Control method of vehicle, electronic device

Abstract

The application provides a control method of a vehicle and an electronic device, wherein the method can include: identifying a material containing an obstacle vehicle to obtain an identification result; the identification result includes at least one of a type of the obstacle vehicle and a driving state of the obstacle vehicle; determining a driving category of the obstacle vehicle according to the identification result, determining a driving strategy matched with the driving category, and controlling the target vehicle to drive according to the driving strategy. According to the embodiment of the application, the influence of the obstacle vehicle with an anomaly on the driving strategy of the target vehicle is focused, so that a targeted driving strategy is determined based on the situation of the obstacle vehicle, and the safety of the driving process of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a vehicle control method and electronic device. Background Technology

[0002] When formulating driving strategies, the impact of the vehicle's own planned behavior on road safety is given priority. Related technologies primarily rely on road responsibility-sensitive safety models and active safe driving strategies. These technologies generate driving strategies from the perspective of the target vehicle itself, thereby controlling the target vehicle based on these strategies. However, because these methods lack analysis of the behavior of other road users, they can easily lead to the target vehicle being passively involved in traffic accidents. Summary of the Invention

[0003] This application provides a vehicle control method, a target vehicle control device, an electronic device, and a computer-readable storage medium.

[0004] In a first aspect, embodiments of this application provide a vehicle control method, which may include:

[0005] The material containing obstructed vehicles is identified to obtain identification results; the identification results include at least one of the type of obstructed vehicle and the driving state of the obstructed vehicle.

[0006] Based on the identification results, the driving category of the obstacle vehicle is determined, and a driving strategy matching the driving category is determined.

[0007] The target vehicle is controlled to drive according to the driving strategy described above.

[0008] Secondly, embodiments of this application provide a control device for a target vehicle, which may include:

[0009] The material recognition module is used to identify materials containing obstacle vehicles and obtain recognition results; the recognition results include at least one of the type of obstacle vehicle and the driving state of the obstacle vehicle.

[0010] A driving strategy determination module is used to determine the driving category of the obstacle vehicle based on the recognition result, and to determine the driving strategy matching the driving category.

[0011] The driving control module is used to control the driving of the target vehicle according to the driving strategy.

[0012] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor, when executing the computer program, implements the method described in any of the above-mentioned embodiments.

[0013] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the method described in any of the preceding claims.

[0014] Compared with the prior art, this application has the following advantages:

[0015] The embodiments of this application describe response strategies when the obstacle vehicle belongs to a specified type of vehicle or exhibits abnormal driving behavior. Specifically, they focus on the impact of abnormal obstacle vehicles on the target vehicle's own driving strategy, thereby determining targeted driving strategies based on the obstacle vehicle's situation, ultimately achieving the technical effect of improving safety.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application, it can be implemented according to the contents of the specification. In order to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0017] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments according to this application and should not be construed as limiting the scope of this application.

[0018] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0019] Figure 2 This is one of the lane diagrams according to an embodiment of this application;

[0020] Figure 3 This is a second schematic diagram of a lane according to an embodiment of this application;

[0021] Figure 4 This is a structural block diagram of a control device for a target vehicle according to an embodiment of this application; and

[0022] Figure 5 This is a block diagram of an electronic device used to implement embodiments of this application. Detailed Implementation

[0023] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the concept or scope of this application. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0024] To facilitate understanding of the technical solutions of the embodiments of this application, the relevant technologies of the embodiments of this application are described below. The following relevant technologies are optional solutions and can be combined with the technical solutions of the embodiments of this application in any way, and all of them fall within the protection scope of the embodiments of this application.

[0025] This application provides a vehicle control method, such as... Figure 1 The diagram shown is a flowchart of a vehicle control method according to an embodiment of this application, which may include:

[0026] Step S101: Identify the material containing the obstacle vehicle and obtain the identification result; the identification result includes at least one of the obstacle vehicle type and the obstacle vehicle's driving status;

[0027] Step S102: Determine the driving category of the obstacle vehicle based on the recognition results, and determine the driving strategy matching the driving category;

[0028] Step S103: Control the target vehicle to drive according to the driving strategy.

[0029] The executing entity of this application may include the vehicle's infotainment system or a cloud service platform that communicates with the target vehicle. If the executing entity is the vehicle's infotainment system, it can rely on sensors installed on the target vehicle's body to acquire information and determine a driving strategy based on that information. If the executing entity is a cloud service platform, it can acquire information collected by the target vehicle's sensors through communication with the target vehicle, thereby determining a driving strategy. Finally, the determined driving strategy is sent to the target vehicle.

[0030] Footage containing obstructing vehicles can include images, videos, radar detection footage, etc., captured from the target vehicle. By identifying footage containing obstructing vehicles, it is possible to determine the type of obstructing vehicle appearing in the footage, as well as at least one of its driving states. The main purpose of identifying footage containing obstructing vehicles is to identify whether there are vehicles driving abnormally or whether there are vehicles of a specific type that potentially affect the normal driving of the target vehicle.

[0031] Obstacle vehicles can be categorized by their function or size. For example, categorization by function can include passenger cars, buses, water trucks, construction waste trucks, and hazardous materials transport vehicles. Passenger cars can include sedans and SUVs. Water trucks, construction waste trucks, and hazardous materials transport vehicles can be designated as specific vehicles. That is, vehicles of a specific type that potentially affect the normal operation of the target vehicle. When categorizing by size, it can be based on the length or height of the obstacle vehicle. For example, vehicles exceeding a certain length threshold or height threshold can be designated as specific vehicles.

[0032] The driving status of the obstacle vehicle can include its speed and trajectory. The trajectory can include whether the obstacle vehicle frequently changes lanes or frequently crosses the lane lines. Frequent lane changes are defined as changing lanes at least as many times within a given time period, or frequently crossing the lane lines at least as many times within a given time period, or crossing the lane lines for a duration not less than a corresponding threshold.

[0033] In summary, the current implementation primarily targets abnormal obstacle vehicles. After obtaining the detection results, different identification results can be categorized according to a pre-determined classification strategy. Each category can have a matching driving strategy. Once the driving strategy is determined, the target vehicle can be controlled to drive according to the strategy. Conversely, if the obstacle vehicle is a regular passenger car or a vehicle in normal driving condition, the original driving strategy can be maintained.

[0034] Through the above process, the main problem this application aims to solve is the response strategy when the obstacle vehicle belongs to a specified type of vehicle, or when the obstacle vehicle exhibits abnormal driving behavior. That is, it focuses on the impact of an abnormal obstacle vehicle on the target vehicle's own driving strategy, thereby determining a targeted driving strategy based on the situation of the obstacle vehicle.

[0035] In one implementation, when the obstacle vehicle is located in the same lane as the target vehicle, step S102, which involves determining the driving category of the obstacle vehicle based on the identification result, may include:

[0036] Step S1021: If the identification result includes the obstacle vehicle's driving speed being lower than the first speed threshold, the obstacle vehicle being of a specified type, or the obstacle crossing the line more than at least one of the corresponding indicators during driving, it is determined to be the first driving category;

[0037] Step S1022: If the identification result includes that the speed of the obstacle vehicle is not lower than the second speed threshold, it is determined to be the second driving category;

[0038] Step S1023: If the identification result includes lane-changing frequency of obstructed vehicles exceeding the corresponding frequency threshold, it is determined to be the third driving category.

[0039] The speed of an obstructed vehicle below the first speed threshold corresponds to a vehicle traveling slowly on the road. Furthermore, the first speed threshold can vary depending on the type of road. For example, the first speed threshold on highways can be set to 60 km / h, while on urban roads it can be set to 30 km / h. It's easy to understand that the above first speed threshold refers to the speed threshold under conditions of no congestion. The specified vehicle type can be a water truck, a dump truck, a hazardous materials transport vehicle, etc., or a vehicle whose length exceeds the corresponding length threshold or whose height exceeds the corresponding height threshold. Exceeding the corresponding indicator for the number of times or duration of line crossings can mean that the number of line crossings within a certain time period is not less than a preset threshold for the number of times or the duration of line crossings is not less than a corresponding duration threshold. All of the above abnormal situations can correspond to the same category, namely, the first driving category.

[0040] A vehicle traveling at a speed not lower than the second speed threshold can be classified as a vehicle speeding on the road. Abnormal speeding situations can be classified as a second driving category.

[0041] The frequency of lane changes by an obstacle vehicle exceeding a corresponding threshold corresponds to the situation where the obstacle vehicle frequently changes lanes during its journey. For example, this could be defined as the number of lane changes within a certain time period not being less than a preset threshold. This abnormal situation of frequent lane changes can be classified as a third driving category.

[0042] In one implementation, when the driving category is a first driving category, the driving strategy for determining the driving category matching involved in step S102 may include:

[0043] Step S10211: Adjust the following distance according to the type of obstacle vehicle;

[0044] Step S10212: Determine the feasibility of changing lanes to the adjacent lane. If lanes can be changed, change lanes to the adjacent lane as the first driving strategy.

[0045] When encountering the first driving category, you can initially maintain a following position. During the following process, the possibility of lane changing is detected, and if the adjacent lane has the necessary driving conditions, a lane-changing driving strategy is generated.

[0046] For ordinary passenger cars, buses, and other vehicles, a preset standard following distance is set. For example, when the vehicle speed exceeds 100 km / h, the standard following distance can be set to 100 meters. When the vehicle speed is 50 km / h, the standard following distance can be set to 50 meters. For specific types of vehicles, the following distance can be adjusted to 1.2 times, 1.5 times, or 2 times the standard following distance, etc. In the various embodiments of this application, the numerical values ​​are only illustrative examples and do not limit the scope of protection.

[0047] Combination Figure 2 As shown, the feasibility of changing lanes to an adjacent lane can include either changing lanes or not changing lanes. For changing lanes, this can be because there are no other obstructing vehicles in the adjacent lane within a specified range. Alternatively, there can be other obstructing vehicles in the adjacent lane, where the obstructing vehicles are traveling behind the target vehicle and at a speed no greater than the target vehicle's speed. Or, the obstructing vehicles in the adjacent lane can be traveling in front of the target vehicle and at a speed no less than the target vehicle's speed. Once it is determined that the adjacent lane is changeable, a first driving strategy for changing lanes to the adjacent lane can be generated.

[0048] In addition, the following situations also exist: The obstacle vehicle in the current lane is traveling at a speed lower than the first speed threshold, and the adjacent lane is a reversible lane. After changing lanes to the adjacent lane, the adjacent lane becomes the current lane. If, after changing lanes, there are still obstacle vehicles in the current lane traveling at a speed lower than the first speed threshold, steps S10211 and S10212 can be repeated. That is, when obstacle vehicles are traveling side-by-side at low speeds or overtaking each other at low speeds, a suitable time can be chosen to change lanes. This allows the driver to follow the obstacle vehicle traveling at a relatively higher speed and ultimately overtake the slower obstacle vehicle using the first driving strategy.

[0049] In one implementation, when the driving category is a first driving category, the driving strategy for determining the driving category matching involved in step S102 may further include:

[0050] In situations where lane changes are not possible, use at least one of honking the horn or flashing the lights as a secondary driving strategy.

[0051] Combination Figure 2 As shown, situations where lane changes are not permitted include situations where there is also an obstacle vehicle in the adjacent lane, where the obstacle vehicle in the adjacent lane is traveling behind the target vehicle and at a speed greater than the target vehicle's speed, or where the obstacle vehicle in the adjacent lane is traveling in front of the target vehicle and at a speed less than the target vehicle's speed. Therefore, it can be considered that changing lanes would pose a collision risk, and thus the feasibility of changing lanes to the adjacent lane is deemed not permitted.

[0052] In situations where lane changes are not permitted, at least one of two methods—honking the horn or flashing the lights—can be used to warn vehicles obstructing the path ahead. Therefore, at least one of these two methods can be used as a secondary driving strategy.

[0053] In one implementation, when the driving category is the second driving category, the driving strategy for determining the driving category matching involved in step S102 may specifically include:

[0054] The third driving strategy is to keep the target vehicle in its current lane.

[0055] The situation where the obstacle vehicle's speed is not lower than the second speed threshold can refer to an obstacle vehicle that is speeding. For an obstacle vehicle that is speeding, if it is behind the target vehicle, there is a risk of collision. Therefore, maintaining the target vehicle's current lane can be used as a third driving strategy to reduce the risk of a collision.

[0056] In one implementation, when the driving category is the third driving category, the driving strategy for determining the driving category matching involved in step S102 may specifically include:

[0057] The fourth driving strategy is to adjust the speed of the target vehicle so that the distance between the target vehicle and the obstacle vehicle is not less than a preset safe distance.

[0058] An obstacle vehicle changing lanes more frequently than a certain frequency threshold indicates that it is engaging in frequent lane-changing behavior. For obstacle vehicles that frequently change lanes, maintaining a sufficient safe distance between the target vehicle and the frequently changing obstacle vehicle can be considered a fourth driving strategy. This safe distance can be the aforementioned following distance or another predetermined distance. Generally, the safe distance can be greater than the aforementioned following distance, ensuring the target vehicle is sufficiently far from the frequently changing vehicle, thereby reducing the risk of a collision.

[0059] In one implementation, when the obstacle vehicle is located in the adjacent lane to the target vehicle, step S102, which involves determining the driving category of the obstacle vehicle based on the identification result, may specifically include:

[0060] If the identification results include the obstacle vehicle being of a specified type, or the obstacle crossing the line more than one of the corresponding indicators in terms of the number of times or duration of crossing the line during the driving process, it is determined to be in the fourth driving category.

[0061] The situation where the obstacle vehicle is located in the adjacent lane to the target vehicle can refer to the obstacle vehicle and the target vehicle driving side by side. (Combined) Figure 3 As shown, so-called parallel driving can be defined as a certain overlap between the target vehicle and the obstacle vehicle.

[0062] When driving side-by-side, if the obstructing vehicle is a designated type, such as a water truck, a dump truck, or a hazardous materials transport vehicle, then driving side-by-side poses a certain risk. Alternatively, if the obstructing vehicle exhibits frequent line-crossing behavior, exceeding the corresponding limits for the number of times or duration of line-crossing, then driving side-by-side also poses a certain risk. Therefore, when the obstructing vehicle is in the adjacent lane to the target vehicle, obstructing vehicles of a designated type or those exhibiting frequent line-crossing behavior can be classified as belonging to the fourth driving category.

[0063] In one implementation, when the driving category is the fourth driving category, the driving strategy for determining the driving category matching involved in step S102 may specifically include:

[0064] Determine the feasibility of changing lanes to the adjacent lane. If lane changing is possible, then change lanes to the adjacent lane as the fifth driving strategy.

[0065] When driving alongside a vehicle exhibiting risky driving behavior or of a specific type, the underlying driving strategy can be to end the parallel driving as early as possible. This can be achieved by changing lanes. For lane-change scenarios, this could be due to the absence of other obstructing vehicles in the adjacent lane within a specified range. Alternatively, it could be due to the presence of obstructing vehicles in the adjacent lane, with these vehicles traveling behind the target vehicle at a speed no greater than the target vehicle's speed. Another possibility is that the obstructing vehicles in the adjacent lane are traveling in front of the target vehicle at a speed no less than the target vehicle's speed. When it is determined that the adjacent lane is changeable, a fifth driving strategy for changing lanes to the adjacent lane can be generated. That is, the fifth driving strategy can be similar to the aforementioned first driving strategy. The difference could be the addition of a time threshold to the fifth driving strategy to meet the requirement of ending the parallel driving as early as possible. For example, the time threshold could be half a minute, one minute, etc. For instance, if parallel driving occurs, the driving strategy needs to be generated within the time threshold. This allows the target vehicle to drive according to the driving strategy, thus achieving an early end to the parallel driving.

[0066] In one implementation, when the driving category is the fourth driving category, the driving strategy for determining the driving category matching involved in step S102 may further include:

[0067] In cases where lane changes are not permitted, the sixth driving strategy will be to adjust the vehicle speed so that the distance between the target vehicle and the obstacle vehicle is no less than a specified distance and no less than a preset safe distance.

[0068] If the adjacent lane is unsuitable for lane changing, a driving strategy to adjust the target vehicle's speed needs to be generated. For example, based on the number of obstructed vehicles in the target vehicle's lane, the strategy could be to accelerate or decelerate to move away from obstructed vehicles in adjacent lanes. A preset safe distance could be used to move away from obstructed vehicles in adjacent lanes.

[0069] Corresponding to the application scenarios and methods provided in the embodiments of this application, the embodiments of this application also provide a control device for a target vehicle. For example... Figure 4 The diagram shown is a structural block diagram of a control device for a target vehicle according to an embodiment of this application, which may include:

[0070] The material recognition module 401 is used to recognize materials containing obstacle vehicles and obtain recognition results; the recognition results include at least one of the type of obstacle vehicle and the driving status of the obstacle vehicle.

[0071] The driving strategy determination module 402 is used to determine the driving category of the obstacle vehicle based on the recognition result and determine the driving strategy matching the driving category.

[0072] The driving control module 403 is used to control the driving of the target vehicle according to the driving strategy.

[0073] The functions of each module in each device in the embodiments of this application can be found in the corresponding description in the above method, and they have corresponding beneficial effects, which will not be repeated here.

[0074] Figure 5 This is a block diagram of an electronic device used to implement embodiments of this application. For example... Figure 5 As shown, the electronic device includes a memory 510 and a processor 520. The memory 510 stores a computer program that can run on the processor 520. When the processor 520 executes the computer program, it implements the method described in the above embodiments. The number of memories 510 and processors 520 can be one or more.

[0075] The electronic device also includes:

[0076] The communication interface 530 is used to communicate with external devices and exchange and transmit data.

[0077] If the memory 510, processor 520, and communication interface 530 are implemented independently, they can be interconnected via a bus to communicate with each other. This bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0078] Optionally, in a specific implementation, if the memory 510, processor 520, and communication interface 530 are integrated on a single chip, then the memory 510, processor 520, and communication interface 530 can communicate with each other through an internal interface.

[0079] In another implementation, the electronic device includes an in-vehicle domain controller. The in-vehicle domain controller is communicatively connected to an information acquisition device. The information acquisition device can be an in-vehicle device, including at least one of an image acquisition device and a radar device; the radar device includes at least one of millimeter-wave radar and lidar. The information acquisition device can be used to acquire footage containing obstacle vehicles. This allows the in-vehicle domain controller to identify the footage containing obstacle vehicles and obtain identification results; the identification results include at least one of the obstacle vehicle type and the obstacle vehicle's driving state. Furthermore, the driving category of the obstacle vehicle can be determined based on the identification results, and then a driving strategy matching the driving category can be determined. Finally, the target vehicle's driving can be controlled according to the driving strategy. The functions of the in-vehicle domain controller can be found in the corresponding descriptions of the methods described above, and it possesses corresponding beneficial effects, which will not be elaborated further here.

[0080] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method provided in this application.

[0081] This application also provides a chip for retrieving and executing instructions stored in a memory, causing a communication device equipped with the chip to perform the methods provided in this application. Furthermore, the chip can also be used to execute code in a memory; when the code is executed, the chip performs the methods provided in the application.

[0082] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. General-purpose processors can be microprocessors or any conventional processor. It is worth noting that the processor can be a processor supporting the Advanced Reduced Instruction Set Computing (ARM) architecture.

[0083] Further, optionally, the aforementioned memory may include read-only memory and random access memory. The memory may be volatile memory or non-volatile memory, or may include both. Non-volatile memory may include read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may include random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available. Examples include Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DRRAM).

[0084] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions according to this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0085] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0086] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0087] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process. Furthermore, the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functionality involved.

[0088] The logic and / or steps described in the flowchart or otherwise herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus or device (such as a computer-based system, a processor-included system or other system that can fetch and execute instructions from, an instruction execution system, apparatus or device).

[0089] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. All or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware, the program being stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiments.

[0090] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. This storage medium can be a read-only memory, a disk, or an optical disk, etc.

[0091] The above description is merely an exemplary embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope described in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, include: The material containing obstructed vehicles is identified to obtain identification results; the identification results include at least one of the type of obstructed vehicle and the driving state of the obstructed vehicle. Based on the identification results, the driving category of the obstacle vehicle is determined, and a driving strategy matching the driving category is determined. Control the target vehicle to drive according to the driving strategy described above; Wherein, when the obstacle vehicle is located in the lane adjacent to the target vehicle, determining the driving category of the obstacle vehicle based on the identification result includes: If the identification results include the obstacle vehicle being of a specified type, or the obstacle crossing the line more than one of the corresponding indicators in terms of the number of times or duration of crossing the line during the driving process, it is determined to be the fourth driving category. When the driving category is the fourth driving category, determining the driving strategy matching the driving category includes: Determine the feasibility of changing lanes to the adjacent lane. If lanes can be changed, then change lanes to the adjacent lane as the fifth driving strategy. Alternatively, in cases where lane changes are not permitted, adjusting vehicle speed to ensure that the distance between the target vehicle and the obstacle vehicle is not less than a specified distance and not less than a preset safe distance can be used as a sixth driving strategy.

2. The method according to claim 1, characterized in that, When the obstacle vehicle is located in the same lane as the target vehicle, determining the driving category of the obstacle vehicle based on the identification result includes: If the identification results include the obstacle vehicle's speed being lower than the first speed threshold, the obstacle vehicle being of a specified type, or the obstacle crossing the line more than at least one of the corresponding indicators during the driving process, it is determined to be the first driving category; If the identification results include that the speed of the obstacle vehicle is not lower than the second speed threshold, it is determined to be in the second driving category; If the identification results include an obstacle vehicle changing lanes more frequently than the corresponding frequency threshold, it is classified as a third driving category.

3. The method according to claim 2, characterized in that, When the driving category is a first driving category, determining the driving strategy matching the driving category includes: Adjust the following distance according to the type of obstacle vehicle; Determine the feasibility of changing lanes to the adjacent lane. If lane changing is possible, then change lanes to the adjacent lane as the primary driving strategy.

4. The method according to claim 3, characterized in that, Also includes: In situations where lane changes are not possible, use at least one of honking the horn or flashing the lights as a secondary driving strategy.

5. The method according to claim 2, characterized in that, When the driving category is the second driving category, determining the driving strategy matching the driving category includes: The third driving strategy is to keep the target vehicle in its current lane.

6. The method according to claim 2, characterized in that, When the driving category is the third driving category, determining the driving strategy matching the driving category includes: The fourth driving strategy is to adjust the speed of the target vehicle so that the distance between the target vehicle and the obstacle vehicle is not less than a preset safe distance.

7. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1 to 6.

8. The electronic device according to claim 7, characterized in that, Also includes: An information acquisition device is used to acquire materials containing obstructed vehicles; the information acquisition device includes at least one of an image acquisition device and a radar device; the radar device includes at least one of millimeter-wave radar and lidar. The electronic device includes an in-vehicle domain controller, which is communicatively connected to the information acquisition device.

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