Method, device and equipment for controlling vehicles in an autonomous vehicle fleet, and fleet

Abstract

The present disclosure provides a vehicle control method, device and equipment in an automatic driving vehicle fleet and the fleet, relates to the technical field of computers, and particularly relates to the fields of automatic driving, artificial intelligence and the like. The specific implementation scheme is as follows: the vehicle control method is applied to a head vehicle in a vehicle fleet, the vehicle fleet is composed of a plurality of automatic driving vehicles connected in a head-tail manner, the vehicle fleet includes the head vehicle and at least one following vehicle, and the method includes the following steps: the head vehicle determines a matching trajectory corresponding to position information of the following vehicle based on a historical trajectory of the head vehicle according to the position information; and the head vehicle sends the matching trajectory to the following vehicle, so that the following vehicle performs trajectory tracking control of the vehicle itself according to the matching trajectory and the position information. According to the technology of the present disclosure, the following vehicle utilizes the historical trajectory of the head vehicle to perform trajectory tracking control of the vehicle itself, so that the following vehicle in the vehicle fleet can realize automatic driving at a low cost, and the driving accident risk is reduced through coordination and matching among the vehicles.

Description

Technical Field

[0001] This disclosure relates to the field of computer technology, and in particular to fields such as autonomous driving and artificial intelligence. Background Technology

[0002] With technological advancements, the era of Level 4 and Level 5 autonomous driving will eventually arrive in full force. During autonomous driving, each vehicle can achieve autonomous driving capabilities on its own. However, when multiple autonomous vehicles follow the same path planned by the same vehicle, some inter-vehicle driving safety issues may arise. Summary of the Invention

[0003] This disclosure provides a method, apparatus, device, storage medium, and vehicle control system.

[0004] According to one aspect of this disclosure, a vehicle control method is provided, applied to a lead vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the method comprising:

[0005] The lead vehicle determines a matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle; and

[0006] The lead vehicle sends the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control based on the matching trajectory and the location information.

[0007] According to another aspect of this disclosure, a vehicle control method is provided for a following vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one of the following vehicles, the method comprising:

[0008] The following vehicle sends its location information to the lead vehicle; and

[0009] The following vehicle performs trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information; wherein, the matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the location information.

[0010] According to another aspect of this disclosure, a vehicle control device is provided for use in a convoy of vehicles, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the device comprising:

[0011] The first determining module is used for the lead vehicle to determine a matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle; and

[0012] The first control module is used for the lead vehicle to send the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control based on the matching trajectory and the position information.

[0013] According to another aspect of this disclosure, a vehicle control device is provided for use in a convoy of following vehicles, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the device comprising:

[0014] The sixth sending module is used for the following vehicle to send its location information to the lead vehicle; and

[0015] The second control module is used for the following vehicle to perform trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information; wherein, the matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the location information.

[0016] According to another aspect of this disclosure, a fleet of vehicles is provided, comprising:

[0017] Multiple autonomous vehicles are arranged in a queue and connected end to end; the multiple autonomous vehicles include at least a lead vehicle and at least one follower vehicle.

[0018] The controller of the lead vehicle is used to execute any of the methods in the embodiments of this disclosure; the controller of the following vehicle is used to execute any of the methods in the embodiments of this disclosure.

[0019] According to another aspect of this disclosure, an electronic device is provided, comprising:

[0020] At least one processor; and

[0021] The memory is communicatively connected to the at least one processor; wherein,

[0022] The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform any of the methods described in the present disclosure.

[0023] According to another aspect of this disclosure, a non-transitory computer-readable storage medium is provided storing computer instructions, wherein the computer instructions are used to cause the computer to perform any of the methods according to embodiments of this disclosure.

[0024] According to another aspect of this disclosure, a computer program product is provided, including a computer program that, when executed by a processor, implements any of the methods according to embodiments of this disclosure.

[0025] According to the technology disclosed herein, the following vehicle uses the historical trajectory of the lead vehicle to perform trajectory tracking control, which enables the following vehicles in the convoy to achieve autonomous driving at a lower cost, and reduces the risk of driving accidents through coordination and matching between vehicles.

[0026] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this disclosure, nor is it intended to limit the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0027] The accompanying drawings are provided to better understand this solution and do not constitute a limitation of this disclosure. Wherein:

[0028] Figure 1 This is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0029] Figure 2 This is a schematic diagram of the vehicle fleet structure according to an embodiment of the present disclosure;

[0030] Figure 3 This is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0031] Figure 4 This is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0032] Figure 5 This is a schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0033] Figure 6 This is a schematic diagram of axle braking control in a vehicle control method according to an embodiment of the present disclosure;

[0034] Figure 7 This is a schematic diagram of axle acceleration control in a vehicle control method according to an embodiment of the present disclosure;

[0035] Figure 8 This is a schematic diagram of axle force analysis in a vehicle control method according to an embodiment of the present disclosure;

[0036] Figure 9 This is a schematic diagram of a vehicle control method according to another embodiment of the present disclosure;

[0037] Figure 10 This is a schematic diagram of a vehicle control device according to an embodiment of the present disclosure;

[0038] Figure 11 This is a schematic diagram of a vehicle control device according to another embodiment of the present disclosure;

[0039] Figure 12This is a block diagram of an electronic device used to implement the vehicle control method of the embodiments of this disclosure. Detailed Implementation

[0040] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0041] like Figure 1 As shown, this disclosure provides a vehicle control method applied to the lead vehicle in a convoy, which consists of multiple autonomous vehicles connected end-to-end. The convoy includes a lead vehicle and at least one following vehicle. The method includes:

[0042] Step S101: The lead vehicle determines the matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle.

[0043] Step S102: The lead vehicle sends the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control of its own vehicle based on the matching trajectory and location information.

[0044] According to the embodiments of this disclosure, it should be noted that:

[0045] like Figure 2 , Figure 3 As shown, the convoy consists of multiple autonomous vehicles connected end-to-end, located in... Figure 2 and Figure 3 The rightmost autonomous vehicle in the convoy is the lead vehicle, and each subsequent autonomous vehicle can be considered a follower. Figure 2 and Figure 3 The leftmost autonomous vehicle in the diagram can be understood as the follower vehicle at the rear of the convoy. The vehicles can be connected through any structure, ensuring a certain degree of freedom of movement for each vehicle while traveling together. For example, the distance between the following vehicle and the vehicle in front (lead or follower) can be adjusted, as can the heading angle between them. Each autonomous vehicle includes at least a front axle and a rear axle for driving the vehicle; the front axle connects to the front wheels, and the rear axle connects to the rear wheels. Braking of the autonomous vehicles can be achieved using any existing braking device, without specific limitations. Driving of the autonomous vehicles can be achieved using any existing drive system, without specific limitations.

[0046] The specific vehicle structure of each autonomous vehicle in the fleet is not specifically limited here; it can be a car, dump truck, trailer, logistics vehicle, etc., and can be selected and adjusted according to the application scenario of the fleet. For example, when the fleet is used for logistics transportation, each autonomous vehicle in the fleet can be a vehicle capable of loading and unloading goods. When the fleet is used for passenger transport, each autonomous vehicle in the fleet can be a bus or a car.

[0047] The position information of the following vehicle can be understood as information related to its current and / or future driving position and vehicle attitude. For example, the position information may include the following vehicle's coordinates on a world map (driving position) or its heading angle (vehicle attitude). The following vehicle's position information can be actively sent by the following vehicle to the lead vehicle, or it can be actively obtained by the lead vehicle from the following vehicle. The following vehicle's position information can be determined based on its center of mass or any preset reference point on the following vehicle.

[0048] The historical trajectory can be planned by the lead vehicle based on road information and obstacle information identified by the lead vehicle. Alternatively, it can be planned by the lead vehicle based on road information, obstacle information identified by the lead vehicle, and obstacle information identified by the following vehicles.

[0049] A matching trajectory can be understood as a segment of a historical trajectory. For example, it could be a segment of the historical trajectory encompassed by the distance between the following vehicle and the lead vehicle, or it could be a segment of the trajectory from the following vehicle to the position of the lead vehicle. The specific length of the matching trajectory can be determined based on the computing power and speed of the following vehicle performing trajectory tracking control, ensuring that the following vehicle can adjust its position and heading based on the matching trajectory corresponding to the path ahead.

[0050] The specific method by which the following vehicle performs trajectory tracking control of the self-vehicle based on the matched trajectory and location information can adopt any existing trajectory tracking control method, and no specific limitation is made here.

[0051] The specific method of information exchange between the lead vehicle and the following vehicles can be selected and adjusted as needed, and no specific limitations are made here. For example, the lead vehicle and the following vehicles can exchange information via a wired connection. Alternatively, they can exchange information via a wireless network.

[0052] According to the technology of this disclosure, the following vehicle can use the historical trajectory of the lead vehicle to track and control its own trajectory, eliminating the need for additional planning of its own driving trajectory. This allows the following vehicles in a convoy to achieve autonomous driving at a lower cost. Simultaneously, the coordination and matching between the lead and following vehicles reduces the risk of driving accidents. In this disclosure, multiple autonomous vehicles are physically connected, solving the problem of maintaining a safe distance between autonomous vehicles in a convoy without physical connections. Furthermore, the physical connection of multiple autonomous vehicles effectively reduces the road space occupied by the convoy, eliminating the need to consider excessively large safe driving distances between vehicles. Moreover, the physical connection of multiple autonomous vehicles reduces the control difficulty for safe driving within the convoy, allowing for more efficient convoy transportation while saving vehicle energy consumption (gasoline or electricity). Additionally, the autonomous driving capabilities of different autonomous vehicles can be differentiated by reducing or enhancing certain functions, reducing overall development investment and enabling the following vehicles in the convoy to achieve autonomous driving at a low cost. Coordination and matching of underlying control reduces accident risks, frees up more lane space, and alleviates road traffic pressure.

[0053] In one example, such as Figure 3 As shown, the lead vehicle performs unified path planning for the convoy based on the road lane information and obstacle perception and recognition structure. The subsequent articulated follower vehicles send their own positioning information to the lead vehicle. The lead vehicle, based on the collected positioning information of each follower vehicle and its own position information, queries the matching points of each follower vehicle's positioning information on the planned path trajectory (historical trajectory), and sends the matching trajectory corresponding to the matching point to the corresponding follower vehicle. After receiving the matching trajectory sent by the lead vehicle, the corresponding follower vehicle performs LQR (linear quadratic regulator) optimization control based on its own state information, so that multiple follower vehicles in the convoy can perform trajectory tracking control based on different matching points on the unified planned path.

[0054] In one example, the rear of the lead vehicle can be articulated to the front of the following vehicles, and the following vehicles connected end-to-end can also be articulated together. After multiple autonomous vehicles are articulated, during convoy movement, each following vehicle sends its own position information (coordinates and / or vehicle motion attitude information) to the lead vehicle via network communication wiring harnesses, enabling interaction between the lead and following vehicles. Each following vehicle can also wirelessly communicate its position information using the Ethernet communication network of the autonomous driving system to achieve interaction between the lead and following vehicles. After receiving the position information sent by the following vehicles, the lead vehicle performs a corresponding match based on its planned historical trajectory and sends the matched trajectory corresponding to the position information of the following vehicles to the following vehicles, enabling them to further perform trajectory tracking control.

[0055] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S101: the lead vehicle determines a matching trajectory corresponding to the position information based on the historical trajectory of the lead vehicle according to the position information of the following vehicles, including:

[0056] Step S1011: The lead vehicle determines the corresponding matching point in the historical trajectory of the lead vehicle based on the coordinate points in the position information of the following vehicles.

[0057] Step S1012: Determine the segment of the trajectory corresponding to the matching point on the historical trajectory as the matching trajectory corresponding to the location information.

[0058] According to the embodiments of this disclosure, it should be noted that:

[0059] Determining the corresponding matching point in the historical trajectory of the lead vehicle can be understood as follows: when the coordinate point is on the historical trajectory, the coordinate point can be considered as a matching point; when the coordinate point is outside the historical trajectory, the projection point of the coordinate point on the historical trajectory can be considered as a matching point.

[0060] A matching trajectory can be understood as a segment of the historical trajectory extracted from a matching point. The ending point of the matching trajectory can be selected and adjusted as needed to ensure that the length of the matching trajectory sent to the following vehicle is sufficient for the following vehicle to perform trajectory tracking control.

[0061] According to the technology of this disclosure, the following vehicle can perform trajectory tracking control using the historical trajectory of the lead vehicle, without the need for additional planning of its own driving trajectory. This allows the following vehicles in a convoy to achieve autonomous driving at a lower cost. Simultaneously, sending a segment of the historical trajectory to the following vehicle reduces the computational difficulty of trajectory tracking control calculations based on the matched trajectory. This avoids the problem of excessive data generation and reduced computational efficiency when sending the complete historical trajectory to the following vehicle for calculation. By enabling the following vehicle to quickly respond to trajectory tracking control calculations, the smooth and stable continuation of the entire convoy can be ensured.

[0062] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and steps S1011 and S1012, wherein step S1011: the lead vehicle determines a corresponding matching point in the historical trajectory of the lead vehicle based on the coordinate points in the position information of the following vehicles, including:

[0063] The lead vehicle projects the coordinates from the position information of the following vehicles onto the historical trajectory of the lead vehicle to obtain the matching point corresponding to the coordinates.

[0064] According to the technology of this disclosure, by projecting coordinate points, a matching trajectory that matches the position of the following vehicle can be accurately found on a historical trajectory. This allows the following vehicle to perform more precise trajectory tracking control based on its own position information, enabling it to follow the lead vehicle smoothly and stably.

[0065] In one example, such as Figure 4 The diagram illustrates the process of determining the matching trajectory for the following vehicle. Point A in the diagram represents the coordinates of the centroid of the following vehicle, B is the matching point projected onto the historical trajectory line from A, the solid line represents the historical trajectory of the lead vehicle, the dashed line represents the current trajectory of the following vehicle, H is the lateral error from the following vehicle to the matching point calculated based on points A and B, and α is the heading angle error between the following vehicle and point B. Based on the lateral and heading angle errors, the following vehicle can perform trajectory tracking control based on the historical trajectory, enabling it to follow the historical trajectory as closely as possible and ensuring smooth and stable convoy movement.

[0066] In one example, such as Figure 5 As shown, the convoy includes a lead car, follower car number 2, follower car number 3, ... n follower cars, connected end-to-end, with the front of follower car number 2 connected to the rear of the lead car. During convoy operation, each follower car sends its positioning information, determined using its center of gravity as a reference point, to the lead car. Based on this positioning information, the lead car matches corresponding projection points on its historical trajectory and sends the matched trajectory back to each follower car. Each follower car, using LQR control technology, performs trajectory tracking control based on the lateral and heading angle errors determined from the matched trajectory. The lead car uses its vehicle perception capabilities to plan its own path and projects its own positioning information onto the planned trajectory. Based on the projection points, it determines its lateral and heading angle errors and, using LQR control technology, performs trajectory tracking control based on the planned trajectory.

[0067] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and steps S1011 and S1012, wherein step S1012: determining a segment of trajectory corresponding to the matching point on the historical trajectory as the matching trajectory corresponding to the location information, including:

[0068] Based on the preset trajectory length and / or the current speed of the following vehicle, the segment of the trajectory corresponding to the matching point on the historical trajectory is determined as the matching trajectory corresponding to the location information.

[0069] According to the technology of the present disclosure embodiments, by determining the matching trajectory by preset trajectory length and / or the current driving speed of the following vehicle, it can be guaranteed that a trajectory located in front of the current position of the following vehicle can be obtained. That is to say, it is guaranteed that the matching trajectory is a trajectory on the road that the following vehicle is about to travel on.

[0070] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102: the lead vehicle sends a matching trajectory to the following vehicles, so that the following vehicles perform trajectory tracking control based on the matching trajectory and position information, including:

[0071] In convoys with multiple following vehicles, the lead vehicle sends multiple matched trajectories to each of the following vehicles, allowing them to determine their lateral and heading errors based on their own matched trajectories and position information. These errors are then used for trajectory tracking control.

[0072] The lead vehicle sends multiple execution time information messages to the multiple following vehicles in a one-to-one correspondence. These execution time information messages are used to instruct the multiple following vehicles to perform trajectory tracking control sequentially according to the order from the lead vehicle to the tail vehicle.

[0073] According to the embodiments of this disclosure, it should be noted that:

[0074] Each following vehicle has a different matching trajectory.

[0075] Multiple following vehicles execute trajectory tracking control sequentially from the lead vehicle to the tail vehicle. Each following vehicle can execute trajectory tracking control sequentially at a certain preset time interval to ensure that the lead vehicle adjusts its trajectory first, and the tail vehicle adjusts its trajectory later.

[0076] According to the technology of the present disclosure embodiments, multiple execution time information can be used to enable multiple following vehicles to perform trajectory tracking control smoothly and stably, so that the convoy can maintain stable operation.

[0077] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and further includes:

[0078] When the lead vehicle determines to perform the first braking action, the lead vehicle sends a first braking command to the following vehicles. The first braking command is used to instruct the following vehicles to perform braking according to the first braking sequence.

[0079] in,

[0080] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0081] The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle.

[0082] Braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

[0083] According to the embodiments of this disclosure, it should be noted that:

[0084] The lead vehicle's decision to perform the first braking action can be understood as the lead vehicle determining that there is an obstacle ahead and needs to slow down, or that the lead vehicle needs to slow down, turn, or parallel according to the planned trajectory. In this case, the lead vehicle decides to perform the first braking action.

[0085] When there are multiple following vehicles, the lead vehicle sends the first braking command to each of the following vehicles.

[0086] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the first braking sequence can be understood as follows: braking is performed in the following order: braking pressure is applied to the front axle of vehicle n, then to the front axle of vehicle 3, then to the front axle of vehicle 2, then to the front axle of the lead vehicle 1, then to the rear axle of the lead vehicle 1, then to the rear axle of vehicle 2, then to the rear axle of vehicle 3, and finally to the rear axle of vehicle n. The braking pressure application time for each vehicle is sequentially delayed by a time interval Δt.

[0087] According to the technology of this disclosure, each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the application of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that the front axle applies braking before the rear axle. This creates a dragging effect between the autonomous vehicles, reducing the risk of the convoy bending or fishtailing during rapid braking.

[0088] In one example, if multiple vehicles are connected by an articulation during autonomous driving, in addition to the lead vehicle, the surrounding obstacles perceived by the forward radar and camera sensors of the following vehicles can be directly obtained from the lead vehicle's perception based on the lane. Since each following vehicle has independent chassis drive-by-wire capabilities, it can directly implement longitudinal acceleration and deceleration control according to the control instructions of the lead vehicle through certain logic, ensuring that the articulated vehicles do not fold or the following vehicles fishtail during the control process.

[0089] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and further includes:

[0090] When the acceleration of the following vehicle reaches the threshold acceleration after the lead vehicle performs the first braking action, the lead vehicle sends a second braking command to the following vehicle. The second braking command is used to instruct the following vehicle to perform brake release according to the second braking sequence.

[0091] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0092] According to the embodiments of this disclosure, it should be noted that:

[0093] When there are multiple following vehicles, the lead vehicle sends a second braking command to each of the following vehicles.

[0094] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, and vehicles 2, 3, and n are follow vehicles, with vehicle n at the rear of the convoy. Based on this, the second braking sequence can be understood as follows: brake pressure is released in the following order: the rear axle of vehicle n releases brake pressure, then the rear axle of vehicle 3 releases brake pressure, then the rear axle of vehicle 2 releases brake pressure, then the rear axle of the lead vehicle 1 releases brake pressure, then the front axle of the lead vehicle 1 releases brake pressure, then the front axle of vehicle 2 releases brake pressure, then the front axle of vehicle 3 releases brake pressure, and finally the front axle of vehicle n releases brake pressure. The brake pressure release time for each vehicle is sequentially delayed by a time interval Δt.

[0095] According to the technology of this disclosure, during the release of braking pressure, the timing of the rise and fall of the brake cylinder pressure of each axle is controlled to ensure that the rear axle releases the brakes before the front axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing during braking.

[0096] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and further includes:

[0097] When the lead vehicle determines to accelerate, it sends a first drive command to the following vehicles, which instructs the following vehicles to accelerate according to the first drive sequence.

[0098] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0099] According to the embodiments of this disclosure, it should be noted that:

[0100] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0101] When there are multiple following vehicles, the lead vehicle sends the first drive command to each of the following vehicles.

[0102] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle. Based on this, the first driving sequence can be understood as follows: the driving torque is increased sequentially on the axles of the lead vehicle (vehicle 1), then on the axles of vehicle 2, then on the axles of vehicle 3, and finally on the axles of vehicle n. The time for each vehicle to increase its driving torque is delayed by a time interval Δt.

[0103] According to the technology of this disclosure, the longitudinal control of each following vehicle is uniformly implemented using the planning and control commands of the lead vehicle, with logical processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy folding or fishtailing when increasing drive torque.

[0104] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and further includes:

[0105] When the lead vehicle determines to perform the release acceleration driving action, the lead vehicle sends a second drive command to the following vehicles. The second drive command is used to instruct the following vehicles to release acceleration according to the second drive sequence.

[0106] The second driving sequence is as follows: according to the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0107] According to the embodiments of this disclosure, it should be noted that:

[0108] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0109] When there are multiple following vehicles, the lead vehicle sends a second drive command to each of the following vehicles.

[0110] Release acceleration can be understood as gradually releasing the accelerator pedal of an autonomous vehicle in order to reduce the acceleration of the autonomous vehicle relatively without braking.

[0111] like Figure 7As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the second driving sequence can be understood as follows: the driving torque is reduced on the axles of vehicle n, then on the axles of vehicle 3, then on the axles of vehicle 2, and finally on the lead vehicle 1. The time for each vehicle to reduce its driving torque is delayed by a time interval Δt.

[0112] According to the technology of this disclosure, the longitudinal control of each following vehicle is uniformly implemented using the planning and control commands of the lead vehicle, with logical processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy folding or fishtailing when reducing drive torque.

[0113] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, and further includes:

[0114] When the lead vehicle determines to perform the second braking action based on its own wheel slip ratio, the lead vehicle sends a third braking command to the following vehicles. The third braking command is used to instruct the following vehicles to perform brake release according to the third braking sequence.

[0115] in,

[0116] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0117] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0118] According to the technology of the present disclosure, it is possible to prevent the following vehicle from locking its wheels before the following vehicle in front, thereby ensuring that each autonomous vehicle is in a dragging state, reducing the risk of the convoy bending when braking rapidly, and avoiding the risk of the convoy fishtailing.

[0119] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102: the lead vehicle sends a matching trajectory to the following vehicles, so that the following vehicles perform trajectory tracking control based on the matching trajectory and position information, including:

[0120] When the lead vehicle determines to perform the first braking action, the lead vehicle sends a first joint command to the following vehicles. The first joint command is used to instruct the following vehicles to perform braking according to the first braking sequence, while performing trajectory tracking control of their own vehicles based on the matching trajectory and position information.

[0121] in,

[0122] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0123] The first braking sequence is as follows: following the lead vehicle from the rearmost vehicle, each vehicle in the convoy applies braking pressure to its own front axle. Then, following the lead vehicle from the rearmost vehicle, each vehicle in the convoy applies braking pressure to its own rear axle. The braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

[0124] According to the embodiments of this disclosure, it should be noted that:

[0125] The lead vehicle's decision to perform the first braking action can be understood as the lead vehicle determining that there is an obstacle ahead and needs to slow down, or that the lead vehicle needs to slow down, turn, or parallel according to the planned trajectory. In this case, the lead vehicle decides to perform the first braking action.

[0126] When there are multiple following vehicles, the lead vehicle sends the first braking command to each of the following vehicles.

[0127] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the first braking sequence can be understood as follows: braking is performed in the following order: braking pressure is applied to the front axle of vehicle n, then to the front axle of vehicle 3, then to the front axle of vehicle 2, then to the front axle of the lead vehicle 1, then to the rear axle of the lead vehicle 1, then to the rear axle of vehicle 2, then to the rear axle of vehicle 3, and finally to the rear axle of vehicle n. The braking pressure application time for each vehicle is sequentially delayed by a time interval Δt.

[0128] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is braking, the following vehicles can be controlled to brake while simultaneously performing trajectory tracking control to avoid collisions. Each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the application of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that the front axle applies braking before the rear axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing during rapid braking.

[0129] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102 further includes:

[0130] When the acceleration of the following vehicle reaches the threshold acceleration after the lead vehicle performs the first braking action, the lead vehicle sends a second braking command to the following vehicle. The second braking command is used to instruct the following vehicle to perform brake release according to the second braking sequence.

[0131] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0132] According to the embodiments of this disclosure, it should be noted that:

[0133] When there are multiple following vehicles, the lead vehicle sends a second braking command to each of the following vehicles.

[0134] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, and vehicles 2, 3, and n are follow vehicles, with vehicle n at the rear of the convoy. Based on this, the second braking sequence can be understood as follows: braking pressure is applied to the rear axle of vehicle n, then to the rear axle of vehicle 3, then to the rear axle of vehicle 2, then to the rear axle of the lead vehicle 1, then to the front axle of the lead vehicle 1, then to the front axle of vehicle 2, then to the front axle of vehicle 3, and finally to the front axle of vehicle n. The braking pressure release time for each vehicle is sequentially delayed by a time interval Δt.

[0135] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is releasing its brakes, the following vehicles can be controlled to release their brakes while simultaneously performing trajectory tracking control to avoid collisions. Each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the release of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that the rear axle releases the brakes before the front axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing during braking.

[0136] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102: the lead vehicle sends a matching trajectory to the following vehicles, so that the following vehicles perform trajectory tracking control based on the matching trajectory and position information, including:

[0137] When the lead vehicle determines to perform an acceleration maneuver, the lead vehicle sends a second joint instruction to the following vehicles. The second joint instruction is used to instruct the following vehicles to accelerate according to the first driving sequence while performing trajectory tracking control based on the matching trajectory and position information.

[0138] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0139] According to the embodiments of this disclosure, it should be noted that:

[0140] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0141] When there are multiple following vehicles, the lead vehicle sends the first drive command to each of the following vehicles.

[0142] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle. Based on this, the first driving sequence can be understood as follows: the driving torque is increased sequentially on the axles of the lead vehicle (vehicle 1), then on the axles of vehicle 2, then on the axles of vehicle 3, and finally on the axles of vehicle n. The time for each vehicle to increase its driving torque is delayed by a time interval Δt.

[0143] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, if the lead vehicle is accelerating while the following vehicles are adjusting their trajectory tracking control, the following vehicles can be controlled to accelerate while simultaneously performing trajectory tracking control to ensure smooth operation between vehicles. The longitudinal control of each following vehicle is uniformly implemented using the planning control commands of the lead vehicle, with logic processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of folding or fishtailing when the convoy increases its driving torque.

[0144] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102 further includes:

[0145] When the lead vehicle determines to perform the release acceleration driving action, the lead vehicle sends a second drive command to the following vehicles. The second drive command is used to instruct the following vehicles to release acceleration according to the second drive sequence.

[0146] The second driving sequence is as follows: according to the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0147] According to the embodiments of this disclosure, it should be noted that:

[0148] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0149] When there are multiple following vehicles, the lead vehicle sends a second drive command to each of the following vehicles.

[0150] Release acceleration can be understood as gradually releasing the accelerator pedal of an autonomous vehicle in order to reduce the acceleration of the autonomous vehicle relatively without braking.

[0151] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the second driving sequence can be understood as follows: the driving torque is reduced on the axles of vehicle n, then on the axles of vehicle 3, then on the axles of vehicle 2, and finally on the lead vehicle 1. The time for each vehicle to reduce its driving torque is delayed by a time interval Δt.

[0152] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is releasing acceleration, to ensure smooth operation between vehicles, the following vehicles can be controlled to simultaneously release acceleration while performing trajectory tracking control. The longitudinal control of each following vehicle is uniformly implemented using the lead vehicle's planning control commands, with logic processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of folding or fishtailing when the convoy reduces its driving torque.

[0153] In one embodiment, the vehicle control method of this disclosure includes steps S101 and S102, wherein step S102: the lead vehicle sends a matching trajectory to the following vehicles, so that the following vehicles perform trajectory tracking control based on the matching trajectory and position information, including:

[0154] When the lead vehicle determines to perform the second braking action based on its own wheel slip ratio, the lead vehicle sends a third joint command to the following vehicles. The third joint command is used to instruct the following vehicles to perform brake release according to the third braking sequence, while performing trajectory tracking control of their own vehicles based on the matching trajectory and position information.

[0155] in,

[0156] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0157] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0158] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. This prevents the following vehicles from locking up their wheels before the leading vehicles, thereby ensuring that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending during rapid braking, and avoiding the risk of the convoy fishtailing.

[0159] In one example, the autonomous vehicles in a convoy are connected by hinges. During convoy operation, excessive braking force from the leading vehicle might cause the hinge structure to buckle under pressure, resulting in unexpected folding of the following vehicles. Furthermore, if a following vehicle locks its wheels before the leading vehicle, it will fishtail and become uncontrollable. To prevent the aforementioned collisions between following and leading vehicles during autonomous braking, which could lead to vehicle body folding, and to prevent dangerous situations such as wheel lock-up and fishtailing, the following logic can be executed:

[0160] 1. Under light braking conditions, braking force is distributed to each axle of each vehicle. For braking commands issued by the lead vehicle in the convoy, a certain delay Δt is designed between different vehicles. Braking is applied and reduced in different sequences. When applying braking, the braking pressure corresponding to the braking acceleration is executed in the following order: front axle of vehicle n (following vehicle) > ... > front axle of vehicle 3 > front axle of vehicle 2 > front axle of lead vehicle 1 > rear axle of lead vehicle 1 > rear axle of vehicle 2 > rear axle of vehicle 3 > ... > rear axle of vehicle n. The interval between axle commands is delayed by Δt.

[0161] 2. When applying wheel braking pressure based on braking acceleration (negative value), the vertical load Fn of each axle is estimated. Based on the wheel force analysis under braking conditions, the maximum wheel acceleration (negative value) is calculated in real time using a × Fn = Fx, and the braking pressure value is corrected accordingly. Here, a is the acceleration, and Fx is the braking pressure.

[0162] The sequence of locking conditions is determined by the ABS (antilock brake system) controller of each vehicle, and the antilock braking logic is implemented from vehicle n to vehicle 1 based on the slip ratio of each wheel.

[0163] 3. When releasing the brakes, the same consideration should be given to preventing the vehicles from folding and fishtailing. The release order of the brakes is as follows: rear axle of the last car n > ... > rear axle of the car 3 > rear axle of the car 2 > rear axle of the car 1 > front axle of the car 1 > front axle of the car 2 > front axle of the car 3 > ... > front axle of the last car n.

[0164] 5. When the convoy accelerates, each vehicle applies driving torque sequentially in front of and behind, with a delay of Δt to prevent the following vehicle from accelerating and impacting the preceding vehicle, causing the vehicle to tip over. When the wheel torque decreases (by releasing the accelerator), the order is reversed. The magnitude of the driving torque can be controlled according to the planned torque magnitude for each vehicle.

[0165] In one example, the convoy consists of a lead vehicle and at least one follower vehicle, both of which have front and rear axles. Both the lead and follower vehicles have brakes on their front and rear axles, which are used for braking the front and rear axles. Both the lead and follower vehicles have road perception capabilities; the specific devices used for road perception and their locations are not specifically limited here.

[0166] The convoy can send braking commands to the lead vehicle and following vehicles based on the perception results. For example, if the lead vehicle senses an obstacle ahead, it can send braking commands to the brakes of the front and rear axles of each vehicle in the convoy. Alternatively, if the lead vehicle has a blind spot, the following vehicles can send their own perception results to the lead vehicle, so that the lead vehicle can generate braking commands based on the perception results of the following vehicles.

[0167] Braking commands can be a series of consecutive commands. For example, when a moving obstacle appears in front of the convoy, the convoy needs to slow down. Once the obstacle is away from the convoy, the slowdown ends. The commands in this process include applying the brakes (first braking command) and releasing the brakes (second braking command). Alternatively, when a stationary obstacle appears in front of the convoy, the convoy needs to slow down urgently. In this case, the braking command is an emergency braking command (third braking command).

[0168] When a multi-axle convoy approaches a platform or encounters an obstacle ahead, it needs to slow down. At this time, the convoy sends braking commands to the brakes of the lead car and following cars. The brakes apply braking pressure F to the brake discs controlling each axle in the following order: front axle of the following car – front axle of the lead car – rear axle of the lead car – rear axle of the following car, at time intervals t, causing the convoy to begin decelerating. During deceleration, the convoy continuously calculates the required brake disc pressure F' for each axle and adjusts the braking pressure F until it equals the brake disc pressure F', thus completing the deceleration process.

[0169] The calculation process for the braking pressure F' of any vehicle in the convoy is as follows: Figure 8 As shown:

[0170] 1) Based on the angular velocity ω of the axle and the radius r of the axle, determine the acceleration a using the formula a = rω²;

[0171] 2) Using the acceleration a and the axle load Fn, determine the directional braking force Fx of the axle according to the formula Fx=a*Fn;

[0172] 3) Using the directional braking force Fx of the axle and the radius r of the axle, determine the braking torque Tμ according to the formula Tu=Fx*r;

[0173] 4) Using the braking torque Tμ, the radius r' of the brake disc, the vertical load Fn' of the brake disc, and the coefficient of friction Φ, determine the required braking pressure F' of the brake according to the formula.

[0174] When the acceleration *a* of the lead vehicle reaches the preset acceleration value *a'*, the convoy stops adjusting the braking pressure *F*, allowing the convoy to maintain uniform deceleration at *a*. When the convoy determines that the obstacle ahead no longer affects its movement, it sends a braking release command to the brakes of the lead vehicle and the following vehicles. The brakes release braking pressure to the brake discs controlling each axle in the order of following vehicle rear axle – lead vehicle rear axle – lead vehicle front axle – following vehicle front axle, every time interval *t*.

[0175] After each axle of the convoy has completed braking release, the convoy controls the drive axles of the lead car and following cars to apply driving force at intervals t, in the order of lead car drive axle-follower car drive axle, so that the convoy can accelerate.

[0176] like Figure 9 As shown, this disclosure provides a vehicle control method applied to a following vehicle in a convoy. The convoy consists of multiple autonomous vehicles connected end-to-end, and includes a lead vehicle and at least one following vehicle. The method includes:

[0177] Step S901: The following vehicle sends its location information to the lead vehicle.

[0178] Step S902: The following vehicle performs trajectory tracking control based on the matching trajectory and location information sent by the lead vehicle. The matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the location information.

[0179] According to the embodiments of this disclosure, it should be noted that:

[0180] like Figure 2 , Figure 3 As shown, the convoy consists of multiple autonomous vehicles connected end-to-end, located in... Figure 2 and Figure 3 The rightmost autonomous vehicle in the convoy is the lead vehicle, and each subsequent autonomous vehicle can be considered a follower. Figure 2 and Figure 3 The leftmost autonomous vehicle in the diagram can be understood as the follower vehicle at the rear of the convoy. The vehicles can be connected through any structure, ensuring a certain degree of freedom of movement for each vehicle while traveling together. For example, the distance between the following vehicle and the vehicle in front (lead or follower) can be adjusted, as can the heading angle between them. Each autonomous vehicle includes at least a front axle and a rear axle for driving the vehicle; the front axle connects to the front wheels, and the rear axle connects to the rear wheels. Braking of the autonomous vehicles can be achieved using any existing braking device, without specific limitations. Driving of the autonomous vehicles can be achieved using any existing drive system, without specific limitations.

[0181] The specific vehicle structure of each autonomous vehicle in the fleet is not specifically limited here; it can be a car, dump truck, trailer, logistics vehicle, etc., and can be selected and adjusted according to the application scenario of the fleet. For example, when the fleet is used for logistics transportation, each autonomous vehicle in the fleet can be a vehicle capable of loading and unloading goods. When the fleet is used for passenger transport, each autonomous vehicle in the fleet can be a bus or a car.

[0182] The position information of the following vehicle can be understood as information related to its current and / or future driving position and vehicle attitude. For example, the position information may include the following vehicle's coordinates on a world map (driving position) or its heading angle (vehicle attitude). The following vehicle's position information can be actively sent by the following vehicle to the lead vehicle, or it can be actively obtained by the lead vehicle from the following vehicle. The following vehicle's position information can be determined based on its center of mass or any preset reference point on the following vehicle.

[0183] The historical trajectory can be planned by the lead vehicle based on road information and obstacle information identified by the lead vehicle. Alternatively, it can be planned by the lead vehicle based on road information, obstacle information identified by the lead vehicle, and obstacle information identified by the following vehicles.

[0184] A matching trajectory can be understood as a segment of a historical trajectory. For example, it could be a segment of the historical trajectory encompassed by the distance between the following vehicle and the lead vehicle, or it could be a segment of the trajectory from the following vehicle to the position of the lead vehicle. The specific length of the matching trajectory can be determined based on the computing power and speed of the following vehicle performing trajectory tracking control, ensuring that the following vehicle can adjust its position and heading based on the matching trajectory corresponding to the path ahead.

[0185] The specific method by which the following vehicle performs trajectory tracking control of the self-vehicle based on the matched trajectory and location information can adopt any existing trajectory tracking control method, and no specific limitation is made here.

[0186] According to the technology of this disclosure, the following vehicle can use the historical trajectory of the lead vehicle to track and control its own trajectory, eliminating the need for additional planning of its own driving trajectory. This allows the following vehicles in a convoy to achieve autonomous driving at a lower cost. Simultaneously, the coordination and matching between the lead and following vehicles reduces the risk of driving accidents. In this disclosure, multiple autonomous vehicles are physically connected, solving the problem of maintaining a safe distance between autonomous vehicles in a convoy without physical connections. Furthermore, the physical connection of multiple autonomous vehicles effectively reduces the road space occupied by the convoy, eliminating the need to consider excessively large safe driving distances between vehicles. Moreover, the physical connection of multiple autonomous vehicles reduces the control difficulty for safe driving within the convoy, allowing for more efficient convoy transportation while saving vehicle energy consumption (gasoline or electricity). Additionally, the autonomous driving capabilities of different autonomous vehicles can be differentiated by reducing or enhancing certain functions, reducing overall development investment and enabling the following vehicles in the convoy to achieve autonomous driving at a low cost. Coordination and matching of underlying control reduces accident risks, frees up more lane space, and alleviates road traffic pressure.

[0187] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902: the following vehicle performs trajectory tracking control of its own vehicle based on the matching trajectory and position information fed back by the lead vehicle, including:

[0188] The following vehicle projects the coordinates from the location information onto the matching trajectory to obtain the matching point corresponding to the coordinates.

[0189] The lateral error is determined based on the coordinate information of the coordinate point and the coordinate information of the matching point.

[0190] The heading angle error is determined based on the heading angle information of the following vehicle and the heading angle information of the matching point in the location information.

[0191] Based on the lateral error, heading angle error, and matching trajectory, the vehicle's trajectory tracking control is performed.

[0192] According to the embodiments of this disclosure, it should be noted that:

[0193] The following vehicle receives the matching trajectory from the lead vehicle. Based on the lateral error and heading angle error between the matching point and the coordinate point of the following vehicle, it adopts decoupled LQR optimization control. The following vehicle performs optimization solution with the lateral error and heading angle error as state variables and the cost function involving the steering angle control input and error. It calculates the steering wheel angle control amount of the following vehicle and performs trajectory tracking control based on this.

[0194] A matching trajectory can be understood as a segment of the historical trajectory extracted from a matching point. The ending point of the matching trajectory can be selected and adjusted as needed to ensure that the length of the matching trajectory sent to the following vehicle is sufficient for the following vehicle to perform trajectory tracking control.

[0195] According to the technology of this disclosure, the following vehicle can perform trajectory tracking control using the historical trajectory of the lead vehicle, without the need for additional planning of its own driving trajectory. This allows the following vehicles in a convoy to achieve autonomous driving at a lower cost. Simultaneously, sending a segment of the historical trajectory to the following vehicle reduces the computational difficulty of trajectory tracking control calculations based on the matched trajectory. This avoids the problem of excessive data generation and reduced computational efficiency when sending the complete historical trajectory to the following vehicle for calculation. By enabling the following vehicle to quickly respond to trajectory tracking control calculations, the smooth and stable continuation of the entire convoy can be ensured.

[0196] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, and further includes:

[0197] When the following vehicle receives the first braking command sent by the lead vehicle, it determines the first time point at which the front axle and rear axle of the following vehicle apply braking pressure according to the first braking sequence in the first braking command.

[0198] Apply braking pressure to the front and rear wheels based on the first time point.

[0199] in,

[0200] The first braking command is generated when the lead car determines to perform the first braking action.

[0201] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0202] The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle.

[0203] Braking pressure is determined based on the vertical load and acceleration of the following vehicle.

[0204] According to the embodiments of this disclosure, it should be noted that:

[0205] The lead vehicle's decision to perform the first braking action can be understood as the lead vehicle determining that there is an obstacle ahead and needs to slow down, or that the lead vehicle needs to slow down, turn, or parallel according to the planned trajectory. In this case, the lead vehicle decides to perform the first braking action.

[0206] When there are multiple following vehicles, the lead vehicle sends the first braking command to each of the following vehicles.

[0207] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the first braking sequence can be understood as follows: braking is performed in the following order: braking pressure is applied to the front axle of vehicle n, then to the front axle of vehicle 3, then to the front axle of vehicle 2, then to the front axle of the lead vehicle 1, then to the rear axle of the lead vehicle 1, then to the rear axle of vehicle 2, then to the rear axle of vehicle 3, and finally to the rear axle of vehicle n. The braking pressure application time for each vehicle is sequentially delayed by a time interval Δt.

[0208] According to the technology of this disclosure, each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the application of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that braking is applied to the front axle before the rear axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing during rapid braking.

[0209] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, and further includes:

[0210] When the following vehicle receives a second braking command from the lead vehicle, it determines the second time point for the front and rear axles of the following vehicle to release the brakes according to the second braking sequence in the second braking command.

[0211] Based on the second time point, brake release is performed on the front and rear axles.

[0212] in,

[0213] The second braking command is generated when the vehicle's acceleration reaches the threshold acceleration after the lead vehicle performs the first braking action.

[0214] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0215] According to the embodiments of this disclosure, it should be noted that:

[0216] When there are multiple following vehicles, the lead vehicle sends a second braking command to each of the following vehicles.

[0217] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, and vehicles 2, 3, and n are follow vehicles, with vehicle n at the rear of the convoy. Based on this, the second braking sequence can be understood as follows: brake release is performed in the following order: brake pressure is released from the rear axle of vehicle n, brake pressure is released from the rear axle of vehicle 3, brake pressure is released from the rear axle of vehicle 2, brake pressure is released from the rear axle of the lead vehicle 1, brake pressure is released from the front axle of the lead vehicle 1, brake pressure is released from the front axle of vehicle 2, brake pressure is released from the front axle of vehicle 3, and brake pressure is released from the front axle of vehicle n. The brake pressure release time of each vehicle is delayed by a time interval Δt.

[0218] According to the technology of this disclosure, during the release of braking pressure, the timing of the rise and fall of the brake cylinder pressure of each axle is controlled to ensure that the rear axle releases the brakes before the front axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing when releasing the brakes.

[0219] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, and further includes:

[0220] When the following vehicle receives the first drive command sent by the lead vehicle, it determines the third time node at which the axle of the following vehicle increases the drive torque according to the first drive sequence in the first drive command.

[0221] Based on the third time point, increase the driving torque of the axle.

[0222] in,

[0223] The first drive command is generated when the lead vehicle determines to perform an acceleration maneuver.

[0224] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0225] According to the embodiments of this disclosure, it should be noted that:

[0226] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0227] When there are multiple following vehicles, the lead vehicle sends the first drive command to each of the following vehicles.

[0228] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle. Based on this, the first driving sequence can be understood as follows: the driving torque is increased sequentially on the axles of the lead vehicle (vehicle 1), then on the axles of vehicle 2, then on the axles of vehicle 3, and finally on the axles of vehicle n. The time for each vehicle to increase its driving torque is delayed by a time interval Δt.

[0229] According to the technology of this disclosure, the longitudinal control of each following vehicle is uniformly implemented using the planning and control commands of the lead vehicle, with logical processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy folding or fishtailing when increasing drive torque.

[0230] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, and further includes:

[0231] When the following vehicle receives the second drive command sent by the lead vehicle, it determines the fourth time node for the axle of the following vehicle to reduce the drive torque according to the second drive sequence in the second drive command.

[0232] Based on the fourth time node, reduce the driving torque of the axle.

[0233] in,

[0234] The second drive command is generated when the lead vehicle determines to perform the release acceleration driving action.

[0235] The second driving sequence is as follows: based on the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0236] According to the embodiments of this disclosure, it should be noted that:

[0237] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0238] When there are multiple following vehicles, the lead vehicle sends a second drive command to each of the following vehicles.

[0239] Release acceleration can be understood as gradually releasing the accelerator pedal of an autonomous vehicle in order to reduce the acceleration of the autonomous vehicle relatively without braking.

[0240] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the second driving sequence can be understood as follows: the driving torque is reduced on the axles of vehicle n, then on the axles of vehicle 3, then on the axles of vehicle 2, and finally on the lead vehicle 1. The time for each vehicle to reduce its driving torque is delayed by a time interval Δt.

[0241] According to the technology of this disclosure, the longitudinal control of each following vehicle is uniformly implemented using the planning and control commands of the lead vehicle, with logical processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy folding or fishtailing when reducing drive torque.

[0242] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, and further includes:

[0243] When the following vehicle receives the third braking command from the lead vehicle, it determines the fifth time point at which the axle of the following vehicle releases the braking force based on the third driving sequence in the third braking command and the wheel slip ratio of the following vehicle.

[0244] Based on the fifth time point, release the braking force of the axle.

[0245] in,

[0246] The third braking command is generated when the lead vehicle determines to perform the second braking action based on its own wheel slip ratio.

[0247] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0248] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0249] According to the technology of the present disclosure, it is possible to prevent the following vehicle from locking its wheels before the following vehicle in front, thereby ensuring that each autonomous vehicle is in a dragging state, reducing the risk of the convoy bending when braking rapidly, and avoiding the risk of the convoy fishtailing.

[0250] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902: the following vehicle performs trajectory tracking control of its own vehicle based on the matching trajectory and position information sent by the lead vehicle, including:

[0251] When the following vehicle receives the first joint instruction sent by the lead vehicle, it determines the first time point at which the front and rear axles of the following vehicle apply braking pressure according to the first braking sequence in the first joint instruction.

[0252] Based on the initial time point, apply braking pressure to the front and rear wheels.

[0253] Based on the matching trajectory and location information sent by the lead vehicle, the vehicle performs trajectory tracking control.

[0254] in,

[0255] The first braking command is generated when the lead car determines to perform the first braking action.

[0256] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0257] The first braking sequence is as follows: following the lead vehicle from the rearmost vehicle, each vehicle in the convoy applies braking pressure to its own front axle. Then, following the lead vehicle from the rearmost vehicle, each vehicle in the convoy applies braking pressure to its own rear axle. The braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

[0258] According to the embodiments of this disclosure, it should be noted that:

[0259] The lead vehicle's decision to perform the first braking action can be understood as the lead vehicle determining that there is an obstacle ahead and needs to slow down, or that the lead vehicle needs to slow down, turn, or parallel according to the planned trajectory. In this case, the lead vehicle decides to perform the first braking action.

[0260] When there are multiple following vehicles, the lead vehicle sends the first braking command to each of the following vehicles.

[0261] like Figure 6As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the first braking sequence can be understood as follows: braking is performed in the following order: braking pressure is applied to the front axle of vehicle n, then to the front axle of vehicle 3, then to the front axle of vehicle 2, then to the front axle of the lead vehicle 1, then to the rear axle of the lead vehicle 1, then to the rear axle of vehicle 2, then to the rear axle of vehicle 3, and finally to the rear axle of vehicle n. The braking pressure application time for each vehicle is sequentially delayed by a time interval Δt.

[0262] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is braking, the following vehicles can be controlled to brake while simultaneously performing trajectory tracking control to avoid collisions. Each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the application of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that the front axle applies braking before the rear axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending or fishtailing during rapid braking.

[0263] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902 further includes:

[0264] When the following vehicle receives a second braking command from the lead vehicle, it determines the second time point for the front and rear axles of the following vehicle to release the brakes according to the second braking sequence in the second braking command.

[0265] Based on the second time point, brake release is performed on the front and rear axles.

[0266] in,

[0267] The second braking command is generated when the vehicle's acceleration reaches the threshold acceleration after the lead vehicle performs the first braking action.

[0268] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0269] According to the embodiments of this disclosure, it should be noted that:

[0270] When there are multiple following vehicles, the lead vehicle sends a second braking command to each of the following vehicles.

[0271] like Figure 6 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, and vehicles 2, 3, and n are follow vehicles, with vehicle n at the rear of the convoy. Based on this, the second braking sequence can be understood as follows: braking pressure is applied to the rear axle of vehicle n, then to the rear axle of vehicle 3, then to the rear axle of vehicle 2, then to the rear axle of the lead vehicle 1, then to the front axle of the lead vehicle 1, then to the front axle of vehicle 2, then to the front axle of vehicle 3, and finally to the front axle of vehicle n. The braking pressure release time for each vehicle is sequentially delayed by a time interval Δt.

[0272] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is releasing its brakes, the following vehicles can be controlled to release their brakes while simultaneously performing trajectory tracking control to avoid collisions. Each following vehicle can independently adjust the braking pressure applied to its front and rear axles based on its own vertical load and acceleration. During the release of braking pressure, the timing of the rise and fall of the brake cylinder pressure on each axle is controlled to ensure that the rear axle releases the brakes before the front axle. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of the convoy folding or fishtailing when releasing the brakes.

[0273] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902: the following vehicle performs trajectory tracking control of its own vehicle based on the matching trajectory and position information sent by the lead vehicle, including:

[0274] When the following vehicle receives the second joint instruction sent by the lead vehicle, it determines the third time node at which the axle of the following vehicle increases the driving torque according to the first driving sequence in the second joint instruction.

[0275] Based on the third time point, increase the driving torque of the axle.

[0276] Based on the matching trajectory and location information sent by the lead vehicle, the vehicle performs trajectory tracking control.

[0277] in,

[0278] The first drive command is generated when the lead vehicle determines to perform an acceleration maneuver.

[0279] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0280] According to the embodiments of this disclosure, it should be noted that:

[0281] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0282] When there are multiple following vehicles, the lead vehicle sends the first drive command to each of the following vehicles.

[0283] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle. Based on this, the first driving sequence can be understood as follows: the driving torque is increased sequentially on the axles of the lead vehicle (vehicle 1), then on the axles of vehicle 2, then on the axles of vehicle 3, and finally on the axles of vehicle n. The time for each vehicle to increase its driving torque is delayed by a time interval Δt.

[0284] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, if the lead vehicle is accelerating while the following vehicles are adjusting their trajectory tracking control, the following vehicles can be controlled to accelerate while simultaneously performing trajectory tracking control to ensure smooth operation between vehicles. The longitudinal control of each following vehicle is uniformly implemented using the planning control commands of the lead vehicle, with logic processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of folding or fishtailing when the convoy increases its driving torque.

[0285] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902 further includes:

[0286] When the following vehicle receives the second drive command sent by the lead vehicle, it determines the fourth time node for the axle of the following vehicle to reduce the drive torque according to the second drive sequence in the second drive command.

[0287] Based on the fourth time node, reduce the driving torque of the axle.

[0288] in,

[0289] The second drive command is generated when the lead vehicle determines to perform the release acceleration driving action.

[0290] The second driving sequence is as follows: based on the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0291] According to the embodiments of this disclosure, it should be noted that:

[0292] An axle can be understood as the front axle and / or rear axle of each vehicle.

[0293] When there are multiple following vehicles, the lead vehicle sends a second drive command to each of the following vehicles.

[0294] Release acceleration can be understood as gradually releasing the accelerator pedal of an autonomous vehicle in order to reduce the acceleration of the autonomous vehicle relatively without braking.

[0295] like Figure 7 As shown, the convoy consists of four autonomous vehicles. Vehicle 1 is the lead vehicle, vehicles 2, 3, and n are follow vehicles, and vehicle n is the rear follower vehicle in the convoy. Based on this, the second driving sequence can be understood as follows: the driving torque is reduced on the axles of vehicle n, then on the axles of vehicle 3, then on the axles of vehicle 2, and finally on the lead vehicle 1. The time for each vehicle to reduce its driving torque is delayed by a time interval Δt.

[0296] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. For example, while the following vehicles are adjusting their trajectory tracking control, if the lead vehicle is releasing acceleration, to ensure smooth operation between vehicles, the following vehicles can be controlled to simultaneously release acceleration while performing trajectory tracking control. The longitudinal control of each following vehicle is uniformly implemented using the lead vehicle's planning control commands, with logic processing of the control commands performed only at the underlying level, ensuring the stability and safety of the convoy's longitudinal control. This ensures that the autonomous vehicles are in a dragging state, reducing the risk of folding or fishtailing when the convoy reduces its driving torque.

[0297] In one embodiment, the vehicle control method of this disclosure includes steps S901 and S902, wherein step S902: the following vehicle performs trajectory tracking control of its own vehicle based on the matching trajectory and position information sent by the lead vehicle, including:

[0298] When the following vehicle receives the third braking command from the lead vehicle, it determines the fifth time point at which the axle of the following vehicle releases the braking force based on the third driving sequence in the third braking command and the wheel slip ratio of the following vehicle.

[0299] Based on the fifth time point, release the braking force on the axles.

[0300] Based on the matching trajectory and location information sent by the lead vehicle, the vehicle performs trajectory tracking control.

[0301] in,

[0302] The third braking command is generated when the lead vehicle determines to perform the second braking action based on its own wheel slip ratio.

[0303] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0304] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0305] According to the technology of this disclosure, each autonomous vehicle in a convoy can adjust the speed of following vehicles based on the current driving state of the lead vehicle while simultaneously adjusting its own trajectory tracking control. This prevents the following vehicles from locking up their wheels before the leading vehicles, thereby ensuring that the autonomous vehicles are in a dragging state, reducing the risk of the convoy bending during rapid braking, and avoiding the risk of the convoy fishtailing.

[0306] like Figure 1 As shown, this disclosure provides a fleet of vehicles, including:

[0307] Multiple autonomous vehicles are arranged in a queue, connected end to end. The multiple autonomous vehicles include at least one lead vehicle and at least one following vehicle.

[0308] The controller of the lead vehicle is used to execute the method of any embodiment of this disclosure. The controller of the following vehicle is used to execute the method of any embodiment of this disclosure.

[0309] According to the technology of this disclosure, the following vehicle can use the historical trajectory of the lead vehicle to track and control its own trajectory, eliminating the need for additional planning of its own driving trajectory. This allows the following vehicles in a convoy to achieve autonomous driving at a lower cost. Simultaneously, the coordination and matching between the lead and following vehicles reduces the risk of driving accidents. In this disclosure, multiple autonomous vehicles are physically connected, solving the problem of maintaining a safe distance between autonomous vehicles in a convoy without physical connections. Furthermore, the physical connection of multiple autonomous vehicles effectively reduces the road space occupied by the convoy, eliminating the need to consider excessively large safe driving distances between vehicles. Moreover, the physical connection of multiple autonomous vehicles reduces the control difficulty for safe driving within the convoy, allowing for more efficient convoy transportation while saving vehicle energy consumption (gasoline or electricity). Additionally, the autonomous driving capabilities of different autonomous vehicles can be differentiated by reducing or enhancing certain functions, reducing overall development investment and enabling the following vehicles in the convoy to achieve autonomous driving at a low cost. Coordination and matching of underlying control reduces accident risks, frees up more lane space, and alleviates road traffic pressure.

[0310] like Figure 10 As shown, this disclosure provides a vehicle control device applied to the lead vehicle in a convoy, which consists of multiple autonomous vehicles connected end-to-end. The convoy includes a lead vehicle and at least one following vehicle. The device includes:

[0311] The first determining module 1010 is used by the lead vehicle to determine a matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle.

[0312] The first control module 1020 is used for the lead vehicle to send the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control of its own vehicle based on the matching trajectory and position information.

[0313] In one implementation, the first control module 1020 is used to:

[0314] In convoys with multiple following vehicles, the lead vehicle sends multiple matched trajectories to each of the following vehicles, allowing them to determine their lateral and heading errors based on their own matched trajectories and position information. These errors are then used for trajectory tracking control.

[0315] The lead vehicle sends multiple execution time information messages to the multiple following vehicles in a one-to-one correspondence. These execution time information messages are used to instruct the multiple following vehicles to perform trajectory tracking control sequentially according to the order of the following vehicles from the rear to the front.

[0316] In one embodiment, the vehicle control device further includes:

[0317] The first sending module is used to send a first braking command to the following vehicles when the lead vehicle determines to perform the first braking action. The first braking command is used to instruct the following vehicles to perform braking according to the first braking sequence.

[0318] in,

[0319] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0320] The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle.

[0321] Braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

[0322] In one embodiment, the vehicle control device further includes:

[0323] The second sending module is used to send a second braking command to the following vehicles when the vehicle's acceleration reaches a threshold acceleration after the lead vehicle performs the first braking action. The second braking command is used to instruct the following vehicles to perform brake release according to the second braking sequence.

[0324] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0325] In one embodiment, the vehicle control device further includes:

[0326] The third sending module is used to send a first driving command to the following vehicles when the lead vehicle determines to perform an acceleration action. The first driving command is used to instruct the following vehicles to perform acceleration according to the first driving sequence.

[0327] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0328] In one embodiment, the vehicle control device further includes:

[0329] The fourth sending module is used to send a second driving command to the following vehicles when the lead vehicle determines to perform the release acceleration driving action. The second driving command is used to instruct the following vehicles to release acceleration according to the second driving sequence.

[0330] The second driving sequence is as follows: according to the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0331] In one embodiment, the vehicle control device further includes:

[0332] The fifth sending module is used to send a third braking command to the following vehicles when the lead vehicle determines to perform the second braking action based on its own wheel slip ratio. The third braking command is used to instruct the following vehicles to perform brake release according to the third braking sequence.

[0333] in,

[0334] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0335] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0336] The specific functions and examples of each module and submodule of the apparatus in this disclosure can be found in the relevant descriptions of the corresponding steps in the above method embodiments, and will not be repeated here.

[0337] like Figure 11 As shown, this disclosure provides a vehicle control device for use in a convoy of autonomous vehicles connected end-to-end. The convoy includes a lead vehicle and at least one follower vehicle. The device includes:

[0338] The sixth transmitting module 1110 is used to send location information from the following vehicle to the lead vehicle.

[0339] The second control module 1120 is used for the following vehicle to perform trajectory tracking control based on the matching trajectory and position information sent by the lead vehicle. The matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the position information.

[0340] In one implementation, the second control module 1120 is used for:

[0341] The following vehicle projects the coordinates from the location information onto the matching trajectory to obtain the matching point corresponding to the coordinates.

[0342] The lateral error is determined based on the coordinate information of the coordinate point and the coordinate information of the matching point.

[0343] The heading angle error is determined based on the heading angle information of the following vehicle and the heading angle information of the matching point in the location information.

[0344] Based on the lateral error, heading angle error, and matching trajectory, the vehicle's trajectory tracking control is performed.

[0345] In one embodiment, the vehicle control device further includes:

[0346] The braking module is used to determine, upon receiving a first braking command from the lead vehicle, a first braking sequence in the first braking command, and a first time point for applying braking pressure to the front and rear axles of the following vehicle. Based on this first time point, braking pressure is applied to the front and rear wheels.

[0347] in,

[0348] The first braking command is generated when the lead car determines to perform the first braking action.

[0349] The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force.

[0350] The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle.

[0351] Braking pressure is determined based on the vertical load and acceleration of the following vehicle.

[0352] In one embodiment, the vehicle control device further includes:

[0353] The brake release module is used to determine a second time point for releasing the brakes on the front and rear axles of the following vehicle, based on the second braking sequence in the second braking command, when the following vehicle receives a second braking command from the lead vehicle. The brakes are then released on the front and rear axles according to the second time point.

[0354] in,

[0355] The second braking command is generated when the vehicle's acceleration reaches the threshold acceleration after the lead vehicle performs the first braking action.

[0356] The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in turn. Then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in turn.

[0357] In one embodiment, the vehicle control device further includes:

[0358] An additional drive module is added to determine a third time point for increasing the drive torque on the axles of the following vehicle, based on the first drive sequence in the first drive command, upon receiving a first drive command from the lead vehicle. The drive torque on the axles is then increased according to this third time point.

[0359] in,

[0360] The first drive command is generated when the lead vehicle determines to perform an acceleration maneuver.

[0361] The first driving sequence is as follows: according to the order of the following vehicles from the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

[0362] In one embodiment, the vehicle control device further includes:

[0363] The drive reduction module is used to determine a fourth time point for the following vehicle to reduce the drive torque of its axles, based on the second drive sequence in the second drive command, when the following vehicle receives a second drive command from the lead vehicle. Based on this fourth time point, the drive torque of the axles is reduced.

[0364] in,

[0365] The second drive command is generated when the lead vehicle determines to perform the release acceleration driving action.

[0366] The second driving sequence is as follows: based on the order from the following car at the rear to the lead car, each vehicle in the convoy is controlled to reduce the driving torque on its own axle.

[0367] In one embodiment, the vehicle control device further includes:

[0368] The anti-lock braking system (ABS) module is used to determine the fifth time point at which the following vehicle's axles release braking force when the following vehicle receives a third braking command from the lead vehicle, based on the third drive sequence in the third braking command and the wheel slip ratio of the following vehicle. Based on this fifth time point, the braking force on the axles is released.

[0369] in,

[0370] The third braking command is generated when the lead vehicle determines to perform the second braking action based on its own wheel slip ratio.

[0371] The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force.

[0372] The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

[0373] The specific functions and examples of each module and submodule of the apparatus in this disclosure can be found in the relevant descriptions of the corresponding steps in the above method embodiments, and will not be repeated here.

[0374] The acquisition, storage, and application of user personal information involved in the technical solution disclosed herein comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0375] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0376] Figure 12 A schematic block diagram of an example electronic device 1200 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0377] like Figure 12 As shown, device 1200 includes a computing unit 1201, which can perform various appropriate actions and processes according to a computer program stored in read-only memory (ROM) 1202 or a computer program loaded from storage unit 1208 into random access memory (RAM) 1203. The RAM 1203 may also store various programs and data required for the operation of device 1200. The computing unit 1201, ROM 1202, and RAM 1203 are interconnected via bus 1204. Input / output (I / O) interface 1205 is also connected to bus 1204.

[0378] Multiple components in device 1200 are connected to I / O interface 1205, including: input unit 1206, such as keyboard, mouse, etc.; output unit 1207, such as various types of monitors, speakers, etc.; storage unit 1208, such as disk, optical disk, etc.; and communication unit 1209, such as network card, modem, wireless transceiver, etc. Communication unit 1209 allows device 1200 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0379] The computing unit 1201 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 1201 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 1201 performs the various methods and processes described above, such as vehicle control methods. For example, in some embodiments, the vehicle control method may be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 1208. In some embodiments, part or all of the computer program may be loaded and / or installed on device 1200 via ROM 1202 and / or communication unit 1209. When the computer program is loaded into RAM 1203 and executed by the computing unit 1201, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, the computing unit 1201 may be configured to perform vehicle control methods by any other suitable means (e.g., by means of firmware).

[0380] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0381] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0382] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0383] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0384] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with embodiments of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0385] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0386] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0387] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle control method applied to a lead vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the method comprising: The lead vehicle determines a matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle. as well as The lead vehicle sends the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control of its own vehicle based on the matching trajectory and the position information; The method further includes: When the lead vehicle determines to perform the first braking action, the lead vehicle sends a first braking command to the following vehicles. The first braking command is used to instruct the following vehicles to perform braking according to the first braking sequence. in, The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle in sequence. The braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

2. The method according to claim 1, wherein, The lead vehicle determines a matching trajectory corresponding to the location information based on the position information of the following vehicles and on the historical trajectory of the lead vehicle, including: The lead vehicle determines the corresponding matching point in the historical trajectory of the lead vehicle based on the coordinate points in the position information of the following vehicles; The segment of trajectory corresponding to the matching point on the historical trajectory is determined as the matching trajectory corresponding to the location information.

3. The method according to claim 2, wherein, The lead vehicle determines a corresponding matching point in the historical trajectory of the lead vehicle based on the coordinates in the position information of the following vehicles, including: The lead vehicle projects the coordinates from the position information of the following vehicles onto the historical trajectory of the lead vehicle to obtain a matching point corresponding to the coordinates.

4. The method according to claim 2, wherein, Determine the segment of trajectory corresponding to the matching point on the historical trajectory as the matching trajectory corresponding to the location information, including: Based on the preset trajectory length and / or the current driving speed of the following vehicle, the segment of trajectory corresponding to the matching point on the historical trajectory is determined as the matching trajectory corresponding to the location information.

5. The method according to claim 1, wherein, The lead vehicle sends the matched trajectory to the following vehicle, enabling the following vehicle to perform trajectory tracking control based on the matched trajectory and the location information, including: When the convoy includes multiple following vehicles, the lead vehicle sends multiple matching trajectories to each of the following vehicles in a one-to-one correspondence. This allows each following vehicle to determine its lateral and heading angle errors based on its corresponding matching trajectory and its own position information, and to perform trajectory tracking control based on these errors. The lead vehicle sends multiple execution time information to the multiple following vehicles in a one-to-one correspondence; wherein, the multiple execution time information is used to instruct the multiple following vehicles to execute the trajectory tracking control sequentially according to the order from the lead following vehicle to the tail following vehicle.

6. The method according to claim 1, wherein, The historical trajectory is planned based on road information and obstacle information identified by the lead vehicle; or The historical trajectory is planned based on road information, obstacle information identified by the lead vehicle, and obstacle information identified by the following vehicles.

7. The method according to claim 1, further comprising: When the acceleration of the vehicle following the lead vehicle reaches a threshold acceleration after the lead vehicle performs the first braking action, the lead vehicle sends a second braking command to the following vehicle. The second braking command is used to instruct the following vehicle to perform brake release according to the second braking sequence. The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

8. The method according to claim 1, further comprising: When the lead vehicle determines to perform an acceleration action, the lead vehicle sends a first driving command to the following vehicles. The first driving command is used to instruct the following vehicles to accelerate according to a first driving sequence. The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

9. The method according to claim 8, further comprising: When the lead vehicle determines to perform the release acceleration driving action, the lead vehicle sends a second driving command to the following vehicle, the second driving command being used to instruct the following vehicle to release acceleration according to the second driving sequence; The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

10. The method according to claim 1, further comprising: When the lead vehicle determines to perform a second braking action based on its own wheel slip ratio, the lead vehicle sends a third braking command to the following vehicle, the third braking command being used to instruct the following vehicle to perform brake release according to a third braking sequence; in, The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

11. The method according to claim 1, wherein, The lead vehicle sends the matched trajectory to the following vehicle, enabling the following vehicle to perform trajectory tracking control based on the matched trajectory and the location information, including: When the lead vehicle determines to perform the first braking action, the lead vehicle sends a first joint instruction to the following vehicle. The first joint instruction is used to instruct the following vehicle to perform braking according to the first braking sequence, while performing trajectory tracking control of the vehicle according to the matching trajectory and the position information. in, The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is sequentially controlled to apply braking pressure to its own front axle; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is sequentially controlled to apply braking pressure to its own rear axle; wherein, the braking pressure is determined based on the vertical load of each vehicle in the convoy and the vehicle's acceleration.

12. The method of claim 11, further comprising: When the acceleration of the vehicle following the lead vehicle reaches a threshold acceleration after the lead vehicle performs the first braking action, the lead vehicle sends a second braking command to the following vehicle. The second braking command is used to instruct the following vehicle to perform brake release according to the second braking sequence. The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

13. The method according to claim 1, wherein, The lead vehicle sends the matched trajectory to the following vehicle, enabling the following vehicle to perform trajectory tracking control based on the matched trajectory and the location information, including: When the lead vehicle determines to perform an acceleration action, the lead vehicle sends a second joint instruction to the following vehicle. The second joint instruction is used to instruct the following vehicle to accelerate according to the first driving sequence, while performing trajectory tracking control of the vehicle according to the matching trajectory and the position information. The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

14. The method of claim 13, further comprising: When the lead vehicle determines to perform the release acceleration driving action, the lead vehicle sends a second driving command to the following vehicle, the second driving command being used to instruct the following vehicle to release acceleration according to the second driving sequence; The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

15. The method according to claim 1, wherein, The lead vehicle sends the matched trajectory to the following vehicle, enabling the following vehicle to perform trajectory tracking control based on the matched trajectory and the location information, including: When the lead vehicle determines to perform a second braking action based on the wheel slip ratio of its own vehicle, the lead vehicle sends a third joint command to the following vehicle. The third joint command is used to instruct the following vehicle to perform brake release according to the third braking sequence, while performing trajectory tracking control of its own vehicle based on the matching trajectory and the position information. in, The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

16. A vehicle control method applied to a following vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the method comprising: The following vehicle sends its location information to the lead vehicle; as well as The following vehicle performs trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information; wherein, the matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the location information; The method also includes: When the following vehicle receives the first braking command sent by the lead vehicle, the first time point at which the front axle and rear axle of the following vehicle apply braking pressure is determined according to the first braking sequence in the first braking command. According to the first time point, braking pressure is applied to the front axle and the rear axle; in, The first braking command is generated when the lead vehicle determines to perform the first braking action; The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle in sequence. The braking pressure is determined based on the vertical load and acceleration of the following vehicle.

17. The method according to claim 16, wherein, The following vehicle performs trajectory tracking control based on the matching trajectory fed back by the lead vehicle and the position information, including: The following vehicle projects the coordinate points in the location information onto the matching trajectory to obtain the matching points corresponding to the coordinate points; The lateral error is determined based on the coordinate information of the coordinate point and the coordinate information of the matching point; Based on the heading angle information of the following vehicle and the heading angle information of the matching point in the location information, the heading angle error is determined; Based on the lateral error, the heading angle error, and the matching trajectory, the vehicle's trajectory tracking control is performed.

18. The method of claim 16, further comprising: When the following vehicle receives the second braking command sent by the lead vehicle, it determines the second time node for the front axle and rear axle of the following vehicle to perform brake release according to the second braking sequence in the second braking command; According to the second time node, brake release is performed on the front axle and the rear axle; in, The second braking command is generated when the vehicle's acceleration reaches a threshold acceleration after the lead vehicle performs the first braking action; The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

19. The method of claim 16, further comprising: When the following vehicle receives the first drive command sent by the lead vehicle, a third time node for increasing the drive torque of the following vehicle's axle is determined according to the first drive sequence in the first drive command. According to the third time node, increase the driving torque of the axle; in, The first driving command is generated when the lead vehicle determines to perform an acceleration action; The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

20. The method of claim 19, further comprising: When the following vehicle receives the second driving command sent by the lead vehicle, the fourth time node for the following vehicle to reduce the driving torque of its axle is determined according to the second driving sequence in the second driving command. According to the fourth time node, reduce the driving torque of the axle; in, The second drive command is generated when the lead vehicle determines to perform a release acceleration driving action; The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

21. The method of claim 16, further comprising: When the following vehicle receives the third braking command sent by the lead vehicle, it determines the fifth time node for the axle of the following vehicle to release the braking force based on the third braking sequence in the third braking command and the wheel slip ratio of the following vehicle. According to the fifth time node, release the braking force of the axle; in, The third braking command is generated when the lead vehicle determines to perform the second braking action based on the wheel slip ratio of its own vehicle; The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

22. The method according to claim 16, wherein, The following vehicle performs trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information, including: When the following vehicle receives the first joint instruction sent by the lead vehicle, it determines the first time point at which the front axle and rear axle of the following vehicle apply braking pressure according to the first braking sequence in the first joint instruction. According to the first time point, braking pressure is applied to the front axle and the rear axle; and Based on the matching trajectory sent by the lead vehicle and the location information, the vehicle performs trajectory tracking control. in, The first joint instruction is generated when the lead vehicle determines that it will perform the first braking action; The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is sequentially controlled to apply braking pressure to its own front axle; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is sequentially controlled to apply braking pressure to its own rear axle; wherein, the braking pressure is determined based on the vertical load of each vehicle in the convoy and the vehicle's acceleration.

23. The method of claim 22, further comprising: When the following vehicle receives the second braking command sent by the lead vehicle, it determines the second time node for the front axle and rear axle of the following vehicle to perform brake release according to the second braking sequence in the second braking command; According to the second time node, brake release is performed on the front axle and the rear axle; in, The second braking command is generated when the vehicle's acceleration reaches a threshold acceleration after the lead vehicle performs the first braking action; The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

24. The method of claim 16, wherein, The following vehicle performs trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information, including: When the following vehicle receives the second joint instruction sent by the lead vehicle, a third time node for increasing the driving torque of the following vehicle's axle is determined according to the first driving sequence in the second joint instruction; Based on the third time node, increase the driving torque of the axle; and Based on the matching trajectory sent by the lead vehicle and the location information, the vehicle performs trajectory tracking control. in, The second joint instruction is generated when the lead vehicle determines to perform an acceleration maneuver; The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

25. The method of claim 24, further comprising: When the following vehicle receives the second driving command sent by the lead vehicle, the fourth time node for the following vehicle to reduce the driving torque of its axle is determined according to the second driving sequence in the second driving command. According to the fourth time node, reduce the driving torque of the axle; in, The second drive command is generated when the lead vehicle determines to perform a release acceleration driving action; The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

26. The method of claim 16, wherein, The following vehicle performs trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information, including: When the following vehicle receives the third braking command sent by the lead vehicle, it determines the fifth time node for the axle of the following vehicle to release the braking force based on the third braking sequence in the third braking command and the wheel slip ratio of the following vehicle. According to the fifth time node, the braking force of the axle is released; and Based on the matching trajectory sent by the lead vehicle and the location information, the vehicle performs trajectory tracking control. in, The third braking command is generated when the lead vehicle determines to perform the second braking action based on the wheel slip ratio of its own vehicle; The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

27. A vehicle control device applied to a lead vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the device comprising: The first determining module is used for the lead vehicle to determine a matching trajectory corresponding to the location information based on the position information of the following vehicles and the historical trajectory of the lead vehicle. as well as The first control module is used for the lead vehicle to send the matching trajectory to the following vehicle, so that the following vehicle can perform trajectory tracking control based on the matching trajectory and the position information. The device further includes: A first transmitting module is configured to, when the lead vehicle determines to perform a first braking action, send a first braking command to the following vehicle, wherein the first braking command is used to instruct the following vehicle to perform braking according to a first braking sequence; in, The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle in sequence. The braking pressure is determined based on the vertical load and acceleration of each vehicle in the convoy.

28. The apparatus according to claim 27, wherein, The first control module is used for: When the convoy includes multiple following vehicles, the lead vehicle sends multiple matching trajectories to the multiple following vehicles one-to-one, so that the multiple following vehicles can determine the lateral error and heading angle error based on the matching trajectory corresponding to their own vehicle and their own vehicle's position information, and perform trajectory tracking control of their own vehicle based on the lateral error and the heading angle error. as well as The lead vehicle sends multiple execution time information to the multiple following vehicles in a one-to-one correspondence; wherein, the multiple execution time information is used to instruct the multiple following vehicles to execute the trajectory tracking control sequentially according to the order from the lead following vehicle to the tail following vehicle.

29. The apparatus of claim 27, further comprising: The second sending module is used to send a second braking command to the following vehicle when the vehicle's acceleration reaches a threshold acceleration after the lead vehicle performs the first braking action. The second braking command is used to instruct the following vehicle to perform brake release according to a second braking sequence. The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

30. The apparatus of claim 27, further comprising: The third sending module is used to send a first driving command to the following vehicles when the lead vehicle determines to perform an acceleration driving action. The first driving command is used to instruct the following vehicles to perform acceleration according to a first driving sequence. The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

31. The apparatus of claim 30, further comprising: The fourth sending module is used to send a second driving command to the following vehicle when the lead vehicle determines to perform a release acceleration driving action. The second driving command is used to instruct the following vehicle to release acceleration according to a second driving sequence. The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

32. The apparatus of claim 27, further comprising: The fifth sending module is used to send a third braking command to the following vehicle when the lead vehicle determines to perform a second braking action based on its own wheel slip ratio. The third braking command is used to instruct the following vehicle to perform brake release according to the third braking sequence. in, The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

33. A vehicle control device applied to a following vehicle in a convoy, the convoy consisting of multiple autonomous vehicles connected end-to-end, the convoy including a lead vehicle and at least one following vehicle, the device comprising: The sixth sending module is used by the following vehicle to send its location information to the lead vehicle; as well as The second control module is used for the following vehicle to perform trajectory tracking control based on the matching trajectory sent by the lead vehicle and the location information; wherein, the matching trajectory is the corresponding trajectory determined by the lead vehicle from historical trajectories based on the location information; The device further includes: A braking module is configured to, upon receiving a first braking command from the lead vehicle, determine a first time point at which braking pressure is applied to the front and rear axles of the following vehicle according to a first braking sequence in the first braking command; and apply braking pressure to the front and rear axles according to the first time point. in, The first braking command is generated when the lead vehicle determines to perform the first braking action; The braking pressure corresponding to the first braking action is less than the preset anti-lock braking force; The first braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to apply braking pressure to its own front axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to apply braking pressure to its own rear axle in sequence. The braking pressure is determined based on the vertical load and acceleration of the following vehicle.

34. The apparatus according to claim 33, wherein, The second control module is used for: The following vehicle projects the coordinate points in the location information onto the matching trajectory to obtain the matching points corresponding to the coordinate points; The lateral error is determined based on the coordinate information of the coordinate point and the coordinate information of the matching point; Based on the heading angle information of the following vehicle and the heading angle information of the matching point in the location information, the heading angle error is determined; Based on the lateral error, the heading angle error, and the matching trajectory, the vehicle's trajectory tracking control is performed.

35. The apparatus of claim 33, further comprising: The brake release module is used to determine a second time point for the front and rear axles of the following vehicle to release the brakes according to the second braking sequence in the second braking command when the following vehicle receives a second braking command from the lead vehicle; and to release the brakes on the front and rear axles according to the second time point. in, The second braking command is generated when the vehicle's acceleration reaches a threshold acceleration after the lead vehicle performs the first braking action; The second braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its rear axle in sequence; then, according to the order from the lead vehicle to the following vehicles at the rear, each vehicle in the convoy is controlled to release the braking pressure on its front axle in sequence.

36. The apparatus of claim 33, further comprising: An additional drive module is added, which, upon receiving a first drive command from the lead vehicle, determines a third time point at which the drive torque of the follower vehicle's axle is increased according to a first drive sequence in the first drive command; and increases the drive torque of the axle according to the third time point. in, The first driving command is generated when the lead vehicle determines to perform an acceleration action; The first driving sequence is as follows: according to the order of the lead vehicle to the tail vehicle, each vehicle in the convoy is controlled to increase the driving torque on its own axle.

37. The apparatus of claim 36, further comprising: The drive reduction module is used to determine a fourth time node for reducing the drive torque of the following vehicle's axle according to the second drive sequence in the second drive command when the following vehicle receives the second drive command sent by the lead vehicle; and to reduce the drive torque of the axle according to the fourth time node. in, The second drive command is generated when the lead vehicle determines to perform a release acceleration driving action; The second driving sequence is as follows: according to the order from the following vehicle at the rear to the lead vehicle, the driving torque of each vehicle in the convoy is reduced relative to its own axle.

38. The apparatus of claim 33, further comprising: The anti-lock braking module is used to determine the fifth time point at which the axle of the following vehicle releases braking force when the following vehicle receives the third braking command sent by the lead vehicle, based on the third braking sequence in the third braking command and the wheel slip ratio of the following vehicle; and to release the braking force of the axle according to the fifth time point. in, The third braking command is generated when the lead vehicle determines to perform the second braking action based on the wheel slip ratio of its own vehicle; The braking pressure corresponding to the second braking action is greater than the preset anti-lock braking force; The third braking sequence is as follows: according to the order from the following vehicles at the rear to the lead vehicle, each vehicle in the convoy is controlled to release the braking pressure on its own axle based on its own wheel slip ratio.

39. A convoy, comprising: Multiple autonomous vehicles are arranged in a queue and connected end to end; The plurality of autonomous vehicles includes at least a lead vehicle and at least one follower vehicle; The controller of the lead vehicle is used to perform the method according to any one of claims 1 to 15; the controller of the following vehicle is used to perform the method according to any one of claims 16 to 26.

40. An electronic device comprising: 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 26.

41. A non-transitory computer-readable storage medium storing computer instructions, wherein, The computer instructions are used to cause the computer to perform the method according to any one of claims 1 to 26.

42. A computer program product comprising a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 26.

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