Vehicle control method, device, terminal, medium and program product

Abstract

The present application discloses a vehicle control method, device, terminal, medium and program product, relating to the field of intelligent driving. The method includes: obtaining a first distance between a master vehicle and a vehicle ahead; when the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determining a driving distance of the master vehicle based on the first distance and a pause threshold; determining an acceleration distance, a constant-speed distance and a deceleration distance corresponding to the master vehicle based on the driving distance; and controlling the master vehicle to automatically travel in a target state based on the acceleration distance, the constant-speed distance and the deceleration distance determined in real time. It can ensure that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process; when the master vehicle travels within the deceleration distance, the kinetic energy is zero and it decelerates relying on friction, providing the most energy-saving automatic driving solution, avoiding the energy consumption caused by the deceleration method relying on emergency braking, improving the utilization rate of resources, and effectively saving energy and reducing emissions.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of intelligent driving, and particularly to a vehicle control method, device, equipment, medium, and program product. Background Art

[0002] The rapid development of society has brought about a blowout expansion of the automotive industry. In just a few years, the number of motor vehicles in use has almost increased exponentially, and intelligent driving technology has also developed rapidly. Consumers are increasingly concerned about driving safety and comfort.

[0003] In related technologies, intelligent driving technology is mainly concentrated on the auxiliary driving function that helps drivers reduce traffic accidents. By using sensors to identify the vehicles driving ahead in the same lane, when there is an obstacle in front of the vehicle, the driver is reminded to operate, or the driving state of the vehicle is automatically changed to avoid accidents.

[0004] However, in related technologies, controlling the vehicle to accelerate and stop based on the safety distance between vehicles using the accelerator pedal and the emergency brake pedal will result in excessive fuel consumption and low resource utilization. Summary of the Invention

[0005] Embodiments of the present application provide a vehicle control method, device, equipment, medium, and program product, which can reduce fuel consumption, save energy and reduce emissions, and improve resource utilization during vehicle driving. The technical solutions are as follows:

[0006] On the one hand, a vehicle control method is provided, and the method includes:

[0007] Obtain a first distance between a master vehicle and a vehicle ahead, where the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle, and the master vehicle is an autonomous vehicle;

[0008] When the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determine a driving distance of the master vehicle based on the first distance and a pause threshold, where the start threshold is used to indicate the master vehicle starts to drive, the pause threshold is used to indicate the master vehicle pauses driving, and the pause threshold is less than the start threshold;

[0009] Determine an acceleration distance, a constant-speed distance, and a deceleration distance corresponding to the master vehicle based on the driving distance, where the acceleration distance refers to the distance that the master vehicle travels by increasing its kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed by maintaining its kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when its kinetic energy is zero;

[0010] Based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time, control the master vehicle to automatically travel in a target state, where the target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance.

[0011] On the other hand, a vehicle control device is provided, and the device includes:

[0012] An acquisition module that acquires a first distance between a master vehicle and a vehicle ahead, where the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle, and the master vehicle is an autonomous vehicle;

[0013] A determination module that, when the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determines the driving distance of the master vehicle based on the first distance and a pause threshold, where the start threshold is used to indicate the master vehicle to start driving, the pause threshold is used to indicate the master vehicle to pause driving, and the pause threshold is less than the start threshold;

[0014] The determination module determines the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle based on the driving distance, where the acceleration distance refers to the distance that the master vehicle travels by increasing speed with kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed with kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when the kinetic energy is zero;

[0015] A control module that controls the master vehicle to automatically travel in a target state based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time, where the target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance.

[0016] On the other hand, an in-vehicle terminal is provided, and the in-vehicle terminal includes a processor and a memory. At least one instruction, at least one program, a code set, or an instruction set is stored in the memory, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the vehicle control method according to any one of the foregoing embodiments of the present application.

[0017] On the other hand, a computer-readable storage medium is provided, and at least one instruction, at least one program, a code set, or an instruction set is stored in the storage medium, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle control method according to any one of the foregoing embodiments of the present application.

[0018] On the other hand, a computer program product or a computer program is provided. The computer program product or the computer program includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle control method described in any one of the above embodiments.

[0019] The beneficial effects brought by the technical solutions provided in the embodiments of the present application at least include:

[0020] By obtaining the first distance between the master vehicle and the vehicle ahead, and determining the driving distance of the master vehicle based on the magnitude relationship among the first distance, the pause threshold, and the start threshold, it is ensured that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process; the driving distance includes an acceleration distance, a constant-speed distance, and a deceleration distance, corresponding to the states of the master vehicle accelerating by kinetic energy, moving at a constant speed, and decelerating by relying on friction when the kinetic energy is zero, respectively. The most energy-saving automatic driving scheme is provided, avoiding the energy consumption caused by the deceleration method relying on emergency braking, improving the utilization rate of resources, and effectively saving energy and reducing emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0022] Figure 1 It is a schematic diagram of an implementation environment provided by an exemplary embodiment of the present application;

[0023] Figure 2 It is a flowchart of a vehicle control method provided by an exemplary embodiment of the present application;

[0024] Figure 3 It is a schematic diagram of determining the vehicle ahead of the master vehicle provided by an exemplary embodiment of the present application;

[0025] Figure 4 It is a schematic diagram of splitting the driving distance provided by an exemplary embodiment of the present application;

[0026] Figure 5 It is a flowchart of a method for determining the acceleration distance, the constant-speed distance, and the deceleration distance based on the driving distance provided by an exemplary embodiment of the present application;

[0027] Figure 6 It is a flowchart of a method for determining the master vehicle to automatically drive in a target state based on the obstacle detection result provided by an exemplary embodiment of the present application;

[0028] Figure 7 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of the present application;

[0029] Figure 8 is a structural block diagram of a vehicle control device provided by another exemplary embodiment of the present application;

[0030] Figure 9 is a structural block diagram of a computer device provided by an exemplary embodiment of the present application. Detailed implementation manners

[0031] To make the objectives, technical solutions, and advantages of the present application clearer, the following will further describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0032] First, a brief introduction to the nouns involved in the embodiments of the present application:

[0033] Intelligent Drive is an important starting point for the combination of the industrial revolution and informatization. Its rapid development will change the ways of the flow of people, resource elements, and products, and subversively change human life.

[0034] Intelligent Drive and driverless are different concepts, and Intelligent Drive is more extensive. It refers to the technology that machines help people drive and completely replace people in special situations. The era of Intelligent Drive has arrived. For example, many cars are equipped with automatic braking devices. The technical principle is very simple. That is, radars and infrared sensors are installed in the front of the car. When detecting foreign objects or pedestrians ahead, it will automatically help the driver brake. This kind of intelligent drive can greatly reduce traffic accidents and thus reduce the losses of insurance companies.

[0035] A distance sensor, also called a displacement sensor, is a type of sensor used to sense the distance between it and an object to complete a preset function and has been widely used. The main products include mobile phone distance sensors, long-distance measurement sensors, etc., which are applied in intelligent belts.

[0036] A millimeter-wave radar is a radar that operates in the millimeter-wave band. Usually, millimeter waves refer to waves in the frequency range of 30 - 300 GHz (wavelengths of 1 - 10 mm). The wavelength of millimeter waves is between microwaves and centimeter waves. Therefore, millimeter-wave radars have some advantages of both microwave radars and optoelectronic radars.

[0037] Millimeter-wave seeker has the characteristics of small volume, light weight and high spatial resolution. Compared with optical seekers such as infrared, laser, and television, millimeter-wave seeker has strong ability to penetrate fog, smoke, and dust, and has the characteristics of all-weather (except heavy rain) and all-day. In addition, the anti-interference and anti-stealth capabilities of millimeter-wave seeker are also superior to other microwave seekers. Millimeter-wave radar can distinguish and identify very small targets, and can also identify multiple targets at the same time; it has imaging ability, small volume, good mobility, concealment, and strong survivability on the battlefield, etc.

[0038] In related technologies, distance measurement devices such as distance sensors are installed inside intelligent vehicles. The current vehicle identifies the vehicle driving in front on the same lane through the sensor, obtains the driving speed of the vehicle in front, and controls the speed of the current vehicle based on the driving speed of the vehicle in front to maintain a safe distance.

[0039] However, in related technologies, based on the safe distance between vehicles and the driving speed of the vehicle in front, the driving speed of the current vehicle is changed. For example, the vehicle is accelerated and stopped based on the accelerator pedal and the emergency brake pedal. When the safe distance continuously changes, the current vehicle is controlled to accelerate and decelerate correspondingly, which will repeatedly trigger the accelerator pedal and the emergency brake pedal, resulting in excessive fuel consumption and low resource utilization rate, which is not conducive to energy conservation, emission reduction and environmental protection. Moreover, the driver bumps with the vehicle on the target vehicle, resulting in a poor driving experience and low comfort for the driver, and the safety cannot be guaranteed due to multiple emergency brakes.

[0040] In the embodiments of the present application, by installing a distance sensor or a millimeter-wave radar on the current intelligent vehicle, the distance between the current intelligent vehicle and the vehicle in front is measured, and the start threshold and the pause threshold are preset in advance. Based on the size relationship between the distance between the vehicles and the start threshold and the pause threshold, the driving distance of the intelligent vehicle is determined. And the driving distance is divided into three parts: acceleration distance, constant-speed distance and deceleration distance. These three sections of distance respectively correspond to the intelligent vehicle in the target state: acceleration state, constant-speed state and deceleration state, and perform automatic driving. Especially applied in relatively congested sections or when waiting for traffic lights at intersections, it can provide the optimal automatic driving plan for the vehicle, liberate the driver's hands, reduce energy consumption, save energy, reduce emissions and protect the environment.

[0041] It should be noted that the distance data and the like obtained through distance measurement devices such as distance sensors and millimeter-wave radars are data actively uploaded by users; or data obtained after separate authorization by users.

[0042] It should be noted that the information and data involved in this application are all authorized by users individually or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions. For example, the distance data involved in this application is obtained under full authorization.

[0043] Secondly, the implementation environment involved in the embodiments of this application is described. Schematically, please refer to Figure 1 , which involves the target vehicle 110, the in-vehicle terminal 120 of the target vehicle 110, the distance measuring device 130 of the target vehicle 110, and the server 140. The in-vehicle terminal 120 and the server 140 are connected through a communication network or a connecting line.

[0044] Among them, both the in-vehicle terminal 120 and the distance measuring device 130 are components inside the target vehicle 110.

[0045] In some embodiments, when there is a vehicle in front of the target vehicle 110, the distance measuring device 130 is used to collect the distance between the vehicle in front and the target vehicle 110, and send the collected distance data to the server 140. The server 140 calculates and processes the received distance data to obtain the state-corresponding distances such as the driving distance, acceleration distance, constant-speed distance, and deceleration distance of the target vehicle 110; after the server 140 returns the state-corresponding distances to the in-vehicle terminal 120, the in-vehicle terminal 120 controls the target vehicle 110 to automatically drive at the target state within the state-corresponding distances.

[0046] In some embodiments, after the distance measuring device 130 of the target vehicle 110 collects the distance data, it directly sends the collected distance data to the in-vehicle terminal 120. The in-vehicle terminal 120 directly calculates, processes, and identifies the distance data to obtain the state-corresponding distances such as the driving distance, acceleration distance, constant-speed distance, and deceleration distance of the target vehicle 110. The in-vehicle terminal 120 controls the target vehicle 110 to automatically drive at the target state within the state-corresponding distances based on the state-corresponding distances. In this process, it is not necessary to send the distance data to the server 140 for calculation and processing.

[0047] In some embodiments, an application program with data processing functions (including calculating and processing the collected distance data, such as: the distance data between the target vehicle 110 and the vehicle ahead, etc.) is installed in the in-vehicle terminal 120. Schematically, an application program capable of calculating and processing the distance data between the target vehicle 110 and the vehicle ahead is installed in the in-vehicle terminal 120. For example, an analysis application program, a data calculation application program, a speed detection application program, an instant messaging application program, a music broadcast application program, a navigation and positioning application program, a news application program, etc. are installed in the in-vehicle terminal 120. The embodiments of the present application do not limit this.

[0048] It should be noted that the above communication network can be implemented as a wired network or a wireless network, and the communication network can be implemented as any one of a local area network, a metropolitan area network or a wide area network. The embodiments of the present application do not limit this.

[0049] It should be noted that the above server 140 can be implemented as a cloud server in the cloud. Among them, cloud technology is a hosting technology that unifies a series of resources such as hardware, software, and networks within a wide area network or a local area network to realize data calculation, storage, processing, and sharing. Cloud technology is the general term for network technology, information technology, integration technology, management platform technology, application technology, etc. based on the cloud computing business model, which can form a resource pool, be used on demand, and be flexible and convenient. Cloud computing technology will become an important support. The background services of the technical network system require a large amount of computing and storage resources, such as video websites, picture websites, and more portal websites. With the high development and application of the Internet industry, in the future, each item may have its own identification mark and needs to be transmitted to the background system for logical processing. Data at different levels will be processed separately, and various industry data requires a powerful system background support, which can only be achieved through cloud computing.

[0050] In some embodiments, the above server 140 can also be implemented as a node in a blockchain system. Blockchain is a new application mode of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanism, and encryption algorithm. Blockchain is essentially a decentralized database, a string of data blocks generated by using cryptographic methods. Each data block contains information about a batch of network transactions, which is used to verify the validity (anti-counterfeiting) of the information and generate the next block. Blockchain can include the blockchain underlying platform, the platform product service layer, and the application service layer.

[0051] Combined with the above introduction of terms and the description of the implementation environment, the vehicle control method provided in the embodiments of the present application will be described. Figure 2It is a flowchart of a vehicle control method provided by an exemplary embodiment of the present application, which is executed by an in-vehicle terminal. As Figure 2 shown, the method includes the following steps.

[0052] Step 210, obtain a first distance between the master vehicle and the vehicle ahead.

[0053] Wherein, the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle.

[0054] Schematically, as Figure 3 shown, Figure 3 is a schematic diagram of the master vehicle and the vehicle ahead existing on the driving path.

[0055] On the driving path 300 of the master vehicle 310, there are a first vehicle 311, a second vehicle 312 and a third vehicle 313. Among them, the first vehicle 311 and the second vehicle 312 are in front of the master vehicle 310, and the third vehicle 313 is behind the master vehicle 310.

[0056] The distance between the first vehicle 311 and the master vehicle 310 is less than the distance between the second vehicle 312 and the master vehicle 310. Therefore, the first vehicle 311 is the vehicle closest to the master vehicle 310 on the driving path, that is, the first vehicle 311 is the vehicle ahead.

[0057] Wherein, the master vehicle is an autonomous vehicle, that is, the driver does not need to operate the master vehicle, and the master vehicle can drive automatically.

[0058] Autonomous vehicles (Autonomous vehicles / Sel4-driving automobile), also known as driverless cars, computer-driven cars, or wheeled mobile robots, are intelligent vehicles that achieve driverless through a computer system. It has a history of several decades in the 20th century and showed a trend towards practicality at the beginning of the 21st century. Autonomous vehicles rely on the collaborative cooperation of artificial intelligence, visual computing, radar, monitoring devices and global positioning systems to drive automatically and safely without any active operation by humans.

[0059] A distance detection device is installed on the master vehicle, and the distance detection device is used to detect and obtain the first distance between the master vehicle and the vehicle ahead.

[0060] Optionally, the distance detection device is a distance sensor. The distance sensor on the target vehicle measures the distance between the host vehicle and the vehicle ahead using ultrasonic waves or lidar. According to the real-time movement changes of the host vehicle and the vehicle ahead, the first distance also changes in real time. Alternatively, the distance sensor performs depth recognition on the image data of the vehicle ahead collected by the camera on the target vehicle to obtain the first distance between the host vehicle and the vehicle ahead.

[0061] Optionally, the distance detection device is a millimeter-wave radar. The millimeter-wave radar on the target vehicle sends electromagnetic waves of a special frequency band to the vehicle ahead and receives the electromagnetic waves from the vehicle ahead, and obtains the first distance based on the frequency and time difference between the electromagnetic waves.

[0062] In some embodiments, the method for obtaining the first distance between the host vehicle and the vehicle ahead, in addition to being based on distance detection devices such as distance sensors and millimeter-wave radars, can also be through other methods, including but not limited to: (1) The on-vehicle camera of the target vehicle captures the license plate image of the vehicle ahead and obtains the size information of the license plate, and calculates the distance between the license plate of the vehicle ahead and the host vehicle based on a preset proportional formula; (2) When the target vehicle and the vehicle ahead are in the same garage, the two vehicles are adjacent in position and drive out of the garage one after another. At this time, the safety distance between the target vehicle and the vehicle ahead is known; the vehicle ahead sends its own first speed information to the host vehicle, and calculates the distance between the vehicle ahead and the host vehicle based on the first speed information of the vehicle ahead and the second speed information of the host vehicle: When both the host vehicle and the vehicle ahead are in a stationary state, only the safety distance is maintained between the two vehicles. When the vehicle ahead starts to drive, the host vehicle also starts to drive. Based on the product of the speed difference between the first speed information and the second speed information and the driving time, the distance difference between the host vehicle and the vehicle ahead is calculated, and based on the sum of the distance difference and the safety distance, the first distance is obtained; this embodiment does not limit this.

[0063] Step 220, in the case where the host vehicle is in a stationary state, in response to the first distance being greater than the start threshold, determine the driving distance of the host vehicle based on the first distance and the pause threshold.

[0064] Among them, the start threshold is used to indicate that the host vehicle starts to drive, and the pause threshold is used to indicate that the host vehicle pauses driving, and the pause threshold is less than the start threshold.

[0065] The situations where the host vehicle is in a stationary state include but are not limited to the following: (1) The driving road where the host vehicle is located is congested, and the traffic flow on the driving road exceeds the flow threshold; (2) The host vehicle is at a traffic light intersection, and the host vehicle is in the red light time period and pauses to wait.

[0066] Among them, the driving states of the vehicle ahead include but are not limited to: (1) stationary state; (2) driving state.

[0067] Optionally, the driving road where the master vehicle is located is congested, and the master vehicle is in a stationary state, that is, the master vehicle suspends driving, and the vehicle ahead is also in a stationary state.

[0068] Optionally, the start threshold is 5 meters, the pause threshold is 3 meters, and the first distance between the master vehicle and the vehicle ahead is 6 meters. Since the first distance is greater than the start threshold, the master vehicle starts to drive.

[0069] Based on the difference between the first distance and the pause threshold, determine the driving distance of the master vehicle: 6 - 3 = 3, that is, the master vehicle automatically drives forward 3 meters.

[0070] It should be noted that when the first distance exceeds the start threshold, the master vehicle can start and drive forward automatically; when the first distance does not exceed the start threshold, it is determined whether automatic driving is required according to the road conditions of the driving road where the master vehicle is located; among them, the safe distance that needs to be maintained between the master vehicle and the vehicle ahead is the pause threshold, and the magnitudes of the start threshold and the pause threshold can be arbitrary, which are not limited in this embodiment.

[0071] Step 230, determine the acceleration distance, constant-speed distance, and deceleration distance corresponding to the master vehicle based on the driving distance.

[0072] The sum of the acceleration distance, constant-speed distance, and deceleration distance of the master vehicle is the driving distance of the master vehicle. The driving distance is divided according to a preset ratio to obtain the acceleration distance, constant-speed distance, and deceleration distance. The master vehicle drives in an accelerating state first, then at a constant speed, and finally decelerates, and accelerates within the acceleration distance, drives at a constant speed within the constant-speed distance, and decelerates within the deceleration distance.

[0073] Among them, the acceleration distance refers to the distance that the master vehicle travels by increasing speed with kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed with kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when the kinetic energy is zero.

[0074] When the master vehicle controls the driving speed and driving state through kinetic energy, it includes but is not limited to the following situations: (1) When the master vehicle is a fuel vehicle, the kinetic energy of the master vehicle comes from the fuel stored in the vehicle fuel tank; (2) When the master vehicle is a pure electric vehicle, the kinetic energy of the master vehicle comes from the vehicle battery; (3) When the master vehicle is a hybrid vehicle, the kinetic energy of the master vehicle comes from the fuel stored in the vehicle or the motor and engine equipped on the vehicle.

[0075] Optionally, when the master vehicle is a fuel vehicle, the master vehicle realizes automatic driving at different speeds by controlling the accelerator pedal.

[0076] During the acceleration distance, the master vehicle obtains kinetic energy by controlling the throttle to increase its speed. During the constant-speed distance, the throttle is continuously controlled to keep the vehicle moving at a constant speed. During the deceleration distance, the throttle is released, and the vehicle decelerates by relying on inertia and the friction between the master vehicle and the ground until it finally stops.

[0077] In some embodiments, the proportions of the acceleration distance, the constant-speed distance, and the deceleration distance in the driving distance can be arbitrary. For example, the constant-speed distance can be zero. This embodiment does not impose any limitations on this.

[0078] The acquisition of the driving distance is real-time, that is, the actual distance between the master vehicle and the vehicle ahead is obtained. Based on the magnitude relationship among the actual distance, the pause threshold, and the start threshold, the acceleration distance, the constant-speed distance, and the deceleration distance are determined in real time, and the master vehicle is controlled to drive automatically.

[0079] Step 240: Control the master vehicle to automatically drive in the target state based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time.

[0080] The target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance.

[0081] Among them, in the acceleration state, the acceleration situation of the master vehicle includes but is not limited to the following: (1) The acceleration is constant, and the master vehicle performs uniform acceleration motion with a fixed acceleration; (2) The acceleration changes, and the master vehicle performs variable acceleration motion.

[0082] In the constant-speed state, the speed of the master vehicle is the speed when the acceleration state stops. In the deceleration state, the acceleration of the master vehicle is opposite to the driving direction and is provided by the friction between the master vehicle and the ground, and the speed decreases from the speed in the constant-speed state to zero.

[0083] When the master vehicle is driving automatically, the driving state of the vehicle ahead can be arbitrary. When the vehicle ahead keeps driving, the distance between the master vehicle and the vehicle ahead changes in real time, and the actual driving distance of the master vehicle is greater than the first distance, that is, greater than the distance measured between the master vehicle and the vehicle ahead when the master vehicle is in a stationary state.

[0084] Based on the actual driving distance, the acceleration distance, the constant-speed distance, and the deceleration distance are determined in real time, and the master vehicle is controlled to drive automatically in the target state.

[0085] Based on the corresponding relationship between the actual driving distance and the vehicle speed of the master vehicle, the speed threshold during the driving process of the master vehicle is determined in the current situation.

[0086] Among them, the correspondence between the actual driving distance and the vehicle speed of the master vehicle refers to the range that the vehicle speed of the master vehicle needs to maintain when the master vehicle automatically drives within the actual driving distance, and the speed threshold is used to represent the maximum value of the vehicle speed of the master vehicle.

[0087] The master vehicle first accelerates within the actual driving distance. During the acceleration process, the acceleration distance and the vehicle speed are obtained in real time, and the vehicle speed is the first vehicle speed; it is calculated in real time that when the vehicle speed of the master vehicle is the first vehicle speed, the acceleration pedal is completely released to make the kinetic energy of the master vehicle zero for deceleration, and only relying on the inertia provided by the first vehicle speed and the friction between the master vehicle and the ground, the distance that can be traveled is the deceleration distance.

[0088] Based on the difference between the actual driving distance and the deceleration distance and the acceleration distance, the constant-speed distance is obtained.

[0089] It should be noted that when calculating the deceleration distance in real time, it is necessary to ensure that the sum of the deceleration distance and the acceleration distance does not exceed the actual driving distance; if when decelerating with zero kinetic energy at the current vehicle speed, the sum of the deceleration distance that the master vehicle can continue to travel and the acceleration distance that the master vehicle has accelerated within the actual driving distance is greater than the actual driving distance, then the emergency braking pedal of the master vehicle is controlled to make the master vehicle stop.

[0090] When the master vehicle is driving in an accelerating state within the acceleration distance, if the vehicle speed of the master vehicle reaches the speed threshold and decelerates with zero kinetic energy at the speed threshold as the current vehicle speed, and the sum of its deceleration distance and acceleration distance is less than the actual driving distance, then the acceleration is stopped, and with this speed threshold as the target vehicle speed, the master vehicle is controlled to drive at a constant speed within the constant-speed distance, and the constant-speed distance is the difference between the actual driving distance and the acceleration distance and the deceleration distance.

[0091] When the constant-speed driving ends, the master vehicle is controlled to completely release the acceleration pedal to make the kinetic energy of the master vehicle zero, and decelerate by relying on the friction and inertia between the master vehicle and the ground, and the driving distance of deceleration is the deceleration distance.

[0092] Schematically, as Figure 4 shown, the pause threshold is 3 meters, and the distance between the master vehicle 401 and the vehicle 402 in front is 13 meters, so the actual driving distance of the master vehicle 401 is 10 meters.

[0093] Optionally, the acceleration distance is 4 meters, the constant-speed distance is 3 meters, and the deceleration distance is 3 meters. That is, when the distance between the master vehicle 401 and the vehicle 402 ahead is maintained between 9 meters and 13 meters, the master vehicle 401 automatically travels in an accelerating state; when the distance between the master vehicle 401 and the vehicle 402 ahead is maintained between 6 meters and 9 meters, the master vehicle 401 automatically travels in a constant-speed state; when the distance between the master vehicle 401 and the vehicle 402 ahead is maintained between 3 meters and 6 meters, the master vehicle 401 automatically travels in a decelerating state.

[0094] In summary, the method provided in this application determines the driving distance of the master vehicle based on the magnitude relationship among the first distance between the master vehicle and the vehicle ahead, the pause threshold, and the start threshold by obtaining the first distance, ensuring that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process; the driving distance includes an acceleration distance, a constant-speed distance, and a deceleration distance, corresponding to the states where the master vehicle speeds up through kinetic energy, moves at a constant speed, and decelerates relying on friction when the kinetic energy is zero, respectively, providing the most energy-saving automatic driving solution, avoiding the energy consumption caused by the deceleration method relying on emergency braking, improving the utilization rate of resources, and effectively saving energy and reducing emissions.

[0095] In some embodiments, the driving distance of the master vehicle is split into an acceleration distance, a constant-speed distance, and a deceleration distance. When the master vehicle is accelerating, the constant-speed distance exists only when the vehicle speed reaches the speed threshold. As Figure 5 shown, Figure 5 FIG. is a flowchart of a method for determining an acceleration distance, a constant-speed distance, and a deceleration distance based on a driving distance provided by an exemplary embodiment of this application, including the following steps.

[0096] Step 510, obtain the real-time driving parameters of the master vehicle.

[0097] Among them, the real-time driving parameters include the total weight, the current vehicle speed, the wind resistance parameter, and the ground friction of the master vehicle during driving.

[0098] The total weight of the master vehicle during driving includes but is not limited to: (1) the weight of the internal facilities of the master vehicle; (2) the self-weight of the master vehicle; (3) the weight of all the personnel carried inside the master vehicle, such as the driver and passengers.

[0099] There is an information collection and processing component on the master vehicle, which is used to collect the above real-time driving parameters, including but not limited to the following methods: (1) directly obtain the current vehicle speed through the numbers displayed on the instrument panel control panel; (2) the information collection component collects and processes the wind force data received during the vehicle driving process to obtain the wind resistance parameter; (3) the information collection component analyzes the traction force and friction force during the vehicle driving process through the current vehicle speed and the kinetic energy consumed during the vehicle's automatic driving process to obtain the ground friction force; (4) the information collection component collects the weight information of the passengers carried in the vehicle and adds it to the weight information of the master vehicle itself to obtain the total weight of the master vehicle.

[0100] Optionally, the values corresponding to the real-time driving parameters are: the total weight of the master vehicle during driving is 300 kg, the current vehicle speed is 25 km / h, the wind resistance parameter is 5 (range 0 - 10, the larger the wind resistance parameter, the stronger the wind), and the ground friction force is 1000 N.

[0101] In some embodiments, the types of the information collection and processing components on the master vehicle include but are not limited to: (1) sensors with specific functions; (2) information collection systems with specific functions, etc.

[0102] In some embodiments, the real-time driving parameters also include other types of data, such as: the remaining kinetic energy of the master vehicle: (1) when the master vehicle is a fuel vehicle, the remaining fuel in the fuel tank of the master vehicle; (2) when the master vehicle is a pure electric vehicle, the remaining battery in the battery of the master vehicle; this embodiment does not limit this.

[0103] Step 520, perform weighted calculation processing on the real-time driving parameters to obtain a distance parameter.

[0104] Assign different weight values to each real-time driving parameter, multiply them and sum them to obtain the distance parameter. That is, perform weighted calculation on the total weight, current vehicle speed, wind resistance parameter, and ground friction force in the real-time driving parameters.

[0105] Among them, the distance parameter includes an acceleration parameter, a constant speed parameter, and a deceleration parameter. The acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, the constant speed parameter is used to represent the proportion of the constant speed distance in the driving distance, and the deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance.

[0106] Schematically, the total weight is 0.5 (tons), the current vehicle speed is 10 km / h, the wind resistance parameter is 0.5, and the ground friction force is 1 (KN).

[0107] (1) When calculating the acceleration parameter: the weight value of the total weight in the real-time driving parameters is 0.1, the weight value of the current vehicle speed is 0.02, the weight value of the wind resistance parameter is 0.1, and the weight value of the ground friction is 0.01;

[0108] Then, the acceleration parameter is: 0.5 * 0.1 + 10 * 0.02 + 0.5 * 0.1 + 1 * 0.01 = 0.31 = 31%;

[0109] (2) When calculating the constant speed parameter: the weight value of the total weight in the real-time driving parameters is 0.3, the weight value of the current vehicle speed is 0, the weight value of the wind resistance parameter is 0.1, and the weight value of the ground friction is 0.05;

[0110] Then, the constant speed parameter is: 0.5 * 0.3 + 10 * 0 + 0.5 * 0.1 + 1 * 0.05 = 0.25 = 25%;

[0111] (3) When calculating the deceleration parameter: the weight value of the total weight in the real-time driving parameters is 0.5, the weight value of the current vehicle speed is 0.01, the weight value of the wind resistance parameter is 0.1, and the weight value of the ground friction is 0.04;

[0112] Then, the deceleration parameter is: 0.5 * 0.5 + 10 * 0.01 + 0.5 * 0.1 + 1 * 0.04 = 0.44 = 44%.

[0113] Multiply the driving distance by the above acceleration parameter, constant speed parameter, and deceleration parameter respectively to obtain the corresponding acceleration distance, constant speed distance, and deceleration distance.

[0114] Among them, 31% + 25% + 44% = 100%, the sum of the distance parameters is 1, that is, the sum of the acceleration parameter, constant speed parameter, and deceleration parameter is 1. The expression forms of the distance parameters include but are not limited to the following: (1) Percentage form: respectively representing the percentages of the acceleration distance, constant speed distance, and deceleration distance in the driving distance; (2) Decimal form: having the same meaning as the percentage form.

[0115] Optionally, the driving distance is 10 meters, the expression form of the distance parameter is the percentage form, the acceleration parameter is 30%, the constant speed parameter is 35%, and the deceleration parameter is 35%. Then the acceleration distance is 3 meters, the constant speed distance is 3.5 meters, and the deceleration distance is 3.5 meters.

[0116] In some embodiments, the server calculates and processes the real-time driving parameters to obtain the distance parameter. That is, after the information collection component on the master vehicle collects the real-time driving parameters, the in-vehicle terminal sends the real-time driving parameters to the server, and the server calculates and processes them to obtain the distance parameter and returns it to the in-vehicle terminal.

[0117] In some embodiments, an application program capable of performing weighted calculation processing on real-time driving parameters is installed in the on-vehicle terminal of the master vehicle. That is, after the information collection component on the master vehicle collects the real-time driving parameters, it sends them to the on-vehicle terminal, and the on-vehicle terminal performs weighted calculation processing on the real-time driving parameters to obtain a distance parameter and stores it.

[0118] Step 530, determine the acceleration distance, constant-speed distance, and deceleration distance corresponding to the master vehicle based on the distance parameter.

[0119] Since the distance parameter corresponds to the proportion of the acceleration distance, constant-speed distance, and deceleration distance in the driving distance respectively, the acceleration distance, constant-speed distance, and deceleration distance corresponding to the master vehicle are directly determined based on the product between the distance parameter and the driving distance.

[0120] The master vehicle accelerates at a certain acceleration within the acceleration distance. When the acceleration distance ends, it travels at a constant speed with the current speed after the final acceleration. When the constant-speed distance ends, the kinetic energy directly disappears and deceleration occurs. When automatically driving within the above acceleration distance, constant-speed distance, and deceleration distance, the speed of the master vehicle has reached the speed threshold. Usually, when the speed reaches the speed threshold, it no longer accelerates and directly uses the speed threshold as the current vehicle speed for constant-speed driving. When the constant-speed distance ends, the accelerator pedal is completely released, so that the master vehicle does not rely on kinetic energy and completely relies on inertia and the friction between the ground and the master vehicle to move forward and finally stop.

[0121] In some embodiments, in response to the master vehicle automatically driving in an accelerating state within the acceleration distance and the vehicle speed not reaching the speed threshold, it is determined that the constant-speed distance is zero.

[0122] At this time, weighted calculation processing is performed on the real-time driving parameters to obtain a second acceleration parameter and a second deceleration parameter; wherein, the second acceleration parameter and the second deceleration parameter are also used to represent the proportion of the acceleration distance and the deceleration distance in the driving distance respectively.

[0123] Based on the products of the second acceleration parameter and the second deceleration parameter and the driving distance respectively, the acceleration distance and the deceleration distance corresponding to the master vehicle are determined.

[0124] Optionally, the speed threshold is 30 km / h, the second acceleration parameter is 50%, the second deceleration parameter is 50%, the driving distance of the master vehicle is 10 m, and the pause threshold is 3 m.

[0125] Therefore, the acceleration distance of the master vehicle is 5 meters, and the deceleration distance is also 5 meters. When the master vehicle accelerates at a constant acceleration of 1 m / s² and reaches a distance of 8 meters (5 + 3 = 8 meters) between the master vehicle and the vehicle ahead, that is, when the acceleration distance ends, the driving speed of the master vehicle is 25 km / h, which does not reach the speed threshold of 30 km / h. Then, completely release the accelerator pedal, and rely on inertia and the friction between the master vehicle and the ground to decelerate the master vehicle until it stops.

[0126] It should be noted that the speed threshold of the master vehicle can be arbitrary, and the real-time driving parameters and distance parameters of the master vehicle can be arbitrary. This embodiment does not limit this.

[0127] In summary, the method provided by this application determines the driving distance of the master vehicle by obtaining the first distance between the master vehicle and the vehicle ahead and based on the magnitude relationship among the first distance, the pause threshold, and the start threshold, ensuring that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process. The driving distance includes an acceleration distance, a constant-speed distance, and a deceleration distance, corresponding to the states where the master vehicle speeds up through kinetic energy, moves at a constant speed, and decelerates relying on friction when the kinetic energy is zero, respectively. It provides the most energy-saving automatic driving scheme, avoids the energy consumption brought by the deceleration method relying on emergency braking, improves the utilization rate of resources, and effectively saves energy and reduces emissions.

[0128] The method provided by this embodiment obtains the real-time driving parameters of the master vehicle, performs calculation and processing on them to obtain distance parameters, and based on the product of the distance parameters and the driving distance of the vehicle control vehicle, obtains the acceleration distance, deceleration distance, and constant-speed distance, and controls the master vehicle to automatically drive in different distance segments in different target states, which can provide the optimal automatic driving scheme, reduce energy consumption, and achieve energy conservation and emission reduction.

[0129] The method provided by this embodiment sets a speed threshold for the master vehicle. When the master vehicle accelerates within the acceleration distance and the speed does not reach the preset threshold, the constant-speed distance is set to zero, and only the acceleration distance and the deceleration distance are retained. Considering the situation when the driving speed of the master vehicle is relatively low, it saves the kinetic energy consumed in the constant-speed distance segment, enables the master vehicle to reduce fuel consumption during driving, and improves the efficiency and resource utilization rate of automatic driving.

[0130] In some embodiments, before obtaining the real-time driving parameters and distance parameters, it is also necessary to detect obstacles between the current vehicle and the mass ahead, and based on the results of the obstacle detection, control the master vehicle to automatically drive in a target state. As Figure 6 shown, Figure 6This is a flowchart of a method for determining the automatic driving of a master vehicle in a target state based on obstacle detection results provided by an exemplary embodiment of the present application. The method includes the following steps.

[0131] Step 610: Obtain the obstacle detection result between the master vehicle and the vehicle ahead.

[0132] Among them, the obstacle detection result is used to represent the situation where there is an obstacle between the master vehicle and the vehicle ahead.

[0133] The methods for performing obstacle detection between the master vehicle and the vehicle ahead include, but are not limited to, the following several types:

[0134] 1. Obstacle detection sensor: The obstacle detection sensor installed on the master vehicle perceives the environment based on devices such as lidar and millimeter-wave radar, including perceiving (1) the driving path of the master vehicle, (2) the surrounding objects of the master vehicle, and (3) the environment in which the master vehicle is driving, and accurately locates and classifies the obstacles.

[0135] 2. Obstacle detection camera: The obstacle detection camera installed on the master vehicle takes pictures of the road ahead of the master vehicle to obtain an image of the road conditions ahead, analyzes and processes the image content to obtain the obstacle detection result.

[0136] Among them, the obstacles are divided into static obstacles and dynamic obstacles. The static obstacles include garbage, fallen items, parts, etc., and the dynamic obstacles include passing animals and pedestrians, etc.

[0137] When the obstacle detection result shows that there is an obstacle, the number of obstacles is at least one; when the obstacle detection result shows that there is no obstacle, the number of obstacles is zero.

[0138] Step 620: In response to the existence of an obstacle between the master vehicle and the vehicle ahead, control the master vehicle to pause in place.

[0139] Optionally, if there is a static obstacle between the master vehicle and the vehicle ahead, the obstacle detection result is: there is a static obstacle. Control the master vehicle to pause in place, and the master vehicle can perform operations such as detouring or making a U-turn according to the road conditions.

[0140] Optionally, if there is a dynamic obstacle between the master vehicle and the vehicle ahead, the obstacle detection result is: there is a dynamic obstacle. Control the master vehicle to pause in place and wait for the dynamic obstacle to leave in front of the master vehicle; or, if the obstacle does not leave, the master vehicle can be controlled to honk the horn to prompt the dynamic obstacle ahead to leave; or, the master vehicle can perform operations such as detouring or making a U-turn according to the road conditions.

[0141] In some embodiments, the obstacle between the host vehicle and the vehicle ahead is small in volume and light in weight. When the wind speed is high, the obstacle may be blown away by the wind; or, the obstacle leaves automatically; or, the obstacle is taken away by other vehicles. When any of the above situations occurs, there is no longer an obstacle between the host vehicle and the vehicle ahead, and the host vehicle can be controlled to continue driving. This embodiment does not limit this.

[0142] Step 630, in response to there being no obstacle between the host vehicle and the vehicle ahead, control the host vehicle to automatically drive in a target state based on the relationship among the first distance, the start threshold, and the pause threshold.

[0143] Specifically, based on the magnitude relationship among the first distance, the start threshold, and the pause threshold, control the host vehicle to automatically drive in a target state. The target state includes an acceleration state, a constant-speed state, and a deceleration state, corresponding to the driving states of the host vehicle within the acceleration distance, the constant-speed distance, and the deceleration distance, respectively.

[0144] It is known that the start threshold is greater than the pause threshold. The magnitude relationship among the first distance, the start threshold, and the pause threshold includes but is not limited to the following situations:

[0145] (1) The first distance is less than the pause threshold;

[0146] In response to the first distance being less than the pause threshold, control the host vehicle to pause in place.

[0147] The pause threshold represents the safe distance between the host vehicle and the vehicle ahead. Generally, the first distance between the host vehicle and the vehicle ahead should be greater than the pause threshold. When the first distance is less than the pause threshold, it means that the host vehicle is too close to the vehicle ahead.

[0148] If the vehicle ahead is in a driving state, wait for the vehicle ahead to drive forward until the first distance between the host vehicle and the vehicle ahead is greater than the pause threshold, and then control the host vehicle to drive automatically; if the vehicle ahead is in a paused state, control the host vehicle to also remain in a paused state until the vehicle ahead starts to drive and creates a first distance from the host vehicle. When the first distance is greater than the pause threshold, then control the host vehicle to drive automatically.

[0149] (2) The first distance is greater than the pause threshold and less than the start threshold;

[0150] In response to the first distance being greater than the pause threshold and less than the start threshold, control the host vehicle to automatically drive in a target state based on the road conditions of the driving path of the host vehicle.

[0151] At this time, the master vehicle does not meet the start requirements and can continue to remain paused or slowly drive according to the road conditions of the driving path of the master vehicle; among them, the road conditions of the driving path include uphill roads and downhill roads, which respectively correspond to the following target states.

[0152] (1) In response to the master vehicle being on an uphill road, control the master vehicle to automatically drive in an accelerating state;

[0153] Due to the special road conditions of the uphill road, if the kinetic energy of the master vehicle is insufficient at this time, the master vehicle is prone to sliding and slipping. Therefore, it is necessary to automatically drive in an accelerating state. In the accelerating state, the acceleration of the master vehicle can be constant or variable, and the acceleration of the master vehicle is determined according to actual factors for automatic driving.

[0154] Among them, the actual factors include but are not limited to: the slope of the uphill road, the magnitude of the friction force between the master vehicle and the ground, etc.

[0155] (2) In response to the master vehicle being on a downhill road, control the master vehicle to automatically drive in a decelerating state.

[0156] When the master vehicle is on a downhill road, due to gravitational potential energy and the inertia of the vehicle, the master vehicle will slide down the downhill road by itself. At this time, it can continue to move forward without kinetic energy. If the distance between the master vehicle and the vehicle in front is too close, it is very easy to have a rear-end collision accident, causing a safety hazard. Therefore, control the master vehicle to automatically drive in a decelerating state. In the decelerating state, the master vehicle can achieve deceleration by completely releasing the accelerator pedal and no longer providing additional kinetic energy, or by controlling the brake pedal to achieve deceleration.

[0157] In some embodiments, the road conditions of the driving road where the master vehicle is located can also be other types. When encountering different road conditions, the target driving state of the master vehicle is also different, and this embodiment does not limit this.

[0158] It should be noted that the content corresponding to the above step 620 and the above step 630 is parallel, that is, after executing the content corresponding to step 610, the content corresponding to step 620 and step 630 is executed simultaneously.

[0159] In summary, the method provided by this application determines the driving distance of the master vehicle based on the magnitude relationship among the first distance between the master vehicle and the vehicle ahead, the pause threshold, and the start threshold by obtaining the first distance between the master vehicle and the vehicle ahead, ensuring that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process; the driving distance includes an acceleration distance, a constant-speed distance, and a deceleration distance, corresponding to the states of the master vehicle accelerating through kinetic energy, moving at a constant speed, and decelerating relying on friction when the kinetic energy is zero, respectively, providing the most energy-efficient automatic driving solution, avoiding the energy consumption caused by the deceleration method relying on emergency braking, improving the utilization rate of resources, and effectively saving energy and reducing emissions.

[0160] The method provided in this embodiment, after obtaining the first distance between the master vehicle and the vehicle ahead, immediately detects obstacles between the two vehicles and obtains the obstacle detection result between the master vehicle and the vehicle ahead, and determines the target driving state of the master vehicle based on the obstacle detection result, which can effectively prevent the master vehicle from having an accident due to obstacles and improve the safety during the driving process.

[0161] The method provided in this embodiment, when there is an obstacle between the master vehicle and the vehicle ahead, immediately controls the master vehicle to pause in place, avoiding the master vehicle directly hitting the obstacle ahead, and continues to determine the subsequent target driving state of the master vehicle based on the position of the obstacle, improving the driving efficiency and ensuring safety.

[0162] The method provided in this embodiment, when there is no obstacle between the master vehicle and the vehicle ahead, controls the master vehicle to automatically drive in the target state based on the magnitude relationship among the first distance, the start threshold, and the pause threshold. When the distance is less than the pause threshold, it means that the distance between the master vehicle and the vehicle ahead does not meet the safety distance requirement, and immediately controls the master vehicle to pause in place and wait until the vehicle ahead drives away and the distance is widened before continuing to drive, which can effectively avoid the occurrence of rear-end accidents and improve the safety during the driving process.

[0163] The method provided in this embodiment, when the distance between the master vehicle and the vehicle ahead meets the safety distance requirement but does not meet the start requirement, can control the master vehicle to remain paused, or determine its target driving state according to the current road conditions of the driving road where the master vehicle is located. When on an uphill road, control the master vehicle to accelerate to prevent slipping and rolling back; when on a downhill road, control the master vehicle to decelerate to prevent the occurrence of rear-end accidents, improving the safety during the driving process.

[0164] Figure 7 is a structural block diagram of a vehicle control device provided by an exemplary embodiment of this application, as Figure 7 shown, the device includes the following parts.

[0165] An acquisition module 710, configured to acquire a first distance between a master vehicle and a vehicle ahead, where the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle, and the master vehicle is an autonomous vehicle;

[0166] A determination module 720, configured to, when the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determine a driving distance of the master vehicle based on the first distance and a pause threshold, where the start threshold is used to indicate that the master vehicle starts to drive, the pause threshold is used to indicate that the master vehicle pauses driving, and the pause threshold is less than the start threshold;

[0167] The determination module 720 is further configured to determine an acceleration distance, a constant-speed distance, and a deceleration distance corresponding to the master vehicle based on the driving distance, where the acceleration distance refers to the distance that the master vehicle travels by increasing its kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed by maintaining its kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when its kinetic energy is zero;

[0168] A control module 730, configured to control the master vehicle to automatically drive in a target state based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time, where the target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance.

[0169] In an optional embodiment, as Figure 8 shown, the determination module 720 further includes:

[0170] An acquisition unit 721, configured to acquire real-time driving parameters of the master vehicle, where the real-time driving parameters include the total weight, the current vehicle speed, the wind resistance parameter, and the ground friction force of the master vehicle during driving;

[0171] A processing unit 722, configured to perform a weighted calculation process on the real-time driving parameters to obtain distance parameters, where the distance parameters include an acceleration parameter, a constant-speed parameter, and a deceleration parameter, the acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, the constant-speed parameter is used to represent the proportion of the constant-speed distance in the driving distance, and the deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance;

[0172] A determination unit 723, configured to determine the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle based on the distance parameters.

[0173] In an alternative embodiment, the determining unit 723 is further configured to determine that the constant-speed distance is zero if the vehicle speed of the master vehicle does not reach the speed threshold when the master vehicle automatically travels at the accelerating state within the accelerating distance; perform weighted calculation processing on the real-time driving parameters to obtain a second acceleration parameter and a second deceleration parameter; and determine the accelerating distance and the decelerating distance corresponding to the master vehicle based on the second acceleration parameter and the second deceleration parameter.

[0174] In an alternative embodiment, the obtaining module 710 is further configured to obtain an obstacle detection result between the master vehicle and the vehicle ahead, where the obstacle detection result is used to indicate a situation where there is an obstacle between the master vehicle and the vehicle ahead.

[0175] In an alternative embodiment, the control module 730 is further configured to control the master vehicle to pause in place in response to an obstacle existing between the master vehicle and the vehicle ahead; and control the master vehicle to automatically travel in a target state based on the relationship between the first distance, the start threshold, and the pause threshold in response to no obstacle existing between the master vehicle and the vehicle ahead.

[0176] In an alternative embodiment, the control module 730 is further configured to control the master vehicle to pause in place in response to the first distance being less than the pause threshold; and control the master vehicle to automatically travel in a target state based on the road conditions of the driving path of the master vehicle in response to the first distance being greater than the pause threshold and less than the start threshold.

[0177] In an alternative embodiment, the road conditions of the driving path include an uphill road and a downhill road;

[0178] The control module 730 is further configured to control the master vehicle to automatically travel in an accelerating state in response to the master vehicle being on the uphill road; and control the master vehicle to automatically travel in a decelerating state in response to the master vehicle being on the downhill road.

[0179] In summary, the device provided in this application determines the driving distance of the master vehicle based on the size relationship between the first distance, the pause threshold, and the start threshold by obtaining the first distance between the master vehicle and the vehicle ahead, ensuring that the master vehicle maintains a safe distance from the vehicle ahead during the automatic driving process; the driving distance includes an accelerating distance, a constant-speed distance, and a decelerating distance, corresponding to the states where the master vehicle speeds up through kinetic energy, travels at a constant speed, and decelerates relying on friction when the kinetic energy is zero respectively, providing the most energy-saving automatic driving solution, avoiding the energy consumption caused by the deceleration method relying on emergency braking, improving the utilization rate of resources, and effectively saving energy and reducing emissions.

[0180] It should be noted that: for the vehicle control device provided in the above embodiments, only the division of the above functional modules is used for illustration. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device provided in the above embodiments and the embodiments of the vehicle control method belong to the same concept. For the specific implementation process, please refer to the method embodiments and will not be elaborated here.

[0181] Figure 9 FIG. shows a structural block diagram of an in-vehicle terminal 900 provided by an exemplary embodiment of the present application. The in-vehicle terminal 900 may be: a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III), an MP4 (Moving Picture Experts Group Audio Layer IV) player, a laptop computer, or a desktop computer. The in-vehicle terminal 900 may also be referred to by other names such as user equipment, portable terminal, laptop terminal, desktop terminal, etc.

[0182] Generally, the in-vehicle terminal 900 includes: a processor 901 and a memory 902.

[0183] The processor 901 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 901 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 901 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as the CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 901 may be integrated with a GPU (Graphics Processing Unit), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 901 may further include an AI processor, and the AI processor is used to process computational operations related to machine learning.

[0184] The memory 902 may include one or more computer-readable storage media, which may be non-transitory. The memory 902 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In some embodiments, the non-transitory computer-readable storage media in the memory 902 is used to store at least one instruction for being executed by the processor 901 to implement the vehicle control method provided in the method embodiments of the present application.

[0185] In some embodiments, the vehicle-mounted terminal 900 further includes other components. Those skilled in the art can understand that Figure 9 the structure shown does not constitute a limitation on the terminal 900, and it may include more or fewer components than shown, or combine certain components, or adopt different component arrangements.

[0186] Optionally, the computer-readable storage media may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSD), or optical discs, etc. Among them, the random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0187] The embodiments of the present application further provide a vehicle-mounted terminal, which can be implemented as the Figure 3 terminal or server shown. The vehicle-mounted terminal includes a processor and a memory. At least one instruction, at least one segment of program, code set or instruction set is stored in the memory, and at least one instruction, at least one segment of program, code set or instruction set is loaded and executed by the processor to implement the vehicle control method provided in the above method embodiments.

[0188] The embodiments of the present application further provide a computer-readable storage media, on which at least one instruction, at least one segment of program, code set or instruction set is stored, and at least one instruction, at least one segment of program, code set or instruction set is loaded and executed by the processor to implement the vehicle control method provided in the above method embodiments.

[0189] Embodiments of the present application also provide a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of the vehicle-mounted terminal reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the vehicle-mounted terminal executes the vehicle control method described in any one of the above embodiments.

[0190] Optionally, the computer-readable storage medium may include: read-only memory (ROM, Read Only Memory), random access memory (RAM, Random Access Memory), solid state drive (SSD, Solid State Drives), or optical disc, etc. Among them, the random access memory may include resistive random access memory (ReRAM, Resistance RandomAccess Memory) and dynamic random access memory (DRAM, Dynamic Random Access Memory). The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0191] Those of ordinary skill in the art can understand that all or part of the steps for implementing the above embodiments can be completed by software, or can be completed by a program instructing relevant software. The program can be stored in a computer-readable storage medium. The storage medium mentioned above can be read-only memory, magnetic disk or optical disc, etc.

[0192] The above are only optional embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that, executed by an in-vehicle terminal, the method comprising: obtaining a first distance between a master vehicle and a vehicle ahead, where the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle, and the master vehicle is an autonomous vehicle; when the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determining a driving distance of the master vehicle based on the first distance and a pause threshold, where the start threshold is used to indicate the start of driving of the master vehicle, the pause threshold is used to indicate the pause of driving of the master vehicle, and the pause threshold is less than the start threshold; determining an acceleration distance, a constant-speed distance, and a deceleration distance corresponding to the master vehicle based on the driving distance, where the acceleration distance refers to the distance that the master vehicle travels by increasing its kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed by maintaining its kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when its kinetic energy is zero; controlling the master vehicle to automatically travel in a target state based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time, where the target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance; the determining the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle based on the driving distance includes: obtaining real-time driving parameters of the master vehicle, where the real-time driving parameters include the total weight, current vehicle speed, wind resistance parameter, and ground friction force of the master vehicle during driving; performing a weighted calculation process on the real-time driving parameters to obtain distance parameters, where the distance parameters include an acceleration parameter, a constant-speed parameter, and a deceleration parameter, the acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, the constant-speed parameter is used to represent the proportion of the constant-speed distance in the driving distance, and the deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance; determining the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle based on the distance parameters; the determining the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle based on the distance parameters further includes: when the master vehicle automatically travels in the acceleration state within the acceleration distance and the vehicle speed does not reach a speed threshold, determining that the constant-speed distance is zero; performing a weighted calculation process on the real-time driving parameters to obtain a second acceleration parameter and a second deceleration parameter, the second acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, and the second deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance; determining the acceleration distance and the deceleration distance corresponding to the master vehicle based on the second acceleration parameter and the second deceleration parameter.

2. The method according to claim 1, characterized in that, after obtaining the first distance between the master vehicle and the vehicle ahead, further comprising: Obtain an obstacle detection result between the master vehicle and the vehicle ahead, where the obstacle detection result is used to indicate the presence of an obstacle between the master vehicle and the vehicle ahead.

3. The method according to claim 2, wherein, the method further includes: In response to the presence of an obstacle between the master vehicle and the vehicle ahead, control the master vehicle to pause in place; In response to the absence of an obstacle between the master vehicle and the vehicle ahead, control the master vehicle to automatically travel in a target state based on the relationship between the first distance, the start threshold, and the pause threshold.

4. The method according to claim 3, wherein, the step of, in response to the absence of an obstacle between the master vehicle and the vehicle ahead, controlling the master vehicle to automatically travel in a target state based on the relationship between the first distance, the start threshold, and the pause threshold includes: In response to the first distance being less than the pause threshold, control the master vehicle to pause in place; In response to the first distance being greater than the pause threshold and less than the start threshold, control the master vehicle to automatically travel in a target state based on the road conditions of the driving path of the master vehicle.

5. The method according to claim 4, wherein, the road conditions of the driving path include uphill roads and downhill roads; the step of, in response to the first distance being greater than the pause threshold and less than the start threshold, controlling the master vehicle to automatically travel in a target state based on the road conditions of the driving path of the master vehicle includes: In response to the first distance being greater than the pause threshold and less than the start threshold, and the master vehicle being on the uphill road, control the master vehicle to automatically travel in an accelerated state; In response to the first distance being greater than the pause threshold and less than the start threshold, and the master vehicle being on the downhill road, control the master vehicle to automatically travel in a decelerated state.

6. A vehicle control device, wherein, the device includes: An acquisition module that acquires a first distance between a master vehicle and a vehicle ahead, where the vehicle ahead refers to the vehicle closest to the master vehicle on the driving path of the master vehicle, and the master vehicle is an autonomous vehicle; A determination module that, in the case where the master vehicle is in a stationary state, in response to the first distance being greater than a start threshold, determines the driving distance of the master vehicle based on the first distance and a pause threshold, where the start threshold is used to indicate the start of driving of the master vehicle, the pause threshold is used to indicate the pause of driving of the master vehicle, and the pause threshold is less than the start threshold; The determination module determines the acceleration distance, constant-speed distance, and deceleration distance corresponding to the master vehicle based on the driving distance, where the acceleration distance refers to the distance that the master vehicle travels by increasing its kinetic energy, the constant-speed distance refers to the distance that the master vehicle travels at a fixed speed by maintaining its kinetic energy, and the deceleration distance refers to the distance that the master vehicle travels when its kinetic energy is zero; A control module controls the master vehicle to automatically travel in a target state based on the acceleration distance, the constant-speed distance, and the deceleration distance determined in real time. The target state includes an acceleration state corresponding to the acceleration distance, a constant-speed state corresponding to the constant-speed distance, and a deceleration state corresponding to the deceleration distance. The determination module obtains the real-time driving parameters of the master vehicle. The real-time driving parameters include the total weight, the current vehicle speed, the wind resistance parameter, and the ground friction of the master vehicle during driving. The real-time driving parameters are weighted and calculated to obtain distance parameters, including an acceleration parameter, a constant-speed parameter, and a deceleration parameter. The acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, the constant-speed parameter is used to represent the proportion of the constant-speed distance in the driving distance, and the deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance. Based on the distance parameters, the acceleration distance, the constant-speed distance, and the deceleration distance corresponding to the master vehicle are determined. When the vehicle speed does not reach the speed threshold when the determination module responds to the master vehicle automatically traveling in the acceleration state within the acceleration distance, the determination module determines that the constant-speed distance is zero. The real-time driving parameters are weighted and calculated to obtain a second acceleration parameter and a second deceleration parameter. The second acceleration parameter is used to represent the proportion of the acceleration distance in the driving distance, and the second deceleration parameter is used to represent the proportion of the deceleration distance in the driving distance. Based on the second acceleration parameter and the second deceleration parameter, the acceleration distance and the deceleration distance corresponding to the master vehicle are determined.

7. An in-vehicle terminal Characterized in that The in-vehicle terminal includes a processor and a memory. At least one program is stored in the memory, and the at least one program is loaded and executed by the processor to implement the vehicle control method according to any one of claims 1 to 5.

8. A computer-readable storage medium Characterized in that At least one program is stored in the storage medium, and the at least one program is loaded and executed by a processor to implement the vehicle control method according to any one of claims 1 to 5.

9. A computer program product Characterized in that It includes a computer program, and when the computer program is executed by a processor, it implements the vehicle control method according to any one of claims 1 to 5.

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