Vehicle travel control method, device, electronic equipment and vehicle

Abstract

The present disclosure relates to a vehicle driving control method and device, electronic equipment and vehicle. The method comprises: obtaining actual load information of the vehicle; compensating an indicated driving angle in a driving instruction initiated according to a preset correspondence between load information and deviation angle value and the actual load information, to obtain a target driving angle, the deviation angle value being used to represent the influence degree of the value of the load factor on the relative zero value of the steering system of the vehicle; and controlling the vehicle to drive according to the target driving angle, so that the actual driving angle of the vehicle is the same as the indicated driving angle, thereby reducing the error between the actual driving angle and the indicated driving angle caused by the change of the load state of the vehicle itself, and achieving the purpose of accurately controlling the driving of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of vehicles, and more specifically, to a vehicle driving control method, device, electronic equipment, and vehicle. Background Technology

[0002] For vehicles in autonomous driving mode, a large error in the vehicle's driving angle increases the risk of traffic accidents caused by autonomous driving, especially in terms of vehicle steering. Because the vehicle's steer-by-wire system eliminates the mechanical connection between the steering wheel and the steering wheels and uses electric power to achieve steering, it gets rid of the various limitations of the traditional steering system. However, the steer-by-wire system is much more complex than the traditional mechanical steering system and has higher requirements for control precision.

[0003] In related technologies, a calibrated fixed value is used to compensate for the driving angle during vehicle operation so that the actual driving angle of the vehicle is consistent with the driving angle indicated in the driving command. However, the calibrated fixed value cannot cope with the impact of changes in the vehicle's own state on the driving angle, thereby increasing the error between the actual driving angle of the vehicle and the driving angle indicated in the driving command, and thus increasing the risk of accidents. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this disclosure provides a vehicle driving control method, device, electronic equipment, and vehicle.

[0005] To achieve the above objectives, in a first aspect, this disclosure provides a vehicle driving control method, comprising:

[0006] Obtain the actual load information of the vehicle;

[0007] Based on the preset correspondence between load information and deviation angle value and the actual load information, the indicated driving angle in the initiated driving command is compensated to obtain the target driving angle. The deviation angle value is used to characterize the degree of influence of the load factor on the relative zero value of the vehicle's steering system.

[0008] The vehicle is controlled to steer according to the target driving angle so that the actual driving angle of the vehicle is the same as the indicated driving angle.

[0009] Optionally, the step of compensating the indicated driving angle in the initiated driving command based on the preset correspondence between load information and deviation angle value and the actual load information to obtain the target driving angle includes:

[0010] Based on the preset correspondence between load information and deviation angle value and the actual load information, determine the target deviation angle value corresponding to the actual load information;

[0011] Based on the target deviation angle value, the indicated driving angle in the initiated driving command is compensated to obtain the target driving angle.

[0012] Optionally, the deviation angle value is also used to characterize the degree of influence of the value of non-load factors on the relative zero degree value of the vehicle's steering system, and the correspondence is constructed in the following way:

[0013] Obtain historical load information of the vehicle when it did not intend to turn during its historical driving process and a first deviation angle corresponding to the historical load information, and obtain a second deviation angle calibrated for the vehicle;

[0014] The deviation angle value is determined based on the first deviation angle and the second deviation angle;

[0015] The correspondence is constructed based on the deviation angle value and the historical load information corresponding to the first deviation angle.

[0016] Optionally, in two consecutive historical load information acquisitions and the first deviation angle corresponding to the historical load information, the vehicle mileage at the acquisition time is at least at a preset mileage interval.

[0017] Optionally, the driving command includes a steering driving command, the indicated driving angle includes an indicated steering angle, and obtaining the actual load information of the vehicle includes:

[0018] If the vehicle is detected to be turning, the actual load information of the vehicle is obtained.

[0019] Optionally, the method further includes:

[0020] The vehicle's driving information is obtained, including at least one of steering wheel angle information, turn signal status information, and vehicle front image information;

[0021] Based on the driving information, determine whether the vehicle intends to turn.

[0022] Optionally, the non-load-bearing factors include at least one of vehicle manufacturing material factors, vehicle manufacturing process factors, and steering structure factors.

[0023] Secondly, this disclosure provides a vehicle driving control device, including:

[0024] The first acquisition module is used to acquire the actual load information of the vehicle;

[0025] The compensation module is used to compensate the indicated driving angle in the initiated driving command according to the preset correspondence between load information and deviation angle value and the actual load information to obtain the target driving angle. The deviation angle value is used to characterize the degree of influence of the load factor on the relative zero value of the vehicle's steering system.

[0026] The control module is used to control the vehicle to turn according to the target driving angle so that the actual driving angle of the vehicle is the same as the indicated driving angle.

[0027] Thirdly, this disclosure provides an electronic device, including:

[0028] A memory on which computer programs are stored;

[0029] A processor for executing the computer program in the memory to implement the steps of the method of any one of the first aspects.

[0030] Fourthly, this disclosure provides a vehicle including the electronic equipment described in the third aspect.

[0031] The above technical solution obtains the vehicle's actual load information, compensates for the indicated driving angle in the initiated driving command based on this information, obtains the target driving angle, and controls the vehicle to drive according to the target driving angle, ensuring that the actual driving angle matches the indicated driving angle. In this way, by dynamically compensating for the vehicle's driving angle based on its actual load, the error between the actual and indicated driving angles caused by changes in the vehicle's load is reduced, achieving precise vehicle control.

[0032] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0033] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0034] Figure 1 This is a flowchart illustrating a vehicle driving control method according to an exemplary embodiment of the present disclosure.

[0035] Figure 2 This is a schematic diagram illustrating the relationship between the value of a load factor and the deviation of the load factor from a relative zero degree value, according to an exemplary embodiment of this disclosure.

[0036] Figure 3This is a schematic diagram illustrating the relationship between a deviation angle value and time according to an exemplary embodiment of the present disclosure.

[0037] Figure 4 This is a block diagram illustrating a vehicle driving control device according to an exemplary embodiment of the present disclosure.

[0038] Figure 5 This is a schematic diagram of the structure of an electronic device according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0039] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0040] As mentioned in the background section, in existing technologies, especially in the calibration process of commercial vehicles, the calibration of vehicle drive-by-wire systems only calibrates the error caused by the vehicle's front end relative to the driving angle. However, in actual applications, commercial vehicles are often equipped with flatbeds or cargo boxes, which can lead to changes in vehicle weight, resulting in larger driving angle errors and inaccurate driving angles. This increases the risk of traffic accidents caused by autonomous driving in commercial vehicles, especially when the vehicle is turning.

[0041] In view of this, the present disclosure provides a vehicle driving control method, device, electronic device and vehicle, which solves the error between the actual driving angle and the indicated driving angle caused by changes in the vehicle's own load state, achieves the purpose of precise vehicle driving control, and thereby reduces the risk of traffic accidents in autonomous driving.

[0042] Figure 1 This is a flowchart illustrating a vehicle driving control method according to an exemplary embodiment of the present disclosure. This vehicle driving control method can be applied to an electronic device, which may be a device integrated into a vehicle, such as a car T-box. The car T-box is mainly used to communicate with a backend system / mobile application to realize the display and control of vehicle information on the mobile application. (Refer to...) Figure 1 The vehicle driving control method may include the following steps.

[0043] Step S101: Obtain the actual load information of the vehicle.

[0044] The actual load information can be the load weight.

[0045] It is understandable that the vehicle's driving angle can be compensated when the vehicle is in motion, including both straight-line driving and turning.

[0046] Step S102: Based on the preset correspondence between load information and deviation angle value and the actual load information, the indicated driving angle in the initiated driving command is compensated to obtain the target driving angle. The deviation angle value is used to characterize the degree of influence of the load factor on the relative zero degree value of the vehicle's steering system.

[0047] It's important to note that the indicated driving angle in the driving command is the angle required for the vehicle's current driving. For example, when driving straight, the indicated driving angle is 0; when turning, the indicated driving angle is the steering angle. The relative zero degree value is a crucial parameter for a car's steer-by-wire system, used for vehicle drift compensation. Ideally, when the steering wheel is in the 0 position, the wheel steering angle is also 0, so the relative zero degree value can be considered 0. However, in practical applications, the relative zero degree value corresponding to a wheel steering angle of 0 is not necessarily 0.

[0048] The influence of the load factor on the relative zero degree of the vehicle's steering system can be understood as the deviation caused by the load factor on the relative zero degree of the vehicle's steering system.

[0049] The varying values ​​of load factors result in correspondingly larger deviations in the vehicle's relative zero-degree value. (Refer to...) Figure 2 The curve diagram shown is in Figure 2 In the graph, the horizontal axis represents the load factor value, and the vertical axis represents the deviation of the load factor value from the relative zero degree value. For example, when the load factor value is G1, the deviation of the relative zero degree value of the vehicle's steering system is d1; when the load factor value is G2, the deviation of the relative zero degree value of the vehicle's steering system is d2. It should be noted that... Figure 2 The curve shown is merely an illustrative example of the relationship between the value of the load factor and its corresponding deviation value, and does not imply any limitation on the relationship between the value of the load factor and its corresponding deviation value.

[0050] In some embodiments, Figure 1 Step S102 shown can be implemented in the following way: Based on the preset correspondence between load information and deviation angle value and the actual load information, determine the target deviation angle value corresponding to the actual load information; based on the target deviation angle value, compensate the indicated driving angle in the initiated driving command to obtain the target driving angle.

[0051] For example, if the target deviation angle is 1° and the indicated driving angle in the initiated driving command is 10° (turning), then the target driving angle is 10° ± 1°. Here, ± corresponds to left turn and right turn; for example, + corresponds to left turn and - corresponds to right turn.

[0052] For example, if the target deviation angle is 1° and the indicated driving angle in the initiated driving command is 0° (straight driving), then the target driving angle is 0°±1°. Here, ± corresponds to left deviation and right deviation; for example, + corresponds to left deviation relative to the straight line, and - corresponds to right deviation relative to the straight line.

[0053] Step S103: Control the vehicle to travel at the target driving angle so that the actual driving angle of the vehicle is the same as the indicated driving angle.

[0054] The above method eliminates the need for additional hardware or sensors to compensate for vehicle driving angle. It dynamically compensates for the vehicle's driving angle based on its actual load condition, reducing the error between the actual driving angle caused by changes in the vehicle's own load condition and the driving angle indicated in the driving command issued by the electronic device. Even if the actual driving angle of the vehicle is the same as the indicated driving angle, it achieves the purpose of precise control of vehicle steering and is suitable for the vehicle's autonomous driving mode.

[0055] In some embodiments, the deviation angle value is also used to characterize the degree of influence of the value of the non-load factor on the relative zero-degree value of the vehicle's steering system. The degree of influence of the non-load factor on the relative zero-degree value of the vehicle's steering system can be understood as the deviation value caused by the non-load factor on the relative zero-degree value of the vehicle's steering system. Since the non-load factor is not a variable value during vehicle operation, the deviation value corresponding to the non-load factor can be a fixed value.

[0056] For example, non-load-bearing factors may include at least one of vehicle manufacturing material factors, vehicle manufacturing process factors, and steering structure factors. The steering structure may be a steering mechanical structure.

[0057] Understandably, when the deviation angle value is used to characterize the influence of the load factor on the relative zero degree of the vehicle's steering system and the influence of the unload factor on the relative zero degree of the vehicle's steering system, the deviation angle value can be the sum of the deviation caused by the load factor on the relative zero degree of the vehicle and the deviation caused by the unload factor on the relative zero degree of the vehicle.

[0058] When the deviation angle value is used to characterize the influence of the load factor on the relative zero value of the vehicle's steering system, and the influence of the non-load factor on the relative zero value of the vehicle's steering system, the correspondence between load information and deviation angle value can be implemented in the following way: obtain historical load information of the vehicle during historical driving when there was no turning intention and the first deviation angle corresponding to the historical load information, and obtain the second deviation angle calibrated for the vehicle; determine the deviation angle value based on the first deviation angle and the second deviation angle; construct the correspondence based on the deviation angle value and the historical load information corresponding to the first deviation angle.

[0059] In this embodiment, the method for determining that the vehicle does not intend to turn can refer to the following method for determining that the vehicle does not intend to turn, and will not be repeated here.

[0060] The calibrated second deviation angle characterizes the degree of influence of the non-load factor value on the relative zero degree value of the vehicle's steering system. The calibrated second deviation angle can be stored in the memory of an electronic device. In some embodiments, different second deviation angles can be calibrated for different vehicles.

[0061] Specifically, sensors can be used to acquire the vehicle's historical actual deviation angle during its historical driving process. The first deviation angle is determined based on this historical actual deviation angle, the historical indicated driving angle, and the second deviation angle. Here, the historical actual deviation angle characterizes the degree to which the vehicle deviates from a straight line, while the first deviation angle characterizes the influence of the load factor value on the relative zero-degree value of the vehicle's steering system.

[0062] For example, refer to Figure 3 As shown, Figure 3 The vertical axis in the figure represents the deviation angle value (i.e., C). Figure 3 The horizontal axis in the graph represents time (i.e., t). Figure 3 The horizontal axis in the graph can also represent the mileage the vehicle has traveled. Figure 3 In this context, 'b' represents the second deviation angle, and 'b' is a fixed value. Figure 3 The data collection interval shown is the range of data used to construct the correspondence between load information and deviation angle values. The historical load information corresponding to the deviation angle values ​​within this interval and the corresponding time is used to construct the correspondence. Data outside this interval represents data corresponding to when the vehicle intended to turn during its historical driving process. To avoid the impact of turning on data collection, data corresponding to turning intentions is ignored when constructing the correspondence.

[0063] pass Figure 3 The relationship between C and b shown can be used to obtain the first deviation angle. It should be noted that for... Figure 3In other words, Figure 3 The dashed line shown represents C = b. Using this line as a dividing line, the C on the upper and lower sides of the line can represent the increase and decrease of load, respectively. For example, the C on the upper side of the line can represent the increase of load, and the C on the lower side of the line can represent the decrease of load.

[0064] Additionally, it should be noted that, Figure 3 The curve shown is only an illustration of the correspondence between load information and deviation angle value, and does not limit the correspondence between load information and deviation angle value.

[0065] In some embodiments, in two adjacent acquisitions of historical load information and a first deviation angle corresponding to the historical load information, the vehicle mileage at the acquisition time is at least at a preset mileage interval.

[0066] It is understandable that in commercial vehicle transportation, loading and unloading operations are often carried out over long distances, which can cause changes in the vehicle's load. Therefore, in order to avoid obtaining the same historical load information (same weight) data, the distance the vehicle has traveled at the time of acquisition of the historical load information and the first deviation angle corresponding to the historical load information can be at least separated by a preset distance. That is, the historical load information and the first deviation angle corresponding to the historical load information can be acquired once when the vehicle travels at a preset distance interval.

[0067] In some embodiments, a TSP (Telematics Service Provider) can send vehicle driving control methods to a vehicle T-box via vehicle remote upgrade technology. The vehicle T-box can then perform software upgrades on the vehicle's drive-by-wire controller (the aforementioned electronic device) to provide customized services for each vehicle.

[0068] As mentioned above, vehicles are more prone to traffic accidents if they are not compensated for their angle when turning. In order to reduce the power consumption of the above-mentioned vehicle driving control, the actual load information of the vehicle can be obtained when the vehicle is detected to have a turning intention. This reduces the power consumption caused by the step of obtaining the actual load information of the vehicle without compensating for the vehicle's steering angle when the vehicle does not have a turning intention.

[0069] When a vehicle is detected to be turning, the driving command includes a steering driving command. Correspondingly, the indicated driving angle includes an indicated steering angle, and the target driving angle is the target steering angle. Based on the preset correspondence between load information and deviation angle values, and the actual load information, the indicated steering angle in the steering driving command is compensated to obtain the target steering angle. The vehicle is then controlled to turn according to the target steering angle so that the actual steering angle of the vehicle is the same as the indicated steering angle.

[0070] In some embodiments, the step of determining whether a vehicle intends to turn can be implemented by: obtaining the vehicle's driving information; and determining whether the vehicle intends to turn based on the driving information.

[0071] The driving information includes at least one of the following: steering wheel angle information, turn signal status information, and vehicle front image information.

[0072] For example, when the driving information includes steering wheel angle information, turn signal status information, and vehicle front image information, if the steering wheel angle information exceeds a preset angle threshold, the turn signal status information indicates that the vehicle is in a turning state, and the vehicle front image information indicates that the vehicle's front deflection angle is greater than a preset deflection angle, it is determined that the vehicle has a turning intention.

[0073] It should be noted that the preset angle threshold and preset bias angle can be set according to the actual situation, and this embodiment does not limit them here.

[0074] Figure 4 This is a block diagram illustrating a vehicle driving control device according to an exemplary embodiment of the present disclosure. (Refer to...) Figure 4 The vehicle driving control device 400 includes:

[0075] The first acquisition module 401 is used to acquire the actual load information of the vehicle;

[0076] The compensation module 402 is used to compensate the indicated driving angle in the initiated driving command according to the preset correspondence between load information and deviation angle value and the actual load information to obtain the target driving angle. The deviation angle value is used to characterize the degree of influence of the load factor on the relative zero value of the vehicle's steering system.

[0077] The control module 403 is used to control the vehicle to travel at the target driving angle so that the actual driving angle of the vehicle is the same as the indicated driving angle.

[0078] Optionally, the compensation module 402 includes:

[0079] The first determining submodule is used to determine the target deviation angle value corresponding to the actual load information based on the preset correspondence between load information and deviation angle value and the actual load information.

[0080] The compensation submodule is used to compensate the indicated driving angle in the initiated driving command based on the target deviation angle value, so as to obtain the target driving angle.

[0081] Optionally, the deviation angle value is also used to characterize the degree of influence of the value of the non-load factor on the relative zero degree value of the vehicle's steering system, and the device 400 further includes:

[0082] The second acquisition module is used to acquire historical load information of the vehicle when it did not intend to turn during its historical driving process and a first deviation angle corresponding to the historical load information, and to acquire a second deviation angle calibrated for the vehicle.

[0083] The first determining module is used to determine the deviation angle value based on the first deviation angle and the second deviation angle;

[0084] A construction module is used to construct the correspondence based on the deviation angle value and the historical load information corresponding to the first deviation angle.

[0085] Optionally, in two consecutive historical load information acquisitions and the first deviation angle corresponding to the historical load information, the vehicle mileage at the acquisition time is at least at a preset mileage interval.

[0086] Optionally, the driving command includes a turning driving command, and the indicated driving angle includes an indicated turning angle. The first acquisition module 401 is specifically used to acquire the actual load information of the vehicle when the vehicle is detected to have a turning intention.

[0087] Optionally, the device 400 further includes:

[0088] The third acquisition module is used to acquire the vehicle's driving information, which includes at least one of steering wheel angle information, turn signal status information, and vehicle front image information.

[0089] The second determining module is used to determine whether the vehicle intends to turn based on the driving information.

[0090] Optionally, the non-load-bearing factors include at least one of vehicle manufacturing material factors, vehicle manufacturing process factors, and steering structure factors.

[0091] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0092] Figure 5 This is a schematic diagram illustrating the structure of an electronic device 500 according to an exemplary embodiment. For example... Figure 5 As shown, the electronic device 500 may include a processor 501 and a memory 502. The electronic device 500 may also include one or more of a multimedia component 503, an input / output (I / O) interface 504, and a communication component 505.

[0093] The processor 501 controls the overall operation of the electronic device 500 to complete all or part of the steps in the vehicle driving control method described above. The memory 502 stores various types of data to support the operation of the electronic device 500. This data may include, for example, instructions for any application or method operating on the electronic device 500, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 502 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 503 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 502 or transmitted via communication component 505. The audio component also includes at least one speaker for outputting audio signals. I / O interface 504 provides an interface between processor 501 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 505 is used for wired or wireless communication between the electronic device 500 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, or 5G, NB-IoT (Narrow Band Internet of Things), or one or more combinations thereof. Therefore, the corresponding communication component 505 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0094] In an exemplary embodiment, the electronic device 500 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle driving control method described above.

[0095] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle driving control method described above. For example, the computer-readable storage medium may be the memory 502 including program instructions, which may be executed by the processor 501 of the electronic device 500 to complete the vehicle driving control method described above.

[0096] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0097] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0098] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle driving control method, characterized in that, include: Obtain the actual load information of the vehicle; Based on the preset correspondence between load information and deviation angle value and the actual load information, the indicated driving angle in the initiated driving command is compensated to obtain the target driving angle. The deviation angle value is used to characterize the degree of influence of the load factor on the relative zero value of the vehicle's steering system. The vehicle is controlled to travel at the target driving angle so that the actual driving angle of the vehicle is the same as the indicated driving angle. The deviation angle value is also used to characterize the degree of influence of the value of non-load factors on the relative zero value of the vehicle's steering system. The correspondence is constructed in the following way: obtain the historical load information of the vehicle during historical driving when there was no turning intention and the first deviation angle corresponding to the historical load information, and obtain the second deviation angle calibrated for the vehicle; determine the deviation angle value based on the first deviation angle and the second deviation angle. The correspondence is constructed based on the deviation angle value and the historical load information corresponding to the first deviation angle; in the two adjacent historical load information and the first deviation angle corresponding to the historical load information, the vehicle mileage at the acquisition time is at least separated by a preset mileage, and the non-load factors include at least one of vehicle manufacturing material factors, vehicle manufacturing process factors and steering structure factors.

2. The method according to claim 1, characterized in that, The step of compensating for the indicated driving angle in the initiated driving command based on the preset correspondence between load information and deviation angle value and the actual load information to obtain the target driving angle includes: Based on the preset correspondence between load information and deviation angle value and the actual load information, determine the target deviation angle value corresponding to the actual load information; Based on the target deviation angle value, the indicated driving angle in the initiated driving command is compensated to obtain the target driving angle.

3. The method according to claim 1, characterized in that, The driving command includes a steering driving command, the indicated driving angle includes an indicated steering angle, and obtaining the actual load information of the vehicle includes: If the vehicle is detected to be turning, the actual load information of the vehicle is obtained.

4. The method according to claim 3, characterized in that, The method further includes: The vehicle's driving information is obtained, including at least one of steering wheel angle information, turn signal status information, and vehicle front image information; Based on the driving information, determine whether the vehicle intends to turn.

5. A vehicle driving control device, characterized in that, Used to implement the vehicle driving control method according to any one of claims 1-4.

6. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1 to 4.

7. A vehicle, characterized in that, Includes the electronic device as described in claim 6.

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