A vehicle driving method, device and system

Abstract

A vehicle driving method, comprising: determining a first area associated with a first vehicle, the first vehicle being located in a first lane, the first area being located in the first lane and in front of the first vehicle; obtaining state information of a target vehicle, the target vehicle being located in a lane adjacent to the first lane, and the state information of the target vehicle satisfying a preset condition of driving into the first area; and controlling a driving distance between the first vehicle and a second vehicle according to the state information of the target vehicle, the second vehicle being an adjacent vehicle located in the first lane and driving in front of the first vehicle. Through the method, the cutting-in behavior of other vehicles can be reduced, and the driving experience is taken into account. An apparatus and a system for implementing the vehicle driving method are also provided.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle intelligent control technology, and in particular to a vehicle driving method, device, and system. Background Art

[0002] With the development of autonomous driving capabilities, vehicles can now select a target gear from multiple following distance adjustment gears and control the distance between the vehicle and the vehicle ahead based on this target gear to ensure safe driving. Some designs have increased the number of following distance adjustment gears from three to seven, reducing the average following distance across these multiple following distance adjustment gears to mitigate other vehicles from cutting in. While this solution can prevent other vehicles from cutting in to a certain extent, it can also cause a sense of jerkiness and reduce driving comfort, thus failing to provide a balanced driving experience.

[0003] Therefore, how to control vehicle driving to reduce the behavior of other vehicles cutting in and taking into account the driving experience remains an important issue that needs to be solved urgently. Summary of the Invention

[0004] The present application provides a vehicle driving method, device and system, which help to reduce the behavior of other vehicles cutting in and take into account the driving experience.

[0005] On the first aspect, the embodiments of the present application provide a vehicle driving method, which can be applied to a vehicle driving device, which can be an application program that can be installed or run on a chip or component of the vehicle, or on a smart device such as a mobile phone or tablet computer on the vehicle. Alternatively, the vehicle driving device can be a software module that can be deployed in the above-mentioned various electronic control units (ECUs) of the vehicle. Alternatively, the vehicle driving device can be a newly added hardware module in the vehicle, which can be configured with relevant judgment logic or algorithms, and can serve as an ECU in the vehicle, and transmit information with other ECUs through the vehicle bus to achieve driving control of the vehicle. The embodiments of the present application do not limit the product form or deployment method of the vehicle driving device.

[0006] The method may include: determining a first area associated with a first vehicle, the first vehicle is located in a first lane, and the first area is located in the first lane and in front of the first vehicle; obtaining status information of a target vehicle, the target vehicle is located in an adjacent lane of the first lane, and the status information of the target vehicle meets preset conditions for entering the first area; and controlling the driving distance between the first vehicle and a second vehicle based on the status information of the target vehicle, the second vehicle being an adjacent vehicle located in the first lane and traveling ahead of the first vehicle.

[0007] By the above method, the vehicle driving device can flexibly drive control the first vehicle according to the state information of the target vehicle around the first vehicle, so as to reduce the cutting-in behavior of other vehicles by controlling the driving distance between the first vehicle and the second vehicle located in front of the first vehicle. Since the method can flexibly adjust the driving distance between the first vehicle and the second vehicle in front, the driving distance can no longer be limited to the fixed following distance adjustment gear in the automatic driving mode, and the flexibility of vehicle driving control is improved. At the same time, the cutting-in behavior of other vehicles can be reduced while reducing the driving jerk, improving the driving comfort, and thus the driving experience is taken into account.

[0008] For example, the state information of the target vehicle includes one or more of the following information of the target vehicle: absolute position, relative position with the first vehicle, speed, acceleration, and heading angle. For example, the preset condition includes one or more of the following: the front of the target vehicle is in front of the front of the first vehicle; the speed of the target vehicle is less than or equal to the speed of the first vehicle; the length of the target vehicle is less than or equal to the first length threshold; the lateral distance between the target vehicle and the first vehicle is less than or equal to the first safety distance threshold; the included angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to the first angle threshold.

[0009] In combination with the first aspect, in a possible design, the method further includes: outputting, by a human-machine interaction interface (HMI) of the first vehicle, the first area, wherein a first boundary of the first area is associated with the two side lane lines of the first lane, and a second boundary of the first area is associated with the front of the first vehicle and the rear of the second vehicle.

[0010] By the above method, the vehicle driving device can output the first area by the HMI of the first vehicle, so that the driver of the first vehicle can know the first area to be protected and the related dynamics of the first area in real time.

[0011] In combination with the first aspect, in a possible design, the target vehicle is the only vehicle in the second area, or is a plurality of third vehicles located in the second area, or is the vehicle with the maximum cutting-in probability among the plurality of third vehicles, wherein the first area is contained in the second area.

[0012] By the above method, the vehicle driving device can comprehensively monitor and analyze according to the state information of at least one target vehicle to reduce the cutting-in behavior of all possible cutting-in vehicles around the first vehicle as much as possible, and improve the driving experience.

[0013] In combination with the first aspect, in a possible design, controlling the driving distance between the first vehicle and the second vehicle based on the status information of the target vehicle includes: determining the driving route of the target vehicle based on the status information of the target vehicle; and controlling the driving distance between the first vehicle and the second vehicle based on the positional relationship between the driving route of the target vehicle and the first area.

[0014] Through the above method, the vehicle driving device can predict the driving route of the target vehicle in real time or periodically based on the status information of the target vehicle, so as to determine whether the target vehicle has the intention to squeeze into the first area based on the driving route, thereby controlling the driving distance between the first vehicle and the second vehicle according to the intention of the target vehicle to squeeze in.

[0015] In conjunction with the first aspect, in one possible design, controlling the driving distance between the first vehicle and the second vehicle based on the status information of the target vehicle includes: determining a probability that the first vehicle enters the first area before the target vehicle based on the status information of the target vehicle and the status information of the first vehicle; and controlling the driving distance between the first vehicle and the second vehicle based on the probability. For example, the status information of the first vehicle includes one or more of the following information of the first vehicle: absolute position, relative position with respect to the target vehicle, speed, acceleration, and heading angle.

[0016] Through the above method, the vehicle driving device can decide how to control the driving of the first vehicle based on the probability that the first vehicle enters the first area before the target vehicle, thereby reducing the behavior of other vehicles cutting in by flexibly adjusting the driving distance between the first vehicle and the second vehicle in front, while taking into account the driving experience.

[0017] In combination with the first aspect, in a possible design, controlling the driving distance between the first vehicle and the second vehicle includes: adjusting the driving distance between the first vehicle and the second vehicle by controlling the first vehicle to accelerate.

[0018] Through the above method, the vehicle driving device can control the first vehicle to accelerate to reduce the driving distance between the first and second vehicles. Due to the reduced driving distance between the first and second vehicles, the probability of the target vehicle abandoning the attempt to cut in can be increased, thereby improving the probability that the first vehicle can successfully prevent the target vehicle from cutting in. Optionally, the vehicle driving license can also control the first vehicle to decelerate to increase the driving distance between the first vehicle and the preceding vehicle, thereby timely avoiding the target vehicle and reducing the risk of traffic accidents.

[0019] In combination with the first aspect, in a possible design, controlling the first vehicle to accelerate includes: determining target acceleration information of the first vehicle based on status information of the target vehicle; and controlling the first vehicle to accelerate based on the target acceleration information.

[0020] Through the above method, the vehicle driving device can determine the target acceleration information according to the state information of the target vehicle, so as to successfully prevent the target vehicle from cutting in through acceleration.

[0021] In combination with the first aspect, in a possible design, considering traffic safety, the driving distance between the first vehicle and the first vehicle is greater than or equal to a first safety distance threshold.

[0022] In combination with the first aspect, in a possible design, the method also includes: controlling the first vehicle to drive in the center of the first lane, or to drive close to the left lane line of the first lane, or to drive close to the right lane line of the first lane based on the status information of the target vehicle.

[0023] In a second aspect, an embodiment of the present application provides a vehicle driving method, comprising: outputting a first screen on a human-machine interface (HMI) of a first vehicle, wherein the first vehicle is located in a first lane, the first screen includes a third area and a target vehicle, the third area includes at least a first area associated with the first vehicle, the first area is located in the first lane and in front of the first vehicle, the target vehicle is located in an adjacent lane of the first lane, and the status information of the target vehicle meets a preset condition for entering the third area; receiving control information from the driver of the first vehicle, the control information being used to control the driving distance between the first vehicle and the second vehicle, and the control information being associated with the first screen.

[0024] In combination with the second aspect, in one possible design, the first boundary of the first area is associated with the lane lines on both sides of the first lane, and the second boundary of the first area is associated with the front of the first vehicle and the rear of the second vehicle, and the second vehicle is an adjacent vehicle located in the first lane and traveling in front of the first vehicle.

[0025] In combination with the second aspect, in a possible design, the preset conditions include one or more of the following: the front of the target vehicle is in front of the front of the first vehicle; the speed of the target vehicle is less than or equal to the speed of the first vehicle; the length of the target vehicle is less than or equal to a first length threshold; the lateral distance between the target vehicle and the first vehicle is less than or equal to a first safety distance threshold; the angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

[0026] In a third aspect, an embodiment of the present application provides a vehicle driving device, comprising: a determination unit configured to determine a first area associated with a first vehicle, the first vehicle being located in a first lane, and the first area being located in the first lane and in front of the first vehicle; an acquisition unit configured to acquire state information of a target vehicle, the target vehicle being located in a neighboring lane of the first lane, and the state information of the target vehicle satisfying a preset condition of driving into the first area; and a control unit configured to control a driving distance between the first vehicle and a second vehicle according to the state information of the target vehicle, the second vehicle being a neighboring vehicle located in the first lane and driving ahead of the first vehicle.

[0027] With reference to the third aspect, in a possible design, the device further includes an output unit configured to output, on a human-machine interface (HMI) of the first vehicle, the first area, where a first boundary of the first area is associated with two side lane lines of the first lane, and a second boundary of the first area is associated with a front end of the first vehicle and a rear end of the second vehicle.

[0028] With reference to the third aspect, in a possible design, the target vehicle is a unique vehicle in a second area, or is a plurality of third vehicles located in the second area, or is a vehicle with a maximum probability of cutting in among the plurality of third vehicles, where the first area is contained in the second area.

[0029] With reference to the third aspect, in a possible design, the control unit is configured to: determine a driving route of the target vehicle according to the state information of the target vehicle; and control the driving distance between the first vehicle and the second vehicle according to a positional relationship between the driving route of the target vehicle and the first area.

[0030] With reference to the third aspect, in a possible design, the control unit is configured to: determine a probability that the first vehicle cuts in the first area ahead of the target vehicle according to the state information of the target vehicle and the state information of the first vehicle; and control the driving distance between the first vehicle and the second vehicle according to the probability.

[0031] With reference to the third aspect, in a possible design, the control unit is configured to: control the first vehicle to accelerate driving, so as to adjust the driving distance between the first vehicle and the second vehicle.

[0032] With reference to the third aspect, in a possible design, the control unit is configured to: determine target acceleration information of the first vehicle according to the state information of the target vehicle; and control the first vehicle to accelerate driving according to the target acceleration information.

[0033] In combination with the third aspect, in a possible design, the preset conditions include one or more of the following: the front of the target vehicle is in front of the front of the first vehicle; the speed of the target vehicle is less than or equal to the speed of the first vehicle; the length of the target vehicle is less than or equal to a first length threshold; the lateral distance between the target vehicle and the first vehicle is less than or equal to a first safety distance threshold; the angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

[0034] In combination with the third aspect, in one possible design, the driving distance between the first vehicle and the first vehicle is greater than or equal to a first safety distance threshold.

[0035] In fourth aspect, an embodiment of the present application provides a vehicle driving device, comprising: an output unit for outputting a first screen on a human-machine interface HMI of a first vehicle, wherein the first vehicle is located in a first lane, the first screen includes a third area and a target vehicle, the third area includes at least a first area associated with the first vehicle, the first area is located in the first lane and in front of the first vehicle, the target vehicle is located in an adjacent lane of the first lane, and the status information of the target vehicle meets a preset condition for entering the third area; a receiving unit for receiving control information from the driver of the first vehicle, the control information being used to control the driving distance between the first vehicle and the second vehicle, and the control information being associated with the first screen.

[0036] In combination with the fourth aspect, in a possible design, the first boundary of the first area is associated with the lane lines on both sides of the first lane, and the second boundary of the first area is associated with the front of the first vehicle and the rear of the second vehicle, and the second vehicle is an adjacent vehicle located in the first lane and traveling in front of the first vehicle.

[0037] In combination with the fourth aspect, in a possible design, the preset conditions include one or more of the following: the front of the target vehicle is in front of the front of the first vehicle; the speed of the target vehicle is less than or equal to the speed of the first vehicle; the length of the target vehicle is less than or equal to a first length threshold; the lateral distance between the target vehicle and the first vehicle is less than or equal to a first safety distance threshold; the angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

[0038] In the fifth aspect, an embodiment of the present application provides a vehicle driving device, comprising: a processor and a memory; the memory is used to store programs; the processor is used to execute the programs stored in the memory, so that the device implements the method described in the first aspect and any possible design of the first aspect, or the method described in the second aspect and any possible design of the second aspect.

[0039] In a sixth aspect, an embodiment of the present application provides a vehicle driving system, comprising: the vehicle driving device as described in the third aspect above and any possible design of the third aspect, and the vehicle driving device as described in the fourth aspect above and any possible design of the fourth aspect.

[0040] In the seventh aspect, an embodiment of the present application provides a computer-readable storage medium, in which program code is stored. When the program code is run on a computer, the computer executes the method described in the first aspect and the possible design of the first aspect, or when the program code is run on a computer, the computer executes the method described in the second aspect and the possible design of the second aspect.

[0041] In an eighth aspect, an embodiment of the present application provides a computer program product, which, when running on a computer, enables the computer to execute the method described in the first aspect and the possible design of the first aspect, or execute the method described in the second aspect and the possible design of the second aspect.

[0042] In the ninth aspect, an embodiment of the present application provides a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method described in the above-mentioned first aspect and the possible design of the first aspect, or executes the method described in the above-mentioned second aspect and the possible design of the second aspect.

[0043] In combination with the ninth aspect, in one possible implementation, the processor may be coupled to the memory through an interface.

[0044] In combination with the ninth aspect, in a possible implementation, the chip system may further include a memory storing a computer program or computer instructions.

[0045] In the tenth aspect, an embodiment of the present application provides a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method described in the above-mentioned first aspect and the possible design of the first aspect, or executes the method described in the above-mentioned second aspect and the possible design of the second aspect.

[0046] Based on the implementations provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

[0047] The technical effects that can be achieved by any possible design in any of the second to tenth aspects mentioned above can be referred to the description of the technical effects that can be achieved by any possible design in any of the first or second aspects mentioned above, and the repetitions will not be discussed. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic diagram showing an application scenario to which the embodiments of the present application are applicable;

[0049] Figure 2 A schematic diagram of a vehicle perception system according to an embodiment of the present application is shown;

[0050] Figure 3 A schematic diagram showing a vehicle system according to an embodiment of the present application is shown;

[0051] Figure 4-Figure 5 A schematic diagram showing a vehicle driving scenario according to an embodiment of the present application is shown;

[0052] Figure 6 A schematic diagram showing a flow chart of a vehicle driving method according to an embodiment of the present application is shown;

[0053] Figure 7a-7b 、 Figure 8 、 Figure 9a-9b 、 Figure 10a-Figure 10b A schematic diagram showing a flow chart of a vehicle driving method according to an embodiment of the present application is shown;

[0054] Figure 11 A schematic diagram showing a vehicle driving device according to an embodiment of the present application is shown;

[0055] Figure 12 A schematic diagram showing a vehicle driving device according to an embodiment of the present application is shown;

[0056] Figure 13 A schematic diagram of a vehicle driving device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0057] With the rapid development of science and technology and the continuous improvement of living standards, vehicles have gradually become an important means of transportation for the general public. Vehicles are suitable for travel scenarios such as highways and urban roads. On highways, due to the higher speeds and the large number of lanes, other vehicles rarely cut in, but on urban roads, cutting in is more common. If the vehicle is in manual driving mode, the driver can control the vehicle's operation based on the driving intentions of other vehicles to reduce other vehicles cutting in. If the vehicle is in autonomous driving mode, the vehicle can adjust the gear according to the following distance set in autonomous driving mode, controlling the following distance between the vehicle and the vehicle in front to reduce other vehicles cutting in.

[0058] With the increasing popularity of autonomous vehicles, users can choose to purchase high-end vehicles or subscribe to more autonomous driving features. In some solutions, by setting a fixed number of following distance adjustment gears (e.g., 1-7) in autonomous driving mode, the average following distance when adjusting the following distance with fewer gears (e.g., 1-3) has been increased from 13 meters to 10 meters, thereby reducing the risk of other vehicles cutting in.

[0059] However, in this scenario, either the distance between the following vehicles is too large to prevent other vehicles from cutting in, or, while it can be prevented to some extent, it can cause a sense of jerkiness and reduce driving comfort, thus failing to maintain a balanced driving experience. Therefore, how to control vehicle driving to reduce other vehicles from cutting in while maintaining a balanced driving experience remains an important issue that needs to be addressed.

[0060] The present application provides a vehicle driving method, device, and system that, by integrating status information of other vehicles surrounding the vehicle, protects the area associated with the vehicle, thereby minimizing the risk of other vehicles cutting in and improving the driving experience. The method and device are based on the same technical concept. Since the method and device solve similar problems, the implementation of the device and method can be referenced in conjunction with each other, and any repetitions will not be repeated.

[0061] It should be noted that the vehicle driving scheme in the embodiment of the present application can be applied to the Internet of Vehicles, such as vehicle to everything (V2X), long term evolution-vehicle (LTE-V), vehicle to vehicle (V2V), etc. For example, it can be applied to a vehicle with a driving mobile function, or other devices in a vehicle with a driving mobile function. The other devices include but are not limited to: other sensors such as an on-board terminal, an on-board controller, an on-board module, an on-board module, an on-board component, an on-board chip, an on-board unit, an on-board radar or an on-board camera. The vehicle can implement the vehicle driving method provided in the embodiment of the present application through the on-board terminal, on-board controller, on-board module, on-board module, on-board component, on-board chip, on-board unit, on-board radar or on-board camera. Of course, the control scheme in the embodiment of the present application can also be used for other intelligent terminals with mobile control functions other than vehicles, or be set in other intelligent terminals with mobile control functions other than vehicles, or be set in a component of the intelligent terminal. The intelligent terminal can be an intelligent transportation device, a smart home device, a robot, etc. For example, it includes but is not limited to smart terminals or controllers, chips, radars, cameras and other sensors, and other components within smart terminals.

[0062] It should be noted that, in the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: the existence of A alone, the existence of A and B at the same time, and the existence of B alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, c can be single or multiple.

[0063] Furthermore, unless otherwise specified, ordinal numbers such as "first" and "second" in the embodiments of this application are used to distinguish between multiple objects and are not used to define the priority or importance of multiple objects. For example, the first area and the second area are only used to distinguish different areas, and do not indicate a difference in priority or importance between the two areas.

[0064] The following describes application scenarios applicable to the embodiments of the present application in conjunction with the accompanying drawings and embodiments.

[0065] Figure 1A schematic diagram showing an application scenario to which embodiments of the present application are applicable. Referring to Figure 1 As shown, the application scenario can include a vehicle and a server, which can be a cloud, and the cloud can include a cloud server and / or a cloud virtual machine. The server can communicate with the vehicle to provide various services for the vehicle, such as over-the-air (OTA) services, high-definition map services, autonomous driving or assisted driving services, etc.

[0066] For example, in the OTA service, a software manager can upload software to the cloud, and the vehicle can automatically or by user selection download software from the cloud to update the local software, thereby realizing the functional upgrade or functional update of the local vehicle system. For example, the infotainment system of the vehicle can be upgraded through OTA, and for another example, the electronic control unit (ECU) of the vehicle can be upgraded through OTA, and through the upgrade of the ECU, the upgrade of the performance of the vehicle can be realized; for another example, the suspension system of the vehicle can be upgraded through OTA to provide users with a more comfortable driving or riding experience.

[0067] The vehicle can download high-definition map data from the cloud to obtain a high-definition map to provide more accurate navigation services for users. Road information update is very frequent, and this service not only can update road information to the map more timely, but also can reduce the demand of the vehicle for local storage space. For example, for a large city or region, the data volume of a complete set of high-definition map is large, and through the high-definition map service provided by the cloud, the vehicle can obtain the high-definition map of a small range of the current position in real time when driving, and the high-definition map of this area can be released from the vehicle when not needed.

[0068] Vehicles can interact with the cloud to enhance autonomous or assisted driving capabilities, thereby improving vehicle safety and travel efficiency. For example, a vehicle can collect road and surrounding vehicle information through sensors mounted on the vehicle and upload this information to the cloud. The cloud then trains driving algorithms for different scenarios based on this collected information, continuously optimizing the algorithms as training data is updated and updating the algorithms to the vehicle, thereby continuously improving the vehicle's autonomous driving capabilities in various scenarios. For another example, the neural network-based image processing algorithms used by the perception device can be trained in the cloud and updated as training data is updated. Accordingly, the vehicle can obtain updated image processing algorithms from the cloud, thereby improving the perception device's image processing capabilities. For another example, in inclement weather, vehicles can obtain weather information and road traffic accident information from the cloud to assist with vehicle planning, improve travel efficiency, and reduce the risk of accidents. Alternatively, the cloud can send real-time road information to the vehicle, such as traffic light information. In this way, the vehicle can receive the interval time of traffic light changes at the intersection ahead in advance, and calculate the time taken for the vehicle to pass based on the current vehicle speed, so as to determine the appropriate and safe time to pass and plan the vehicle's driving speed. This can not only reduce vehicle energy consumption, but also increase driving safety.

[0069] In addition, vehicles can obtain third-party services through the cloud. For example, with the driver's authorization, the courier can open the trunk of the vehicle through a one-time digital authorization and place the items in the car, thereby enabling the delivery to be received without the driver being present.

[0070] Vehicles can exchange information with the cloud through wireless communications, which can follow the wireless protocol of the network to which the vehicle is connected, such as V2X (C-V2X) communication of a cellular network, such as a long-term evolution (LTE) wireless network or a fifth-generation (5G) wireless network.

[0071] This application scenario may also include a roadside unit (RSU). The RSU can be installed roadside and communicate with the cloud and vehicles. The RSU communicating with the cloud can be considered a terminal device similar to a vehicle, while the RSU communicating with a vehicle can be considered a terminal device similar to a vehicle or a service-side device for the vehicle. The RSU can interact with the vehicle or the cloud using wireless communication. Communication with the vehicle can utilize dedicated short-range communication (DSRC) technology or cellular-based V2X (C-V2X) communication, such as LTE or 5G protocols. Communication with the cloud can utilize cellular-based V2X (C-V2X) communication, such as LTE or 5G protocols. The RSU can provide services to vehicles, such as vehicle identification, electronic toll collection, and electronic point deduction. The RSU can be equipped with sensors to collect road information and provide vehicle-road collaborative services. The roadside unit can connect to roadside traffic signs (for example, electronic traffic lights or electronic speed limit signs) to achieve real-time control of traffic lights or speed limit signs, or it can provide road information to vehicles through the cloud or directly to enhance autonomous driving or assisted driving functions.

[0072] See Figure 1 As shown, the application scenario may include at least one vehicle, and the at least one vehicle may be located in the same or different lanes, for example, vehicle 1 and vehicle 2 are located in the same lane, vehicle 3 is located in an adjacent lane to the lanes where vehicles 1 and 2 are located, and vehicle 2 is located behind vehicle 1. In one possible scenario, vehicle 1 is moving at a slower speed, which makes it impossible for vehicle 2 behind vehicle 1 to accelerate and drive quickly. Therefore, vehicle 2 may desire to change lanes and drive in front of vehicle 3 in order to speed up and leave. However, the behavior of vehicle 2 cutting in front of vehicle 3 will reduce the driving experience of vehicle 3 and potentially cause the risk of traffic accidents. Therefore, when implementing the automatic driving function or the assisted driving function, vehicle 3 also needs to combine the status information of other surrounding vehicles (such as vehicle 1, vehicle 2, etc.) to control its own vehicle driving, so as to suppress the behavior of vehicle 2 cutting in as much as possible and improve the driving experience.

[0073] In the embodiment of this application, Figure 2 As shown, the vehicle (including Figure 1Vehicle 1, Vehicle 2, or Vehicle 3 in the example can be equipped with various sensors, such as cameras, LiDAR, millimeter-wave radar, and ultrasonic sensors, to acquire information about the vehicle's surrounding environment. This information is then analyzed and processed to implement functions such as obstacle perception, target recognition, vehicle positioning, path planning, and driver monitoring / alerts, thereby enhancing the safety, automation, and comfort of driving. The vehicle can perform a comprehensive analysis of the perception information obtained by these various sensors to determine its position within the current lane, the positions of surrounding vehicles, and its relative positional relationship with these vehicles. By combining this information with the status of other vehicles, the vehicle can be controlled, effectively preventing other vehicles from cutting in and enhancing the driving experience.

[0074] Among them, the camera device is used to obtain image information of the vehicle's environment. Currently, multiple cameras can be installed on the vehicle to obtain information from more angles. LiDAR is the abbreviation of Light Laser Detection and Ranging (LiDAR) system, which mainly consists of a transmitter, a receiver and a signal processing unit. The transmitter is the laser emitting mechanism in the LiDAR; after the laser emitted by the transmitter hits the target object, it is reflected by the target object, and the reflected light is converged to the receiver through the lens group. The signal processing unit is responsible for controlling the emission of the transmitter, processing the signals received by the receiver, and calculating information such as the position, speed, distance, and / or size of the target object.

[0075] Millimeter-wave radar uses millimeter waves as a detection medium and can measure distance, angle, and relative velocity between the radar and the object being detected. Millimeter-wave radars can be categorized by their detection range into long-range radar (LRR), mid-range radar (MRR), and short-range radar (SRR). LRR is primarily targeted at applications such as active cruise control and brake assist. It has low requirements for the angular detection range, which translates to a low 3dB beamwidth requirement at the antenna. MRR / SRR is primarily targeted at applications such as automated parking, lane change assistance, and blind spot detection. MRR / SRR has high requirements for the angular detection range, which translates to a high 3dB beamwidth requirement at the antenna, along with low sidelobe levels. A wide beamwidth ensures the detectable angular range, while low sidelobe levels reduce ground-reflected clutter, minimizing false alarms and ensuring driving safety. LRR can be installed at the front of the vehicle body, and MRR / SRR can be installed at the four corners of the vehicle. When used together, they can achieve 360-degree coverage around the vehicle body.

[0076] A millimeter-wave radar may include a housing housing at least one printed circuit board (PCB). These may include, for example, a power supply PCB and a radar PCB. The power supply PCB provides voltage for the radar's internal use, as well as an interface for communication with other devices and security features. The radar PCB transmits, receives, and processes millimeter-wave signals and integrates components for millimeter-wave signal processing and antennas for millimeter-wave signal transmission and reception (a transmitting antenna Tx and a receiving antenna Rx). The antennas may be formed on the back of the radar PCB in a microstrip array format for transmitting and receiving millimeter waves.

[0077] An ultrasonic sensor, also known as an ultrasonic radar, is a sensing device that uses ultrasonic detection. Its working principle is to emit ultrasonic waves through an ultrasonic transmitter, receive the ultrasonic waves reflected by obstacles through a receiver, and calculate the distance based on the time difference between the ultrasonic reflection and reception. Currently, the distance measured by ultrasonic sensors can be used to indicate the distance from the vehicle to the obstacle, assist in parking, or reduce unnecessary collisions. It should be understood that the above-mentioned sensors are only examples of sensors that may be configured on the vehicle in the embodiments of the present application and are not intended to be limiting. In other embodiments, the sensors may include but are not limited to the above-mentioned examples.

[0078] like Figure 3 As shown, the vehicle (including Figure 1 Vehicle 1, vehicle 2, or vehicle 3) may also include a telematics box (T-Box), a central gateway (gateway), an onboard computing unit, a power transmission unit, a chassis management system, a body control module (BCM), a vehicle computer (or called an onboard terminal, a center console, an in-car audio and video entertainment device), and other ECUs. Each ECU transmits information based on the corresponding automotive bus (including the body bus, power bus, chassis bus, etc.) to form a local area network within the vehicle. Each ECU can also be called a network element of the local area network within the vehicle. Among them, Figure 3 The dotted box in the middle indicates that the laser radar is an optional device.

[0079] The T-Box enables communication with the cloud, RSU, or other vehicles. The central gateway obtains real-time vehicle status information, such as speed, position, and heading angle. The onboard computing unit integrates sensor information from various sensors to determine the vehicle's relative position, including its position within the current lane, the positions of surrounding vehicles, and its relative position to other vehicles. The powertrain unit transmits calculated control information (such as vehicle speed, acceleration, and steering) to the chassis management system via the motor. The chassis management system converts this control information into the drive data required by the motor. The body control module coordinates and implements intelligent and manual driving during autonomous driving via the vehicle bus. The vehicle computer stores the coordination and data of various network elements and selectively displays information or prompts on the central control screen for user review or reminders. Examples of automotive buses include: a controller area network (CAN) bus, a local interconnect network (LIN) bus, a high-speed fault-tolerant network protocol (FlexRay) bus, a media-oriented system transport (MOST) bus for automotive multimedia and navigation, and computer network-compatible Bluetooth and wireless local area networks. For example, the body bus and power bus may be CAN buses, and the chassis bus may be CAN or FlexRay buses.

[0080] In the embodiment of the present application, the vehicle driving device can be an application program that can be installed or run in a chip or component of the vehicle, or on a smart device such as a mobile phone or tablet computer in the vehicle. Alternatively, the vehicle driving device can be a software module that can be deployed in each of the above-mentioned ECUs of the vehicle. Alternatively, the vehicle driving device can be a newly added hardware module in the vehicle, which can be configured with relevant judgment logic or algorithms and can serve as an ECU in the vehicle, communicating with other ECUs via the vehicle bus to achieve driving control of the vehicle. The embodiment of the present application does not limit the product form or deployment method of the vehicle driving device.

[0081] During implementation, the vehicle driving device can determine a first area associated with a first vehicle, obtain status information of a target vehicle, and control the driving distance between the first vehicle and a second vehicle based on the status information of the target vehicle. The first vehicle, which can also be referred to as the host vehicle or the self-vehicle, is a vehicle that needs to monitor other vehicles to achieve its own driving control, for example Figure 1The lane currently occupied by the first vehicle can be referred to as the first lane. The first area is the area to be protected for the first vehicle and may be located in the first lane and in front of the first vehicle. The target vehicle is a potential cutter of the first vehicle and is located in an adjacent lane to the first lane. The target vehicle's status information meets the preset conditions for entering the first area and may change lanes and enter the first area, thereby cutting in front of the first vehicle. The second vehicle is an adjacent vehicle located in the first lane and traveling ahead of the first vehicle. This second vehicle may also be referred to as the preceding vehicle of the first vehicle.

[0082] In one example, the vehicle driving device may, based on the status information of the target vehicle, control the first vehicle to accelerate to reduce the distance between the first vehicle and the preceding vehicle if it determines that the target vehicle has the intention to cut in and that the first vehicle itself has the possibility of reaching the first area before the target vehicle, thereby reducing the possibility of the target vehicle cutting in in front of the first vehicle. In another example, based on the status information of the target vehicle, control the first vehicle to decelerate to increase the distance between the first vehicle and the preceding vehicle if it determines that the target vehicle has the intention to cut in and that the first vehicle itself has no possibility or a low possibility of reaching the first area before the target vehicle, thereby timely avoiding the target vehicle and reducing the risk of a traffic accident.

[0083] It should be noted that in the embodiment of the present application, the second vehicle is optional, that is, there may be no vehicle within a preset distance in front of the first vehicle. In this case, the first area can be an area within a predetermined distance in front of the vehicle. The vehicle driving device can control the speed of the first vehicle according to the status information of the target vehicle to minimize the possibility of the target vehicle arriving at the first area before the first vehicle.

[0084] For ease of understanding, the following is a detailed description with reference to the accompanying drawings and embodiments. Before introducing the vehicle driving method of the present application, the predefined lane-cutting scenario, the vehicle's protected area, the analysis range, and related evaluation parameters of the embodiment of the present application are first explained.

[0085] 1. Cutting in line scenario:

[0086] like Figure 4As shown, the road may include at least two parallel lanes: for example, a first lane, a second lane adjacent to the left side of the first lane, and a third lane adjacent to the right side of the first lane. Vehicles 1 and 6 are traveling in the first lane, vehicles 4 and 5 are traveling in the second lane, and vehicles 2 and 3 are traveling in the third lane. Vehicles in the first lane, the second lane, or the third lane can change lanes to the adjacent lane of their current lane. When there is sufficient driving space, the vehicle can drive in front of a vehicle in the adjacent lane when changing lanes. For example, when the driving distance between vehicle 1 and vehicle 6 (optional) in the first lane is sufficient, vehicle 4 in the second lane, and vehicles 2, 3, and 7 in the third lane can all change lanes and squeeze in in front of vehicle 1. This scenario is the squeezing scenario of the embodiment of the present application. Generally, based on safety considerations, a certain driving distance needs to be maintained between vehicles (including manually driven vehicles and autonomous vehicles). The larger the driving distance, the greater the probability of a potential squeezing in.

[0087] The following situations may be included in this queue-cutting scenario:

[0088] (1) Cutting in while driving: The target vehicle cuts in while driving.

[0089] When there's ample room between the ego vehicle and the vehicle ahead, the target vehicle can choose to squeeze in ahead of the ego vehicle. When there's insufficient room, the target vehicle is more likely to forgo the attempt. When the target vehicle approaches the ego vehicle, reducing the lateral gap between them, its intention to squeeze in is more obvious. When the target vehicle's front end is to the left or right of the ego vehicle, it's a good time to squeeze in.

[0090] (2) Queuing and cutting in: The target vehicle stops and waits, and cuts in at the appropriate time.

[0091] In the above two situations of jamming, the following jamming modes may also be included:

[0092] (1) One-step approach: There is enough space between the vehicle and the vehicle in front, and the target vehicle can drive directly to the position between the vehicle and the vehicle in front. In this case, the target vehicle's intention to squeeze in is simple and direct. Figure 4 The vehicle 4 shown can directly squeeze in in front of the vehicle 1 from its current position.

[0093] (2) Step-by-step method: Step 1: The target vehicle first drives to a parallel position with the position where the vehicle and the preceding vehicle can be squeezed in; Step 2: The target vehicle drives in between the vehicle and the preceding vehicle. In this case, the target vehicle’s intention to squeeze in is not obvious before it performs the squeezing action in Step 2. Figure 4The vehicle 7 shown first drives to a position parallel to the area 30 between the vehicles 1 and 6, and then can drive into the area 30 from the current position.

[0094] It should be noted that Figure 4 The above description uses a straight road as an example to illustrate the jam-cutting scenario in the embodiments of this application. This does not limit the jam-cutting scenario. In other embodiments, the jam-cutting scenario may also include a curved road (i.e., a road with a certain curvature, with no limit on the degree of curvature). Furthermore, special vehicles, such as oversized or overlong vehicles, are not treated as potential jam-cutting targets in adjacent lanes.

[0095] 2. The area to be protected of the first vehicle (i.e., the first area associated with the first vehicle):

[0096] In the embodiment of the present application, the area to be protected of a vehicle (i.e., the first vehicle) is a predetermined area in front of the vehicle. The "area to be protected" means that the area is not expected to be occupied by other vehicles (i.e., target vehicles, such as vehicle 2, vehicle 3, vehicle 4, vehicle 7, etc.) other than the vehicle itself (e.g., vehicle 1). During the driving process of the vehicle, the position of the area to be protected changes dynamically with the status information of the vehicle itself, including but not limited to changes in the area position, changes in the area size, etc.

[0097] Taking vehicle 1 as an example, in method ①, the area to be protected can be determined based on the safe distance in front of vehicle 1 and the speed of vehicle 1. For example, if the safe distance Dist = 3 seconds (S) and the speed of vehicle 1 V = 60 kilometers per hour (Km / h), the area to be protected in front of vehicle 1 should be the area within about 50 meters in front of the front of the vehicle, for example Figure 4 The dotted box 30 is shown in the area.

[0098] Taking vehicle 1 as an example, in method ②, the area to be protected can be determined based on the front of vehicle 1, the lane lines on both sides of the lane where vehicle 1 is currently located, and the rear of the vehicle 6 in front. That is, the first boundary (or lateral boundary) of the area to be protected can be associated with the lane lines on both sides of the current lane (i.e., the first lane), and the second boundary (or longitudinal boundary) can be associated with the front of vehicle 1 and the rear of the vehicle in front (i.e., vehicle 6). In specific implementation, the first boundary of the area to be protected can be the position of the lane lines on both sides of the current lane, and the second boundary can be the position of the front of vehicle 1 and the parking space of vehicle 6. The size of the area to be protected determined based on this method can be greater than, equal to, or less than, for example Figure 4 The size of the area where the dotted box 30 is shown.

[0099] It should be noted that the above two examples are only possible ways to determine the to-be-protected area of the vehicle and are not limited, and the to-be-protected area can also be determined according to other manners in other embodiments, and the embodiments of the present application do not limit this. In implementation, the above two manners can be configured in the vehicle driving device, so that the vehicle driving device can determine the to-be-protected area according to the actual scene where the vehicle is located. For example, if there is no vehicle in front of the vehicle 1, the to-be-protected area can be determined based on the above manner 1, and if there is a vehicle in front of the vehicle 1, the to-be-protected area can be determined based on the above manner 2.

[0100] 3. Analysis range of the first vehicle (i.e., the second area associated with the first vehicle):

[0101] In the embodiments of the present application, the analysis range can be determined according to the position of the vehicle on the road, and the analysis range can be used to determine the potential cut-in vehicle (or target vehicle) of the vehicle.

[0102] Generally, the analysis range can include several road segments in front of the vehicle. As shown in Figure 4 , taking the vehicle 1 as an example, the analysis range of the vehicle 1 is the range shown by the dashed box 40, including part of the road segment of the first lane where the vehicle 1 is currently located, part of the road segment of the second lane adjacent to the left side of the first lane, and part of the road segment of the third lane adjacent to the right side of the second lane. The vehicles 4, 5, and 7 in the range are the potential cut-in vehicles of the vehicle 1, and the vehicle 1 needs to monitor and analyze the state information of each vehicle in the range to control the driving of the vehicle itself, so as to suppress the cut-in behavior of other vehicles and improve the driving experience.

[0103] It should be noted that Figure 4 in the above embodiment is only an example of the analysis range, and does not limit the graph, position, etc. of the analysis range. In other implementations, the analysis range can also have other definition manners, for example, it can be a fan-shaped area with the vehicle as the center, and it can also be a trapezoidal area, an irregular polygon, etc., and the embodiments of the present application do not limit this. Generally, the analysis range needs to at least include the to-be-protected area of the vehicle (not limited to a rectangular area), and part of the road segment of the adjacent lane included in the analysis range needs to be determined according to the road condition of the lane where the vehicle is currently located. For example Figure 4 , for the vehicles 4 and 2, only one side of the adjacent lane is adjacent to the lane where the vehicle is currently located, therefore, the analysis range of the vehicle 4 can include part of the road segment of the second lane in front of the vehicle 4 and part of the road segment of the first lane adjacent to the right side of the second lane, and similarly, the analysis range of the vehicle 2 can include part of the road segment of the third lane in front of the vehicle 2 and part of the road segment of the first lane adjacent to the left side of the third lane.

[0104] 4. Cut-in related evaluation parameters:

[0105] (1) Relative traffic efficiency

[0106] Generally speaking, the real intention of a vehicle to squeeze in is to pass the current road section quickly. Usually, when the traffic efficiency of the lane where the squeezing vehicle is located is lower than the traffic efficiency of the lane it wants to squeeze into, squeezing behavior will occur. Therefore, in the embodiment of the present application, "relative traffic efficiency" can be defined as a measurement indicator. By analyzing and calculating the average lane speed of at least two parallel lanes, and calculating the relative traffic efficiency of other lanes relative to the vehicle to be analyzed, it is determined whether the squeezing trigger condition of the vehicle is met, that is, whether the vehicle is in a squeezing scenario. If it is met, the vehicle can start the squeezing game program to control the vehicle driving of the vehicle through the squeezing game program to suppress other vehicles squeezing in as much as possible. If it is not met, the squeezing game program can be not started.

[0107] For example, Figure 4 Taking vehicle 1 as the first vehicle in the example, the relative traffic efficiency of the second lane (relative to vehicle 1) can be calculated by taking vehicles (such as vehicles 4 and 5) that enter the second area on the second lane as samples, and the relative traffic efficiency of the third lane (relative to vehicle 1) can be calculated by taking vehicles (such as vehicle 7) that enter the second area on the third lane as samples. The calculation process is as follows:

[0108] K2 = weighted average of {k(4), k(5)...};

[0109] K3 = weighted average of {k(7)...};

[0110] Where v(1) represents the speed of vehicle 1, v(4), v(5), and v(7) represent the speeds of vehicles 4, 5, and 7, respectively. K2 represents the relative traffic efficiency of the second lane, and K3 represents the relative traffic efficiency of the third lane.

[0111] In this embodiment of the present application, the triggering condition for the vehicle to cut in may include: the relative traffic efficiency of the adjacent lanes of the lane currently occupied by the first vehicle is less than or equal to a first threshold. For example, the first threshold may be 1. If K2 or K3 is less than or equal to 1, it indicates that the traffic efficiency of the second lane or the third lane is less than or equal to the traffic efficiency of the first lane, and there is a possibility that vehicles in the second lane or the third lane may change lanes to the first lane to increase the traffic rate of the vehicle. If K2 or K3 is greater than 1, it indicates that the traffic efficiency of the second lane or the third lane is better than that of the first lane, and that vehicles in the second lane or the third lane changing lanes to the first lane will not bring a good benefit to the traffic of the vehicle, and the possibility of vehicles in the second lane or the third lane changing lanes to the first lane is low.

[0112] Therefore, in one possible implementation, the first vehicle can monitor and analyze the status of vehicles in lanes adjacent to the first lane in which it is currently located to determine the relative traffic efficiency of vehicles in other lanes relative to the first vehicle, thereby determining whether the first vehicle is in a lane-cutting scenario and deciding whether to initiate a lane-cutting game program to control the driving of the first vehicle. If both adjacent lanes of the first vehicle meet the above-mentioned lane-cutting trigger conditions, the first vehicle can also determine the lane and vehicle with a higher intention to cut in by comparing the relative traffic efficiency of the two adjacent lanes. For example, if K2 < K3, the traffic efficiency of the second lane is lower, and the vehicle in the second lane may have a higher intention to cut in, so the vehicle in the second lane can be monitored and analyzed first.

[0113] (2) Speed

[0114] like Figure 5 As shown, vehicle 1 is the first vehicle, vehicle 6 is the second vehicle, and vehicle 2 is the target vehicle. The longitudinal driving distance between the first vehicle and the second vehicle is d1, and the transverse distance between the first vehicle and the target vehicle is d2.

[0115] Generally speaking, the larger d1 is, the higher the target vehicle's chance of successfully cutting in. d1 is generally related to the vehicle's speed. The faster the vehicle, the longer the braking distance required, and the larger d1 is. However, in this case, although the target vehicle's chance of successfully cutting in is higher, the cutting benefit it brings to the target vehicle will be lower. For example, the cutting benefit is expressed as follows:

[0116]

[0117] Here, ρ(2) represents the benefit of cutting in for vehicle 2; v(2) represents the speed of vehicle 2; and K represents the relative traffic efficiency of the lane where the target vehicle is located. That is, the faster the vehicle's speed, the lower the benefit of cutting in for the other vehicle. Generally, in congested urban areas or on low-speed roads, the benefit of cutting in for the other vehicle is higher.

[0118] Therefore, in one possible implementation, the first vehicle can determine the benefits of vehicles in other lanes from cutting in by monitoring and analyzing the status of vehicles in lanes adjacent to the first lane in which it is currently located, thereby determining the target vehicle with a higher intention to cut in, so that the first vehicle can give priority to monitoring and analyzing the target vehicle.

[0119] It should be noted that in the embodiment of the present application, defining the vehicle's lane-cutting benefit based on vehicle speed is only an example and not a limitation. In other embodiments, for example, the vehicle's lane-cutting benefit can also be determined based on parameters such as acceleration and lateral driving distance, and the embodiment of the present application does not limit this.

[0120] (3) Safe distance

[0121] like Figure 5 As shown, vehicle 1 is the first vehicle, vehicle 6 is the second vehicle, and vehicle 2 is the target vehicle. The longitudinal driving distance between the first vehicle and the second vehicle is d1, and the transverse driving distance between the first vehicle and the target vehicle is d2.

[0122] Generally, controlling d1 can, to a certain extent, suppress other vehicles from cutting in. The smaller d1 is, the better the suppression effect. At the same time, the smaller d1 is, the higher the risk of a rear-end collision between the first vehicle and the preceding vehicle (i.e., the second vehicle). Therefore, it is also necessary to control the minimum longitudinal safe distance (or first safe distance threshold) between the first vehicle and the preceding vehicle.

[0123] Therefore, in an embodiment of the present application, the first safety distance threshold between the first vehicle and the second vehicle can be used as an algorithm input parameter. When the driving control of the first vehicle is implemented according to the status information of the target vehicle, it is ensured that the minimum vehicle distance requirement is met between the first vehicle and the second vehicle to reduce the risk of traffic accidents.

[0124] Similarly, when controlling the driving of the first vehicle based on the status information of the target vehicle, the first vehicle can also control the lateral driving distance d2 between the first vehicle and the target vehicle, using the minimum lateral safety distance (or second safety distance threshold) between the first vehicle and the target vehicle as the algorithm input parameter to ensure that the minimum vehicle distance requirement is met between the first vehicle and the target vehicle, thereby reducing the risk of traffic accidents.

[0125] It should be noted that the above-mentioned related parameters are only examples of parameters of the embodiments of the present application and are not limitations. In other embodiments, other parameters required by the algorithm can also be defined, such as acceleration, heading angle, relative position of the target vehicle and the first vehicle, etc. The embodiments of the present application do not limit this.

[0126] The vehicle driving method of an embodiment of the present application is described below with reference to a method flow chart.

[0127] Figure 6 The flowchart of the vehicle driving method according to the embodiment of the present application is shown. The method can be implemented by the aforementioned vehicle driving device, which can be deployed in the first vehicle. Figure 6 As shown, the method may include the following steps:

[0128] S610: The vehicle driving device determines a first area associated with a first vehicle.

[0129] like Figure 7a As shown, vehicle A represents the first vehicle, the lane in which the first vehicle is currently located is called the first lane, and the first area may be located in the first lane and in front of the first vehicle, which can be represented by a dotted box 30.

[0130] In one example, there is no second vehicle in front of the first vehicle, and the first region can be determined according to a safety distance required to be maintained in front of the first vehicle, and a speed of the first vehicle. For example, if the safety distance Dist is greater than or equal to 3 seconds (S), and the speed of the first vehicle V is 60 kilometers per hour (Km / h), the first region in front of the first vehicle should be a region within a distance of about 50 meters in front of the vehicle head of the first vehicle. Figure 7a As shown in the region of the dashed box 30, in this case, the two lane lines of the first lane can be the first boundary of the first region, and the vehicle head of the first vehicle and the safety boundary line in front of the first vehicle can be the second boundary of the first region.

[0131] In another example, there is a second vehicle in front of the first vehicle (the second vehicle is a neighboring vehicle located in the first lane and driving in front of the first vehicle), and the first region can be determined according to the vehicle head of the first vehicle, the two lane lines of the first lane in which the first vehicle is currently located, and the vehicle tail of the second vehicle in front of the first vehicle, that is, the first boundary (or transverse boundary) of the first region can be associated with the two lane lines of the first lane, and the second boundary (or longitudinal boundary) can be associated with the vehicle head of the first vehicle and the vehicle tail of the second vehicle. In a specific implementation, the first boundary of the first region can be the position of the detected two lane lines of the first lane, and the second boundary can be the position of the detected vehicle head of the first vehicle and the position of the detected vehicle tail of the second vehicle. For example, Figure 7a As shown in the region of the dashed box 30, the two lane lines of the first lane can be the first boundary of the first region, and the vehicle head of vehicle A and the vehicle tail of vehicle C can be the second boundary of the first region.

[0132] It should be noted that, Figure 7a The dashed box 30 in the above examples only schematically represents the position of the first region, and the shape, size, etc. of the dashed box 30 do not represent the shape, size, etc. of the first region. The shape of the first region determined based on the above two manners is not limited to a rectangle, for example, when the road is a curved road, the first region can be an irregular polygon. The determined size of the first region can be greater than, equal to, or less than the size of the dashed box 30. Moreover, since each vehicle moves on the lane (including a straight lane and a curved lane), the first region is a dynamic region based on the continuous displacement of the first vehicle, including but not limited to dynamic changes in the position, shape, and size of the first region. Figure 7a

[0133] For example, as shown in FIG. 6, the vehicle driving device can determine the first region based on the vehicle head of the first vehicle, the two lane lines of the first lane in which the first vehicle is currently located, and the vehicle tail of the second vehicle in front of the first vehicle. Figure 7a As shown, after determining the first region, the vehicle driving device can determine the center position P(x1, y1) of the first region, and the center position P(x1, y1) of the first region can be determined according to the following formula: Figure 7a ​The solid circle in the figure is used as the reference position of the first area. When performing vehicle driving control, the vehicle driving device can use the reference position to represent the first area to monitor and analyze other vehicles other than the vehicle to achieve driving control of the first vehicle.

[0134] S620: The vehicle driving device obtains status information of the target vehicle.

[0135] In the embodiment of the present application, the first vehicle may have its analysis range, referred to as a second area, and the first area may be included in the second area. Before implementing S620, the vehicle driving device may determine the second area associated with the first vehicle in order to determine the target vehicle, e.g. Figure 7a The dashed box 40 is shown as an area. The method for determining the second area can be found in the previous description and will not be repeated here. For example, the target vehicle can be the only vehicle within the second area, or multiple third vehicles within the second area, or the vehicle with the highest probability of cutting in among the multiple third vehicles.

[0136] like Figure 7a As shown, the second area of ​​the first vehicle (e.g., vehicle A) is represented by a dotted box 40. Starting from the time when the front line of a third vehicle (e.g., vehicle B) in an adjacent lane (including the second lane and the third lane) of the first lane is parallel to the front line of the first vehicle, the third vehicle may enter the second area and become a potential squeeze-in for the first vehicle, that is, a monitoring object of the first vehicle. The vehicle driving device may use the third vehicle as a candidate vehicle for the first vehicle and obtain status information of the third vehicle.

[0137] The first vehicle may have at least one candidate vehicle (e.g. Figure 4 When the status information of any candidate vehicle satisfies a preset condition for entering the first area, the vehicle driving device may determine the candidate vehicle as a target vehicle of the first vehicle and obtain the status information of the target vehicle. For example, the status information of the candidate vehicle may include one or more of the following: absolute position, relative position with respect to the first vehicle, speed, acceleration, and heading angle. The vehicle driving device may obtain various status information of each candidate vehicle based on various sensors on the first vehicle.

[0138] For example, the preset conditions may include but are not limited to one or more of the following: the front of the vehicle is in front of the front of the first vehicle (or in other words, part or all of the body of the candidate vehicle may be within the second area as the target vehicle); the speed is less than or equal to the speed of the first vehicle; the vehicle length is less than or equal to a first length threshold; the lateral distance between the candidate vehicle and the first vehicle is less than or equal to a first safety distance threshold; the angle between the heading angle and the heading angle of the first vehicle is less than or equal to a first angle threshold; the relative traffic efficiency of the lane is less than or equal to a first threshold; the determined driving route overlaps with the first area. For example, Figure 7b As shown, the first length threshold can be the distance L from the second boundary of the first area; the angle can be the angle between the heading of vehicle B and the heading of vehicle A; and the overlap between the driving route and the first area can be either that the driving route overlaps with the first area, or that the reference position of the first area is on the driving route (or within an allowable error range). As an example, the first threshold can be 1, and the first angle threshold can be 5°.

[0139] The vehicle driving device can calculate and determine, based on the status information of the at least one candidate vehicle, whether the at least one candidate vehicle meets one or more of the aforementioned preset conditions. If a candidate vehicle does not meet any of the aforementioned preset conditions, it can be determined that the candidate vehicle has no intention of cutting in, and the vehicle driving device can exclude the candidate vehicle from being a target vehicle. If a candidate vehicle meets at least one of the aforementioned preset conditions, it can be determined that the candidate vehicle has an intention to cut in. In this case, the vehicle driving device can identify the candidate vehicle as a target vehicle for the first vehicle and initiate a cutting-in game program for the first vehicle so that the vehicle driving device can prevent the target vehicle from cutting in. The more preset conditions a candidate vehicle meets, the greater the probability of the candidate vehicle cutting in, and the more focused monitoring and analysis by the vehicle driving device is required. For example, the status information of the target vehicle can include one or more of the following information: absolute position, relative position relative to the first vehicle, speed, acceleration, and heading angle.

[0140] Thus, the vehicle driving device can continuously monitor and analyze the status information of the candidate vehicle and determine the driving route of the candidate vehicle starting from the moment the vehicle in the adjacent lane enters the second area of ​​the first vehicle, and determine whether the candidate vehicle has the intention to cut in and whether it can serve as the target vehicle of the first vehicle through subtle changes in the status or driving route of the candidate vehicle. In the embodiment of the present application, the vehicle driving device determines the driving route of the candidate vehicle, which may include the vehicle driving device obtaining the planned driving route of the candidate vehicle, or calculating through the status information of the candidate vehicle to predict the driving route of the candidate vehicle. The embodiment of the present application does not limit this. In the following, for the convenience of description, the prediction of the driving route of the candidate vehicle is used as an example for illustration, which should not be understood as a limitation on the embodiment of the present application.

[0141] It should be noted that in the embodiment of the present application, the vehicle driving device can use a variety of methods to predict the vehicle's driving route, and the embodiment of the present application does not limit this. For example, the vehicle driving device can use a dotted curve algorithm to predict the vehicle's driving route based on the vehicle's status information. Figure 7a The dashed arrow in the figure may represent the predicted route of vehicle B, and the hollow circle may represent a point in the predicted route of vehicle B. Furthermore, the aforementioned preset conditions are merely examples of conditions that must be met to determine the candidate vehicle's intention to cut in, and are not intended to be limiting. In other embodiments, other methods may be used to determine the candidate vehicle's intention to cut in, which will not be further described here.

[0142] In one example, in order to improve calculation accuracy, when determining a target vehicle based on the status information of at least one candidate vehicle, the vehicle driving device can collect the status information of the at least one candidate vehicle in real time, and periodically perform calculations based on a set period (e.g., 100 milliseconds (ms)) to determine the intention of each candidate vehicle to cut in. When at least two intention judgment results of a candidate vehicle are true (i.e., the candidate vehicle meets the preset conditions for entering the first area), the candidate vehicle can be determined to be the target vehicle. When there is at least one target vehicle for the first vehicle, a game program for cutting in can be started so that the driving control of the first vehicle can be achieved based on the status information of the target vehicle through the game program.

[0143] It should be noted that, in the embodiment of the present application, the first vehicle may not have a target vehicle, that is, there is no vehicle with the intention of cutting in within the second area. Alternatively, the target vehicle of the first vehicle may not be limited to one, such as Figure 4As shown, vehicle 4, vehicle 5, and vehicle 7 may all be target vehicles of vehicle 1. The vehicle driving device may perform calculations using its own configured logic or algorithm to determine the target vehicle. Alternatively, the vehicle driving device may also perform calculations using an onboard computing unit (e.g., an Advanced Driving Assistance System (ADAS)) in the first vehicle to determine the target vehicle, which is not limited in this embodiment of the present application.

[0144] It should be understood that when there is at least one target vehicle in the first vehicle, the vehicle driving device may use the at least one target vehicle as the target vehicle in S620, or the vehicle driving device may also select the vehicle with the highest probability of jamming in from the at least one target vehicle as the target vehicle in S620, and this embodiment of the present application is not limited to this. The jamming probability of the at least one target vehicle may be determined by a comprehensive judgment based on the relative traffic efficiency of the aforementioned lanes, the jamming gain of the vehicle, the safety distance, etc. For example, the vehicle with the highest probability of jamming may be the vehicle located in the lane with the lowest relative traffic efficiency, the vehicle with the highest jamming gain, and the vehicle that meets the safety distance requirements.

[0145] S630: The vehicle driving device controls the driving distance between the first vehicle and the second vehicle according to the status information of the target vehicle.

[0146] Correspondingly, S640: the driving distance between the first vehicle and the second vehicle changes dynamically as the vehicle driving device controls the driving of the first vehicle.

[0147] In this embodiment of the present application, based on the target vehicle locked in S620, the vehicle driving device can control the driving distance between the first vehicle and the second vehicle based on the status information of the target vehicle. There can be at least one target vehicle locked in S620, and the vehicle driving device can be capable of simultaneously monitoring and analyzing the status information of the at least one target vehicle and performing vehicle driving control of the vehicle. Furthermore, in S630, the vehicle driving device can perform a comprehensive analysis based on the status information of the at least one target vehicle to control the driving distance between the first vehicle and the second vehicle.

[0148] Taking locking a single target vehicle in S620 as an example, in one example, when implementing S630, the vehicle driving device may predict the target vehicle's driving route based on the target vehicle's status information, and control the driving distance between the first vehicle and the second vehicle based on the positional relationship between the target vehicle's driving route and the first area. In another example, when implementing S630, the vehicle driving device may predict a second probability that the first vehicle enters the first area before the target vehicle based on the target vehicle's status information and the first vehicle's status information, and control the driving distance between the first vehicle and the second vehicle based on the second probability. Taking locking at least two target vehicles in S620 as an example, when implementing S630, the vehicle driving device may combine the status information of the at least two target vehicles and control the driving distance between the first vehicle and the at least two target vehicles based on the driving routes of the at least two target vehicles or a third probability that the first vehicle enters the first area before the at least two target vehicles.

[0149] For example, controlling the driving distance between the first vehicle and the second vehicle may include: the vehicle driving device controlling the first vehicle to accelerate to reduce the driving distance between the first vehicle and the second vehicle; or, the vehicle driving device controlling the first vehicle to maintain the current speed to maintain the current driving distance between the first vehicle and the second vehicle; or, the vehicle driving device controlling the first vehicle to decelerate to increase the driving distance between the first vehicle and the second vehicle. Optionally, when controlling the first vehicle to accelerate, the vehicle driving device may include: the vehicle driving device determining target acceleration information of the first vehicle based on the state information of the target vehicle, and controlling the first vehicle to accelerate based on the target acceleration information.

[0150] As a result, the vehicle driving device can flexibly control the driving of the first vehicle based on the status information of at least one target vehicle surrounding the first vehicle. This reduces the risk of other vehicles cutting in by controlling the distance between the first vehicle and a second vehicle ahead of it. Because this method allows for flexible adjustment of the distance between the first vehicle and the second vehicle ahead, the distance is no longer limited to the fixed following distance adjustment setting in autonomous driving mode, enhancing the flexibility of vehicle driving control. Furthermore, while reducing the risk of other vehicles cutting in, it can also reduce driving frustration and improve driving comfort, thereby balancing the driving experience.

[0151] In the embodiment of the present application, the monitoring and analysis algorithms for each target vehicle are the same or similar. For ease of description and understanding, the specific implementation method of reducing the driving distance between the first vehicle and the second vehicle in S630 is explained below using a single target vehicle as an example.

[0152] Example 1:

[0153] In this example, when S630 is implemented, the vehicle driving device can predict the driving route of the target vehicle based on the status information of the target vehicle, and control the driving distance between the first vehicle and the second vehicle based on the positional relationship between the driving route of the target vehicle and the first area.

[0154] like Figure 7a As shown, the reference position P(x1, y1) in the first area represents the first area. The reference position P(x1, y1) can be used as the target point for vehicle A (i.e., the first vehicle) and vehicle B (i.e., the target vehicle) to play the game of cutting in. The target vehicle's intention of cutting in is to occupy the target point before vehicle A, while the purpose of vehicle A starting the game of cutting in is to prevent vehicle B from occupying the target point first. The vehicle driving device can predict the driving route of vehicle B in real time based on the status information of vehicle B, as shown in FIG. Figure 7a The points connected by dashed arrows in the figure represent the driving route. If the reference position P(x1, y1) is on the predicted driving route of vehicle B (or its relative positional relationship with the driving route is within the allowable distance error range), it indicates that vehicle B still intends to cut in and enter the first area. In this case, to prevent vehicle B from occupying the target point before vehicle A, the vehicle driving device can use the reference position P(x1, y1) as the target for accelerating vehicle A, controlling vehicle A to accelerate and reduce the driving distance between vehicle A and vehicle C.

[0155] When the vehicle driving device controls vehicle A to accelerate, the device can predict vehicle B's new driving route in real time or periodically based on vehicle B's status information to determine whether vehicle B meets the preset conditions for entering the first area. If vehicle B does not accelerate, the device can predict vehicle B's driving route based on vehicle B's real-time status information. If vehicle B accelerates, the device can predict vehicle B's driving route based on vehicle B's acceleration. If there is no positional correlation between vehicle B's driving route, updated in real time or periodically (e.g., with a period of 50 ms), and the target point P(x1, y1), vehicle B may have abandoned the attempt to cut in, i.e., no longer intends to cut in. The device can determine that vehicle A has successfully prevented vehicle B from cutting in. At this point, the device can stop vehicle A's acceleration in real time, for example, by maintaining its current speed. Otherwise, the device can continue to control vehicle A to accelerate until there is no possibility of vehicle B successfully cutting in.

[0156] It should be noted that in this first example, the vehicle driving device can control vehicle A to accelerate at a maximum angular velocity a1 (which can be preset by vehicle A at the factory or adjusted by the user based on their own driving needs). During the process of controlling vehicle A's acceleration, the device controls whether to stop the acceleration behavior based on changes in vehicle B's intention to cut in. It should be understood that, considering traffic safety issues, when controlling vehicle A's acceleration, the vehicle driving device can also stop vehicle A's acceleration behavior based on other factors, such as whether the driving distance between vehicle A and vehicle C reaches a vehicle distance threshold, whether the speed of vehicle A reaches a speed threshold, etc., which will not be elaborated here.

[0157] It should be noted that in this example one, while ensuring traffic safety, the reference position P (x1, y1) can be the middle position of the first area, or one-third of the first area (closer to the vehicle in front). The embodiment of the present application does not limit the specific selection method of the reference position.

[0158] Example 2:

[0159] In this example, when implementing S630, the vehicle driving device can predict the probability that the first vehicle enters the first area before the target vehicle based on the status information of the target vehicle and the status information of the first vehicle, and control the driving distance between the first vehicle and the second vehicle based on the probability.

[0160] like Figure 7aAs shown, a reference position P(x1, y1) within the first area represents the first area. This P(x1, y1) serves as the target point for a cut-in game between vehicle A (i.e., the first vehicle) and vehicle B (i.e., the target vehicle). The target vehicle's intention is to occupy the target point before vehicle A, while vehicle A initiates the cut-in game to prevent vehicle B from occupying the target point first. During implementation, the vehicle driving device can assume that both vehicle A and vehicle B are accelerating at their maximum allowable acceleration rates to determine which vehicle will occupy the target point first, thereby obtaining the probability that vehicle A will enter the first area before vehicle B.

[0161] The maximum acceleration of vehicle B is represented by a0, and the value of a0 can be determined according to the model of vehicle B. The maximum acceleration allowed for different vehicles can be a fixed empirical value, or it can be determined in advance based on big data modeling of different models, and the embodiments of the present application do not limit this. The maximum acceleration of vehicle A is represented by a1 (which can be preset by vehicle A at the factory, or adjusted by the user according to his or her own driving needs). During calculation, the vehicle driving device can assume that vehicle A and vehicle B are traveling from their respective current positions and using their respective accelerations a1 and a0, and calculate the time required for vehicle A and vehicle B to travel from their respective current positions to the target point. If the time required for vehicle A, t A Less than or equal to the time t required by vehicle B B , then vehicle A has a probability (i.e., a non-zero value) of preventing vehicle B from occupying the target point before vehicle A. In this case, the vehicle driving device can control vehicle A to accelerate so that vehicle A can reach the target point before vehicle B, thereby preventing vehicle B from cutting in.

[0162] Among them, such as Figure 8 As shown, the vehicle driving device can use the front of vehicle A leading the front of vehicle B by a predetermined distance, for example, within the interval L (-2 meters, 2 meters), as the target for accelerating vehicle A, and calculate the target acceleration information required for accelerating vehicle A based on the target, such as the target acceleration and target acceleration time of vehicle A, and control the acceleration of vehicle A based on the target acceleration information to reduce the driving distance between vehicle A and vehicle C.

[0163] In one example, with vehicle A as the origin of the reference coordinate system, if the current speeds of vehicle B and vehicle A are similar (i.e., the speed error between the two vehicles is within a predetermined range and the two vehicles are relatively stationary), the vehicle driving device can use the measured speed v0 and acceleration a0 of vehicle B as a reference to design vehicle A to have a speed or acceleration slightly higher than vehicle B. For example, if the target speed of vehicle A is v1 = z1 * v0 and the target acceleration is z2 * a0, where z1 and z2 are greater than 1, the target acceleration time t of vehicle A is calculated based on the following expression:

[0164]

[0165] Here, R is a random number that can be used to randomly generate the distance that the front of vehicle A leads vehicle B, thereby reducing the conflict between vehicles A and B.

[0166] The vehicle driving device can control the acceleration of vehicle A based on the above target acceleration information, and restore the following speed of vehicle A when the above target acceleration time is reached, such as maintaining the current speed (such as the speed when the above target acceleration time is reached) and driving at a constant speed.

[0167] It should be noted that in this example, while controlling vehicle A to accelerate based on the target acceleration information, the vehicle driving device can also predict the new driving route of vehicle B in real time or periodically based on the status information of vehicle B. If vehicle B does not accelerate, the vehicle driving device can predict the driving route of vehicle B based on the real-time status information of vehicle B. If vehicle B accelerates, the vehicle driving device can predict the driving route of vehicle B based on the acceleration of vehicle B. If there is no associated positional relationship between the driving route of vehicle B after real-time or periodic (e.g., a period of 50ms) updates and the first area, vehicle B may have given up the attempt to cut in, that is, no longer intends to cut in. The vehicle driving device can determine that vehicle A has successfully prevented vehicle B from cutting in. At this point, the vehicle driving device can stop vehicle A's acceleration in real time, for example, vehicle A can maintain its current speed. Otherwise, the vehicle driving device can control vehicle A to continue accelerating based on the target acceleration information until the target acceleration time is reached. Alternatively, if the vehicle driving device can ensure that vehicle A can always reach the target point P(x1, y1) before vehicle B during the process of accelerating based on the above-mentioned target acceleration information, and vehicle B has no possibility of reaching the target point P(x1, y1) before vehicle A (i.e., the probability is 0), for example, the driving distance between vehicle A and vehicle C is not enough to accommodate vehicle B to drive safely. The vehicle driving device can stop the acceleration of vehicle A in real time, for example, vehicle A can maintain the current speed and drive at a constant speed. Otherwise, the vehicle driving device can control vehicle A to continue accelerating based on the above-mentioned target acceleration information until the behavior of vehicle B cutting in is successfully prevented. Similar to Example 1, in Example 2, considering traffic safety issues, when the vehicle driving device controls vehicle A to accelerate, it can also stop the acceleration of vehicle A based on other factors, such as whether the driving distance between vehicle A and vehicle C reaches the vehicle distance threshold, whether the speed of vehicle A reaches the speed threshold, etc., which will not be repeated here.

[0168] It should be noted that, in the above example, the vehicle driving device can usually control the first vehicle (e.g., vehicle A) to drive in the center of its current lane (e.g., the first lane). In addition, the reference position P (x1, y1) can always be defined as the center position of the first area, such as Figure 9a and Figure 9b As shown, the vehicle driving device can also control the position of the first vehicle (e.g., vehicle A) in the current lane (e.g., the first lane) (not limited to driving in the center) to compensate for the speed of the first vehicle itself, thereby increasing the probability of the first vehicle successfully preventing the target vehicle from squeezing in.

[0169] like Figure 9a As shown, if the front end of vehicle B is ahead of vehicle A, the vehicle driving device can control vehicle A to drive closer to the left lane line in the first lane, that is, drive vehicle A away from vehicle B, increase the lateral distance d2 between the two vehicles, and simultaneously control vehicle A to accelerate and predict vehicle B's driving path to control the driving distance between vehicles A and B. Therefore, due to the increase in d2, when the vehicle driving device controls vehicle A to accelerate, it can provide vehicle A with a larger maneuvering space, increasing the possibility that vehicle A will occupy the target point in the first area before vehicle B. Figure 9b As shown, if the front end of vehicle B is not yet ahead of vehicle A, the vehicle driving device can control vehicle A to drive closer to the right lane line in the first lane. That is, vehicle A approaches vehicle B, reducing the lateral distance d2 between the two vehicles. At the same time, the vehicle driving device controls vehicle A to accelerate and predicts vehicle B's driving path to control the driving distance between vehicles A and B. As a result, the reduction in d2 increases the probability that vehicle B will abandon the attempt to cut in.

[0170] It should be understood that Figure 9a-9b The above is only a possible design for the vehicle driving device to control vehicle A to prevent the target vehicle from cutting in, and it is not a limitation. In other embodiments, there may be other implementation methods, which are not limited in the embodiments of the present application. It should also be noted that when the vehicle driving device controls the position of the first vehicle in the first lane, traffic safety needs to be considered. For example, the first vehicle cannot exceed the lane lines on both sides of the first lane; when the vehicle driving device controls the first vehicle to drive to the left in the first lane, it must also pay attention to avoiding other vehicles in the adjacent lane on the left (for example, the second lane) or the adjacent lane on the right (for example, the third lane), etc., which will not be elaborated here.

[0171] Thus, through the above-described vehicle driving method, the vehicle driving device can combine the status information of other vehicles around the first vehicle and analyze the other vehicles' intention to cut in, dynamically adjusting the driving distance between the first vehicle and a second vehicle in the same lane ahead of it. This minimizes the probability of the first area associated with the first vehicle ahead of the first vehicle being preemptively occupied by other vehicles, thereby inhibiting the other vehicle's cutting in. Because this method can flexibly adjust the driving distance between the first vehicle and the second vehicle ahead, the driving distance is no longer limited to the fixed following distance adjustment position set in the autonomous driving mode, thereby enhancing the flexibility of vehicle driving control. At the same time, while reducing the tendency of other vehicles to cut in, it can also reduce driving frustration and improve driving comfort, thereby taking into account the driving experience.

[0172] In addition, when implementing the above-mentioned vehicle driving method S610-S640, on the first vehicle side, the vehicle driving device can also output relevant information on the human-machine interaction interface (HMI) of the first vehicle, so that the driver on the first vehicle side can conveniently control the driving of the first vehicle or understand the driving control process of the first vehicle according to the relevant information output by the HMI.

[0173] Figure 10a A schematic structural diagram of the interior of a vehicle is shown. Among them, the HMI can be the screen of the vehicle computer (or called the central control display screen or central control screen), and the first picture can be output in real time on the HMI. The first picture can include a third area and a target vehicle, and the third area at least includes the first area associated with the first vehicle, the first area is located in the first lane and in front of the first vehicle, the target vehicle is located in the adjacent lane of the first lane, and the status information of the target vehicle meets the preset conditions for entering the third area. In addition, other display devices can also be provided inside the vehicle to display a digital instrument panel; or other display screens can be provided to provide in-vehicle entertainment needs in more locations. As Figure 10a As shown, multiple display screens are provided in the vehicle, such as a digital instrument display screen 101, a central control screen 102, a display screen 103 in front of the passenger in the front passenger seat (also called the front passenger), a display screen 104 in front of the left rear passenger, and a display screen 105 in front of the right rear passenger.

[0174] Figure 10bA schematic diagram of a head-up display (HUD) scenario applicable to an embodiment of the present application is shown. HUD technology, also known as head-up display technology, has been increasingly widely used in the automotive, aerospace, and navigation fields in recent years. The image projection device in the HUD device projects important information during vehicle driving onto the windshield, which is reflected by the windshield to form a virtual image directly in front of the driver's line of sight, so that the driver can see this information without lowering his head. Compared to Figure 10a For displays such as the instrument panel and central control screen that require the driver to look down, HUD reduces the risk of the driver losing sight of the road when looking down, as well as the potential driving risks caused by changes in the driver's pupils due to changes in their line of sight. This is a safer in-vehicle display method applicable to the embodiments of the present application. Furthermore, to avoid interfering with road conditions, the embodiments of the present application are also applicable to augmented reality (AR) HUDs (AR-HUDs), which superimpose digital images on the real environment outside the vehicle, giving the driver an augmented reality visual effect. This can be used for AR navigation, adaptive cruise control, lane departure warning, etc., and the embodiments of the present application are not limited to this.

[0175] An embodiment of the present application also provides a vehicle driving device for executing the method executed by the vehicle driving device in the above embodiment. Relevant features can be found in the above method embodiment and will not be repeated here.

[0176] like Figure 11 As shown, the device 1100 may include: a determination unit 1101, for determining a first area associated with a first vehicle, the first vehicle being located in a first lane, the first area being located in the first lane and being located in front of the first vehicle; an acquisition unit 1102, for acquiring status information of a target vehicle, the target vehicle being located in an adjacent lane of the first lane, the status information of the target vehicle satisfying a preset condition for entering the first area; a control unit 1103, for controlling the driving distance between the first vehicle and a second vehicle according to the status information of the target vehicle, the second vehicle being an adjacent vehicle located in the first lane and traveling in front of the first vehicle. For specific implementation methods, please refer to Figures 1 to 10b The detailed description of the illustrated embodiment will not be repeated here.

[0177] An embodiment of the present application also provides a vehicle driving device for executing the method executed by the vehicle driving device in the above method embodiment. Relevant features can be found in the above method embodiment and will not be repeated here.

[0178] like Figure 12As shown, the device 1200 may include: an output unit 1201, for outputting a first screen on the human-machine interface HMI of the first vehicle, wherein the first vehicle is located in the first lane, the first screen includes a third area and a target vehicle, the third area at least includes the first area associated with the first vehicle, the first area is located in the first lane and in front of the first vehicle, the target vehicle is located in an adjacent lane of the first lane, and the status information of the target vehicle meets the preset conditions for entering the third area; a receiving unit 1202, for receiving control information from the driver of the first vehicle, the control information is used to control the driving distance between the first vehicle and the second vehicle, and the control information is associated with the first screen. For specific implementation methods, please refer to Figures 1 to 10b The detailed description of the illustrated embodiment will not be repeated here.

[0179] It should be noted that the division of units in the embodiments of the present application is schematic and is merely a logical functional division. In actual implementation, other division methods may be used. The functional units in the embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0180] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to some solutions or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) or a processor to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0181] In a simple embodiment, those skilled in the art can imagine that the remote diagnostic device or the vehicle-side diagnostic agent device in the above embodiment can be used Figure 13 The form shown.

[0182] like Figure 13The apparatus 1300 shown includes at least one processor 1310, a memory 1320, and optionally, a communication interface 1330.

[0183] The specific connection medium between the processor 1310 and the memory 1320 is not limited in the embodiments of the present application.

[0184] In the apparatus as Figure 13 described above, the communication interface 1330 is further included, and the processor 1310 can perform data transmission through the communication interface 1330 when communicating with other devices.

[0185] When the remote diagnosis apparatus adopts the form as Figure 13 shown, Figure 13 the processor 1310 in the apparatus can invoke the computer execution instructions stored in the memory 1320, so that the apparatus 1300 can perform the method executed by the remote diagnosis apparatus in any of the method embodiments described above.

[0186] When the diagnosis agent apparatus on the vehicle side adopts the form as Figure 13 shown, Figure 13 the processor 1310 in the apparatus can invoke the computer execution instructions stored in the memory 1320, so that the apparatus 1300 can perform the method executed by the diagnosis agent apparatus in any of the method embodiments described above.

[0187] The embodiments of the present application also relate to a chip system, which includes a processor configured to invoke computer programs or computer instructions stored in a memory, so that the processor executes the method in any of the method embodiments described above.

[0188] In a possible implementation, the processor is coupled with the memory through an interface.

[0189] In a possible implementation, the chip system further includes the memory, and the memory stores the computer programs or computer instructions.

[0190] The embodiments of the present application also relate to a processor configured to invoke computer programs or computer instructions stored in a memory, so that the processor executes the method in any of the method embodiments described above.

[0191] The processor mentioned in any of the above can be a general central processing unit, a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the method in any of the method embodiments mentioned above. The memory mentioned in any of the above can be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM), and the like.

[0192] It should be apparent that the embodiments of the application can be embodied in a method, system, or computer program product. Accordingly, the application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, magnetic disks, CD-ROMs, optical storage media such as DVD s, etc.) embodying computer readable program code.

[0193] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flow Figure 1 The functions of the flow or flows and / or blocks Figure 1 The functions of the one or more blocks or flows

[0194] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flow Figure 1 The functions of the flow or flows and / or blocks Figure 1 The functions of the one or more blocks or flows

[0195] Obviously, persons skilled in the art can make various modifications and variations to the embodiments of the application without departing from the scope of the embodiments of the application. Thus, if these modifications and variations of the embodiments of the application fall within the scope of the claims of the application and their equivalent technologies, the application is also intended to include these modifications and variations.

Claims

1. A vehicle driving method, characterized in that: include: Determining a first area associated with a first vehicle, the first vehicle being located in a first lane, the first area being located in the first lane and in front of the first vehicle, the first area being contained in a second area, a first boundary of the first area being associated with lane markings on both sides of the first lane, and a second boundary of the first area being associated with a front portion of the first vehicle and a rear portion of a second vehicle; Acquiring status information of a target vehicle, the target vehicle being located in a lane adjacent to the first lane, the target vehicle status information satisfying a preset condition for entering the first area, the target vehicle status information including one or more of the following information of the target vehicle: absolute position, relative position with respect to the first vehicle, speed, acceleration, and heading angle, the preset condition including: a relative traffic efficiency of the lane in which the target vehicle is located being less than or equal to a first threshold, the relative traffic efficiency being a weighted average of the ratios of the speeds of at least one target vehicle located in a lane adjacent to the first lane and entering the second area to the speed of the first vehicle, wherein the first threshold is a constant; A driving distance between the first vehicle and a second vehicle is controlled according to the state information of the target vehicle, where the second vehicle is an adjacent vehicle located in the first lane and traveling ahead of the first vehicle.

2. The method according to claim 1, characterized in that The method further comprises: The first area is output on a human-machine interface (HMI) of the first vehicle.

3. The method according to claim 1 or 2, characterized in that The target vehicle is the only vehicle in the second area, or is a plurality of third vehicles located in the second area, or is a vehicle with the highest probability of cutting in among the plurality of third vehicles.

4. The method according to claim 1 or 2, characterized in that The controlling the driving distance between the first vehicle and the second vehicle according to the state information of the target vehicle includes: Determining a driving route of the target vehicle based on the status information of the target vehicle; The driving distance between the first vehicle and the second vehicle is controlled according to the positional relationship between the driving route of the target vehicle and the first area.

5. The method according to claim 1 or 2, characterized in that The controlling the driving distance between the first vehicle and the second vehicle according to the state information of the target vehicle includes: determining, based on the state information of the target vehicle and the state information of the first vehicle, a probability that the first vehicle enters the first area before the target vehicle; The driving distance between the first vehicle and the second vehicle is controlled according to the probability.

6. The method according to claim 4, characterized in that The controlling the driving distance between the first vehicle and the second vehicle includes: The driving distance between the first vehicle and the second vehicle is adjusted by controlling the first vehicle to accelerate.

7. The method according to claim 5, characterized in that The controlling the driving distance between the first vehicle and the second vehicle includes: The driving distance between the first vehicle and the second vehicle is adjusted by controlling the first vehicle to accelerate.

8. The method according to claim 6, characterized in that The controlling the first vehicle to accelerate includes: determining target acceleration information of the first vehicle according to the state information of the target vehicle; The first vehicle is controlled to accelerate according to the target acceleration information.

9. The method according to claim 7, characterized in that The controlling the first vehicle to accelerate includes: determining target acceleration information of the first vehicle according to the state information of the target vehicle; The first vehicle is controlled to accelerate according to the target acceleration information.

10. The method according to claim 1 or 2, characterized in that The pre-conditions may also include one or more of the following: The front end of the target vehicle is ahead of the front end of the first vehicle; The speed of the target vehicle is less than or equal to the speed of the first vehicle; The length of the target vehicle is less than or equal to a first length threshold; The lateral distance between the target vehicle and the first vehicle is less than or equal to a second safety distance threshold; An included angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

11. The method according to claim 1 or 2, characterized in that The driving distance between the first vehicle and the first vehicle is greater than or equal to a first safety distance threshold.

12. A vehicle driving method, characterized in that: include: Outputting a first screen on a human-machine interface (HMI) of a first vehicle, wherein the first vehicle is located in a first lane, the first screen includes a second area and a target vehicle, the second area including at least a first area associated with the first vehicle, the first area being located in the first lane and in front of the first vehicle, a first boundary of the first area being associated with lane markings on both sides of the first lane, a second boundary of the first area being associated with a front end of the first vehicle and a rear end of a second vehicle, the second vehicle being an adjacent vehicle located in the first lane and traveling ahead of the first vehicle, the target vehicle being located in an adjacent lane of the first lane, state information of the target vehicle meeting a preset condition for entering the first area, the state information of the target vehicle including one or more of the following information of the target vehicle: absolute position, relative position with respect to the first vehicle, speed, acceleration, and heading angle, the preset condition including: a relative traffic efficiency of the lane in which the target vehicle is located being less than or equal to a first threshold, the relative traffic efficiency being a weighted average of the ratios of the speeds of at least one target vehicle located in a lane adjacent to the first lane and entering the second area to the speed of the first vehicle, and the first threshold being a constant; Control information is received from a driver of the first vehicle, where the control information is used to control a driving distance between the first vehicle and the second vehicle, and the control information is associated with the first screen.

13. The method according to claim 12, characterized in that The pre-conditions may also include one or more of the following: The front end of the target vehicle is ahead of the front end of the first vehicle; The speed of the target vehicle is less than or equal to the speed of the first vehicle; The length of the target vehicle is less than or equal to a first length threshold; The lateral distance between the target vehicle and the first vehicle is less than or equal to a second safety distance threshold; An included angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

14. A vehicle driving device, characterized in that: include: a determining unit configured to determine a first area associated with a first vehicle, the first vehicle being located in a first lane, the first area being located in the first lane and in front of the first vehicle, the first area being contained in a second area, a first boundary of the first area being associated with lane markings on both sides of the first lane, and a second boundary of the first area being associated with a front portion of the first vehicle and a rear portion of a second vehicle; an acquisition unit, configured to acquire status information of a target vehicle, the target vehicle being located in a lane adjacent to the first lane, the target vehicle status information satisfying a preset condition for entering the first area, the target vehicle status information including one or more of the following information of the target vehicle: absolute position, relative position with respect to the first vehicle, speed, acceleration, and heading angle, the preset condition including: a relative traffic efficiency of the lane in which the target vehicle is located being less than or equal to a first threshold, the relative traffic efficiency being a weighted average of the ratios of the speeds of at least one target vehicle located in a lane adjacent to the first lane and entering the second area to the speed of the first vehicle, wherein the first threshold is a constant; A control unit is used to control the driving distance between the first vehicle and a second vehicle according to the status information of the target vehicle, where the second vehicle is an adjacent vehicle located in the first lane and traveling in front of the first vehicle.

15. The device according to claim 14, characterized in that The device further comprises: An output unit is configured to output the first area on a human-machine interface (HMI) of the first vehicle.

16. The device according to claim 14 or 15, characterized in that The target vehicle is the only vehicle in the second area, or is a plurality of third vehicles located in the second area, or is a vehicle with the highest probability of cutting in among the plurality of third vehicles.

17. The device according to claim 14 or 15, characterized in that The control unit is used for: Determining a driving route of the target vehicle based on the status information of the target vehicle; The driving distance between the first vehicle and the second vehicle is controlled according to the positional relationship between the driving route of the target vehicle and the first area.

18. The device according to claim 14 or 15, characterized in that The control unit is used for: determining, based on the state information of the target vehicle and the state information of the first vehicle, a probability that the first vehicle enters the first area before the target vehicle; The driving distance between the first vehicle and the second vehicle is controlled according to the probability.

19. The device according to claim 17, characterized in that The control unit is used for: The driving distance between the first vehicle and the second vehicle is adjusted by controlling the first vehicle to accelerate.

20. The device according to claim 18, characterized in that The control unit is used for: The driving distance between the first vehicle and the second vehicle is adjusted by controlling the first vehicle to accelerate.

21. The device according to claim 19, characterized in that The control unit controlling the first vehicle to accelerate includes: determining target acceleration information of the first vehicle according to the state information of the target vehicle; The first vehicle is controlled to accelerate according to the target acceleration information.

22. The device according to claim 20, characterized in that The control unit controlling the first vehicle to accelerate includes: determining target acceleration information of the first vehicle according to the state information of the target vehicle; The first vehicle is controlled to accelerate according to the target acceleration information.

23. The device according to claim 14 or 15, characterized in that The pre-conditions may also include one or more of the following: The front end of the target vehicle is ahead of the front end of the first vehicle; The speed of the target vehicle is less than or equal to the speed of the first vehicle; The length of the target vehicle is less than or equal to a first length threshold; The lateral distance between the target vehicle and the first vehicle is less than or equal to a second safety distance threshold; An included angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

24. The device according to claim 14 or 15, characterized in that The driving distance between the first vehicle and the first vehicle is greater than or equal to a first safety distance threshold.

25. A vehicle driving device, characterized in that: include: an output unit configured to output a first screen on a human-machine interface (HMI) of a first vehicle, wherein the first vehicle is located in a first lane, the first screen includes a second area and a target vehicle, the second area includes at least a first area associated with the first vehicle, the first area is located in the first lane and in front of the first vehicle, a first boundary of the first area is associated with lane markings on both sides of the first lane, a second boundary of the first area is associated with a front end of the first vehicle and a rear end of a second vehicle, the second vehicle is an adjacent vehicle located in the first lane and traveling ahead of the first vehicle, the target vehicle is located in an adjacent lane of the first lane, state information of the target vehicle satisfies a preset condition for entering the first area, the state information of the target vehicle includes one or more of the following information of the target vehicle: absolute position, relative position with respect to the first vehicle, speed, acceleration, and heading angle, the preset condition including: a relative traffic efficiency of the lane in which the target vehicle is located is less than or equal to a first threshold, the relative traffic efficiency being a weighted average of the ratios of the speeds of at least one target vehicle located in a lane adjacent to the first lane and entering the second area to the speed of the first vehicle, and the first threshold being a constant; The receiving unit is configured to receive control information from a driver of the first vehicle, wherein the control information is used to control a driving distance between the first vehicle and the second vehicle, and the control information is associated with the first screen.

26. The device according to claim 25, characterized in that The pre-conditions may also include one or more of the following: The front end of the target vehicle is ahead of the front end of the first vehicle; The speed of the target vehicle is less than or equal to the speed of the first vehicle; The length of the target vehicle is less than or equal to a first length threshold; The lateral distance between the target vehicle and the first vehicle is less than or equal to a second safety distance threshold; An included angle between the heading angle of the target vehicle and the heading angle of the first vehicle is less than or equal to a first angle threshold.

27. A vehicle driving device, characterized in that: include: processor and memory; The memory is used to store programs; The processor is configured to execute the program stored in the memory, so that the device implements the method according to any one of claims 1 to 11.

28. A vehicle driving device, characterized in that: include: processor and memory; The memory is used to store programs; The processor is configured to execute the program stored in the memory, so that the device implements the method according to any one of claims 12 to 13.

29. A vehicle driving system, characterized in that: include: The vehicle driving device according to any one of claims 14 to 24, and A vehicle driving device as described in any one of claims 25-26.

30. A computer-readable storage medium, characterized in that The computer-readable medium stores a program code, which, when executed on a computer, enables the computer to execute the method according to any one of claims 1 to 11; or, when executed on a computer, enables the computer to execute the method according to any one of claims 12 to 13.

Images