal deceleration from the ESC system, and if the rate of change of the second longitudinal deceleration is not greater than a fourth preset value, the second indication information for turning on the laser headlamp of the vehicle can be generated. The fourth preset value can be referred to in the foregoing relevant description, and will not be described here again.

[0317] It should be noted that the ESC system obtains the change rate of the second longitudinal deceleration, and if the change rate of the second longitudinal deceleration is not greater than a fourth preset value, fourth indication information for indicating that the laser high beam is turned on is sent to the vehicle-mounted controller. Correspondingly, the vehicle-mounted controller can receive the fourth indication information from the ESC system, and can control the laser high beam to be turned on according to the fourth indication information.

[0318] Example four, taking the change rate of the second lateral acceleration as an example.

[0319] In a possible implementation, the vehicle-mounted controller can obtain the change rate of the second lateral acceleration from the ESC system, and if the change rate of the second lateral acceleration is not greater than a fifth preset value, second indication information for turning on the laser high beam of the vehicle is generated. For example, the fifth preset value is a change rate of 5 m / s within 0.5 s. 3 .

[0320] It should be noted that the ESC system obtains the change rate of the second lateral acceleration, and if the change rate of the second lateral acceleration is not greater than a fifth preset value, fourth indication information for indicating that the laser high beam is turned on is sent to the vehicle-mounted controller. Correspondingly, the vehicle-mounted controller can receive the fourth indication information from the ESC system, and can control the laser high beam to be turned on according to the fourth indication information.

[0321] It should be noted that if the vehicle-mounted controller simultaneously obtains at least two of the second TTC, the second longitudinal deceleration, the second lateral acceleration, the change rate of the second longitudinal deceleration, and the change rate of the second lateral acceleration, as long as one of them meets the corresponding preset condition, it means that the vehicle still has a collision risk.

[0322] Case D, the second reference information includes second control information in the vehicle.

[0323] Case D-1, the second control information in the vehicle includes a non-activation signal of a safety ADAS.

[0324] In a possible implementation, the activation signal of the safety ADAS includes but is not limited to a non-activation signal of an AEB system, a non-activation signal of an ESS, a non-activation signal of an AES, and a non-activation signal of an FCTA.

[0325] In a possible implementation, when receiving the non-activation signal from the safety ADAS, it can be determined that the vehicle collision risk has been eliminated. It should be understood that when the safety ADAS triggers the non-activation signal, it means that the vehicle collision risk has been eliminated.

[0326] It can be understood that, in order to realize the functions in the above embodiments, the control device comprises a hardware structure and / or a software module corresponding to each function. Those skilled in the art should easily realize that, in combination with the modules and method steps of the examples described in the embodiments disclosed in the present application, the present application can be realized in the form of hardware or a combination of hardware and computer software. Whether a certain function is realized in the form of hardware or computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0327] Based on the above and the same idea, Figure 13 and Figure 14 The structural schematic diagram of the possible control device provided in the present application is shown. These control devices can be used to realize the functions of the vehicle-mounted controller or the server or the roadside device in the above method embodiments, and thus can also realize the beneficial effects possessed by the above method embodiments. In the present application, the control device can be a domain controller in the vehicle as shown in Figure 2a , or can also be an ECU in the vehicle as shown in Figure 2a , or can also be a laser headlight controller as shown in Figure 2b , or can also be a vehicle, a server or a roadside device as shown in Figure 2d , or can also be a module (such as a chip) applied to a vehicle or a server or a roadside device.

[0328] As shown in Figure 13 , the control device 1300 comprises a processing module 1301 and an acquisition module 1302. The control device 1300 is used to realize the method embodiments shown in Figure 3 , Figure 4 , Figure 5 , Figure 7 , Figure 8 , Figure 9 , Figure 10 or Figure 11 .

[0329] When the control device 1300 is used to realize the functions of the vehicle-mounted controller in the method embodiments shown in Figure 3 , the acquisition module 1302 is used to acquire first reference information, the first reference information comprising at least one of first map information, first information perceived by a roadside device, second information perceived by a perception device on a vehicle, and first control information in the vehicle; the processing module 1301 is used to determine that the vehicle is at risk of collision or that the vehicle has collided according to the first reference information; and generate first indication information for turning off a laser headlight of the vehicle.

[0330] More detailed descriptions of the above processing module 1301 and acquisition module 1302 can be directly obtained by referring to the related descriptions in the method embodiments shown in Figure 3 .

[0331] It should be understood that the processing module 1301 in the embodiments of the present application can be implemented by a processor or a processor-related circuit component, and the acquisition module 1302 can be implemented by a transceiver or a transceiver-related circuit component.

[0332] Based on the above content and the same concept, as shown in Figure 14 The control device 1400 can include a processor 1401 and a communication interface 1402. The processor 1401 and the communication interface 1402 are coupled to each other. It can be understood that the communication interface 1402 can be an interface circuit or an input / output interface. Optionally, the control device 1400 can further include a memory 1403 for storing instructions executed by the processor 1401 or storing input data required by the processor 1401 to run instructions or storing data generated after the processor 1401 runs instructions.

[0333] When the control device 1400 is used to implement the method shown in Figure 3 The processor 1401 is configured to perform the functions of the processing module 1301 described above, and perform the functions of the acquisition module 1302 described above through the communication interface 1402.

[0334] Based on the same concept and content described above, the present application further provides a vehicle, which can include the control device in any of the above embodiments. Further, optionally, the vehicle can further include other devices, such as a processor, a memory, a wireless communication device, a vehicle body, etc.

[0335] In a possible implementation, the vehicle can be, for example, a driverless vehicle, a smart vehicle, an electric vehicle, a digital car, etc.

[0336] It can be understood that the processor in the embodiments of the present application can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. The general-purpose processor can be a microprocessor or any conventional processor.

[0337] The method steps in the embodiments of the present application can be implemented by hardware or by a processor executing software instructions. The software instructions can be composed of corresponding software modules, which can be stored in a random access memory (RAM), a flash memory, a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically EPROM (EEPROM), a register, a hard disk, a mobile hard disk, a CD-ROM, or any other form of storage medium well known in the art. An exemplary storage medium is coupled to a processor, so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an ASIC. In addition, the ASIC can be located in a vehicle. Of course, the processor and the storage medium can also exist as discrete components in the control device.

[0338] In the above embodiments, all or part of the embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented by software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer programs or instructions. When the computer programs or instructions are loaded and executed on a computer, all or part of the processes or functions of the embodiments are performed. The computer can be a general purpose computer, a special purpose computer, a computer network, a network device, user equipment, or other programmable apparatus. The computer programs or instructions can be stored in a computer readable storage medium or transferred from one computer readable storage medium to another computer readable storage medium, for example, the computer programs or instructions can be transferred from one website site, computer, server, or data center to another website site, computer, server, or data center through a wired or wireless manner. The computer readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. integrated with one or more available media. The available media can be a magnetic medium, such as a floppy disk, a hard disk, a magnetic tape; an optical medium, such as a digital video disc (DVD); or a semiconductor medium, such as a solid state drive (SSD).

[0339] In the various embodiments of the present application, the terms and / or descriptions among different embodiments are consistent and can be referred to each other if there is no special description and logical conflict, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0340] In the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following" or similar expressions means any combination of the items, including any combination of single or multiple items. For example, at least one of a, b or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple. "And / or" describes the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can represent: A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. In the textual description of the present application, the character " / ", generally represents that the front and rear associated objects are in an "or" relationship; in the formula of the present application, the character " / ", represents that the front and rear associated objects are in a "division" relationship. In addition, in the present application, the word "example" is used to mean as an example, illustration or explanation. Any embodiment or design scheme described as "example" in the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Or it can be understood that the use of the word "example" aims to present the concept in a specific way, and does not limit the present application.

[0341] It can be understood that the various numerical numbers involved in the embodiments of the present application are only for convenient differentiation, and are not used to limit the scope of the embodiments of the present application. The size of the serial number of the above processes does not mean the order of execution, and the execution order of the processes should be determined according to their functions and inherent logic. The terms "first", "second", and the like similar expressions are used to distinguish similar objects, and do not necessarily be used to describe a specific order or sequence. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, including a series of steps or modules. The method, system, product or device does not necessarily limit to those steps or modules clearly listed, but can include other steps or modules that are not clearly listed or inherent to these processes, methods, products or devices.

[0342] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the scope of protection of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A method for controlling laser headlights on a vehicle, characterized in that, include: Obtain first reference information, which includes at least one of the following: first map information, first information sensed by roadside equipment, second information sensed by sensing equipment on the vehicle, and first control information inside the vehicle; The first map information includes first driving environment information ahead of the vehicle, and the first information sensed by the roadside equipment includes second driving environment information ahead of the vehicle. Based on the first reference information, it is determined that the vehicle is at risk of collision, or that the vehicle has already been involved in a collision; Generate a first indication message for turning off the vehicle's laser headlights; The method is performed by a roadside device or a server, and the method further includes: Broadcast a roadside safety message, the roadside safety message carrying the first information; The first instruction information is sent to the vehicle, and the first instruction information is used by the vehicle to turn off the laser headlights when it is determined that the roadside device or the server is an authorized device.

2. The method as described in claim 1, characterized in that, After generating the first indication information for turning off the vehicle's laser headlights, the method further includes: Obtain second reference information, which includes at least one of the following: second map information, third information perceived by roadside equipment, fourth information perceived by sensing equipment on the vehicle, and second control information inside the vehicle. Based on the second reference information, it is determined that the collision risk has been eliminated; Generate a second indication message for turning on the laser headlights.

3. The method as described in claim 1, characterized in that, The step of determining that the vehicle poses a collision risk based on the first reference information includes: Based on the vehicle's route planning, the first driving environment information is determined to be the information of the road segment the vehicle will travel on; based on the first driving environment information, it is determined that the vehicle faces a collision risk; and / or, Based on the vehicle's route planning, the second driving environment information is determined to be the information of the road segment that the vehicle will travel through; based on the second driving environment information, it is determined that the vehicle has a collision risk; The first driving environment information and the second driving environment information are respectively used to indicate at least one of the following: There are obstacles on the road ahead of the vehicle; There are potholes in the road ahead of the vehicle; There is a construction area ahead of the vehicle; The section of road ahead of the vehicle is an area where wild animals are present; The first risk information of the road section ahead of the vehicle; The section of road ahead of the vehicle is an area where vulnerable road users congregate; and, The first weather conditions of the road section ahead of the vehicle.

4. The method as described in claim 1, characterized in that, The second information sensed by the sensing devices on the vehicle includes the first estimated collision time; The step of determining that the vehicle poses a collision risk based on the first reference information includes: Based on the fact that the first estimated collision time meets the first preset condition, it is determined that the vehicle is at risk of collision.

5. The method as described in claim 1, characterized in that, The second information sensed by the sensing devices on the vehicle includes the first dynamic parameters; The step of determining that the vehicle poses a collision risk based on the first reference information includes: Based on the fact that the first dynamic parameter meets the second preset condition, it is determined that the vehicle is at risk of collision.

6. The method as described in claim 1, characterized in that, The first control information within the vehicle includes activation signals for advanced driver assistance systems (ADAS) related to safety. The step of determining that the vehicle poses a collision risk based on the first reference information includes: Based on the activation signal of the advanced driver assistance system, it is determined that the vehicle is at risk of collision.

7. The method as described in claim 1, characterized in that, The second information sensed by the sensing device on the vehicle includes collision indication information sensed by the collision sensor, and / or the first control information in the vehicle includes information generated by the airbag control unit for deploying the airbag. The step of determining that the vehicle has been involved in a collision based on the first reference information includes: Based on the collision indication information and / or the information used to deploy the airbags, it is determined that the vehicle has been involved in a collision.

8. The method according to any one of claims 1 to 7, characterized in that, The method is performed by the vehicle, and the method further includes: The laser headlights are turned off according to the first instruction.

9. A control device, characterized in that, include: The acquisition module is used to acquire first reference information, which includes at least one of the following: first map information, first information perceived by roadside equipment, second information perceived by sensing equipment on the vehicle, and first control information inside the vehicle. The first map information includes first driving environment information ahead of the vehicle, and the first information sensed by the roadside equipment includes second driving environment information ahead of the vehicle. The processing module is configured to determine, based on the first reference information, whether the vehicle is at risk of collision or has already been involved in a collision; and to generate first indication information for turning off the vehicle's laser headlights. The control device is a roadside device or a server, or the control device belongs to the roadside device or the server. The control device further includes a transceiver module for: Broadcast a roadside safety message, the roadside safety message carrying the first information; The first instruction information is sent to the vehicle, and the first instruction information is used by the vehicle to turn off the laser headlights when it is determined that the roadside device or the server is an authorized device.

10. The apparatus as claimed in claim 9, characterized in that, The acquisition module is also used for: Obtain second reference information, which includes at least one of the following: second map information, third information perceived by roadside equipment, fourth information perceived by sensing equipment on the vehicle, and second control information inside the vehicle. The processing module is further configured to: Based on the second reference information, it is determined that the collision risk has been eliminated; Generate a second indication message for turning on the laser headlights.

11. The apparatus as claimed in claim 9, characterized in that, The processing module is specifically used for: Based on the vehicle's route planning, the first driving environment information is determined to be the information of the road segment that the vehicle will travel through; based on the first driving environment information, it is determined that the vehicle has a collision risk. Based on the vehicle's route planning, the second driving environment information is determined to be the information of the road segment that the vehicle will travel through; Based on the second driving environment information, it is determined that the vehicle is at risk of collision. Wherein, the first driving environment information and the second driving environment information are used to indicate at least one of the following: There are obstacles on the road ahead of the vehicle; There are potholes in the road ahead of the vehicle; There is a construction area ahead of the vehicle; The section of road ahead of the vehicle is an area where wild animals are present; The first risk information of the road section ahead of the vehicle; The section of road ahead of the vehicle is an area where vulnerable road users congregate; and, The first weather conditions of the road section ahead of the vehicle.

12. The apparatus as claimed in claim 9, characterized in that, The second information sensed by the sensing devices on the vehicle includes the first estimated collision time; The processing module is specifically used for: Based on the fact that the first estimated collision time meets the first preset condition, it is determined that the vehicle is at risk of collision.

13. The apparatus as claimed in claim 9, characterized in that, The second information sensed by the sensing devices on the vehicle includes the first dynamic parameters; The processing module is specifically used for: Based on the fact that the first dynamic parameter meets the second preset condition, it is determined that the vehicle is at risk of collision.

14. The apparatus as claimed in claim 9, characterized in that, The first control information within the vehicle includes activation signals for advanced driver assistance systems (ADAS) related to safety. The processing module is specifically used for: Based on the activation signal of the advanced driver assistance system, it is determined that the vehicle is at risk of collision.

15. The apparatus as claimed in claim 9, characterized in that, The second information sensed by the sensing device on the vehicle includes collision indication information sensed by the collision sensor, and / or the first control information in the vehicle includes information generated by the airbag control unit for deploying the airbag. The processing module is specifically used for: Based on the collision indication information and / or the information used to deploy the airbags, it is determined that the vehicle has been involved in a collision.

16. The apparatus according to any one of claims 9 to 15, characterized in that, The control device is the vehicle, or the control device belongs to the vehicle; The processing module is further configured to: The laser headlights are turned off according to the first instruction.

17. A control device, characterized in that, The device includes a processor connected to a memory for storing a computer program, and the processor is configured to execute the computer program stored in the memory to cause the control device to perform the method as described in any one of claims 1 to 8.

18. A vehicle, characterized in that, Includes the control device as described in any one of claims 9 to 16.

19. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program or instructions that, when executed by a control device, cause the control device to perform the method as described in any one of claims 1 to 8.

20. A computer program product, characterized in that, The computer program product includes a computer program or instructions that, when executed by a control device, cause the control device to perform the method as described in any one of claims 1 to 8.

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