Gear prediction method and related equipment

Abstract

The embodiment of the invention discloses a gear prediction method, the method is applied to terminal equipment in the field of intelligent driving, and the terminal equipment can be vehicle equipment with gears, such as movable equipment such as a vehicle, a robot, an unmanned aerial vehicle, a ship and a boat. In the method, the terminal equipment firstly obtains obstacle information around a vehicle, the obstacle information comprises position information of obstacles and obstacle classification, then a first gear of the terminal equipment is predicted based on the obstacle information, and the terminal equipment can drive forwards or backwards or park according to the first gear. Compared with the prior art that gear prediction is carried out only according to the positions of the obstacles, the gear prediction method and device predict the gear of the terminal equipment through classification of the obstacles around the terminal equipment, and the accuracy of gear prediction can be improved.

Description

[0001] This application claims the priority of the Chinese patent application filed with the State Intellectual Property Office on September 1, 2023, with application number 202311131561.0, and invention name “A gear prediction method and related equipment”, as well as the priority of the Chinese patent application filed with the State Intellectual Property Office on September 28, 2023, with application number 202311282974.9, and invention name “A gear prediction method and related equipment”, the entire contents of which are incorporated by reference in this application. Technical Field

[0002] The present application relates to the field of autonomous driving, and in particular to a gear prediction method and related equipment. Background Art

[0003] Since the invention of the car, technological advances have made driving easier. The invention of the automatic transmission has simplified a series of complex gear shifting operations involving the coordination of hands (gear) and feet (clutch), allowing many people who originally could not drive a manual transmission car to enjoy the fun and ease of driving.

[0004] The standard gear shifting process includes the following steps: the driver first observes the surroundings, makes a gear shifting decision, and then glances at the gear position and reaches out to shift the gear after making the decision. After confirming the gear position, the driver accelerates and drives away. Intelligent gear shifting uses perception and artificial intelligence (AI) technology to save the steps of "eyes looking at the gear position" and "reaching out to shift the gear" in the standard gear shifting process, making driving operations simpler.

[0005] However, in actual applications, the roads where vehicles are located are relatively complex, and how to improve the accuracy of gear prediction in intelligent gear shifting scenarios is a technical problem that needs to be solved urgently. Summary of the invention

[0006] An embodiment of the present application provides a gear prediction method, which predicts the gear of a terminal device by classifying obstacles around the terminal device, thereby improving the accuracy of gear prediction.

[0007] The first aspect of the embodiment of the present application provides a gear prediction method, which is executed by a terminal device / control device of the terminal device, or the method is executed by some components in the terminal device / control device (such as a processor, chip or chip system, etc.), or the method can also be implemented by a logic module or software that can realize all or part of the terminal device function / control device function. In addition, the method is applied to the field of intelligent driving, and the terminal device can be a vehicle device with a gear, such as a vehicle, a robot, an unmanned aircraft, a ship, a boat, and other movable devices. In this method, the terminal device first obtains obstacle information around the vehicle, and the obstacle information includes the location information and obstacle classification of the obstacle, and then predicts the first gear of the terminal device based on the obstacle information, and then the terminal device can set the gear according to the predicted gear or use the first gear to drive forward or backward or park. Among them, the above classification includes static obstacles or dynamic obstacles, and the first gear includes forward gear, reverse gear, parking gear, etc.

[0008] In the embodiment of the present application, compared with the prior art that only predicts the gear position based on the position of the obstacle, the present application predicts the gear position of the terminal device by classifying the obstacles around the terminal device, which can improve the accuracy of the gear prediction.

[0009] Optionally, in a possible implementation of the first aspect, the above steps further include: determining that the driving torque of the terminal device is less than a first threshold value, the first threshold value being a factory threshold value of the terminal device or a starting torque of the terminal device when the gear is physically engaged; and driving the terminal device to travel based on the first gear and the torque. Wherein, physically engaging the gear can be understood as the driving control circuit being closed, and non-physical engaging the gear can be understood as the driving control circuit being not closed.

[0010] In this possible implementation, compared to the prior art where the user presses the brake, the gear is predicted and displayed, and the user releases the brake and presses the accelerator, if the accelerator is not properly controlled, it will cause a start-up setback, affecting ride comfort and safety. In particular, electric vehicles in the prior art start faster and are more prone to driving shock. The embodiment of the present application reduces the driving torque when the car is idling and creeping, and the driving torque when the accelerator is pressed to start and accelerate away, which not only meets the driving response of automatic transmission cars, but also reduces the driving shock when accelerating away, thereby improving driving safety.

[0011] Optionally, in a possible implementation manner of the first aspect, the above steps further include: if a collision warning occurs, driving the terminal device to travel based on a driving torque less than a first threshold and a first gear.

[0012] In this possible implementation, after the gear is predicted, in the event of a collision warning, the terminal device is driven based on a driving torque less than a first threshold and the predicted first gear, which can reduce the risk of collision and improve driving safety by reducing the torque.

[0013] Optionally, in a possible implementation of the first aspect, the above-mentioned driving torque is related to at least one of the following: a first distance, environmental information; the first distance is the distance between the terminal device and an obstacle on the predicted route using the first gear; the environmental information includes at least one of the following: ambient brightness outside the terminal device, visibility information, and weather information.

[0014] In this possible implementation, the driving torque can be further determined by predicting the distance to the obstacle on the route and / or environmental information. For example, the smaller the first distance, the smaller the driving torque is set. For another example, in the case of low visibility or bad weather, the driving torque is set lower, thereby improving the starting safety of the terminal device.

[0015] Optionally, in a possible implementation manner of the first aspect, the obstacle information further includes: a collision obstacle with a risk of collision with the terminal device, wherein the parameters include at least one of the following: a speed of the collision obstacle, a second distance between the collision obstacle and the terminal device, and a predicted collision moment between the terminal device and the collision obstacle; determining that the driving torque of the terminal device is less than a first threshold includes: determining that the driving torque is less than the first threshold when the first condition is met;

[0016] The first condition includes at least one of the following: the moving speed is less than or equal to the second threshold; the collision time is greater than or equal to the third threshold; the second distance is greater than or equal to the fourth threshold; the difference between the first throttle opening and closing rate and the second throttle opening and closing rate is greater than or equal to the fifth threshold, the first throttle opening and closing rate is the historical throttle opening and closing rate collected before predicting the first gear, and the second throttle opening and closing rate is the throttle opening and closing rate collected after predicting the first gear.

[0017] In this possible implementation, when the first condition is met, it may be determined to use a driving torque less than the first threshold. The first condition may be related to the parameters of the collision obstacle with the collision risk, and may also be related to the historical throttle opening and closing rate and the current throttle opening and closing rate, so that the scenario of applying a smaller driving torque is more in line with user habits and ensures driving safety.

[0018] Optionally, in a possible implementation of the first aspect, the above step: before predicting the first gear of the terminal device based on obstacle information, the method also includes: determining that the terminal device satisfies a second condition, the second condition including: a first pressure / first stroke of the terminal device is greater than or equal to a second threshold, and the first stroke is the stroke of a control pedal in the terminal device.

[0019] In this possible implementation, the second condition can be used to trigger whether to execute the predicted gear. For example, by detecting the pressure signal of the brake component, when the brake pedal pressure is greater than or equal to the second threshold, it is determined that the driver intends to shift gears, thereby eliminating the possibility that children may unconsciously step on the brake pedal while playing in the car, thereby erroneously triggering the smart gear shifting function, thereby improving safety performance.

[0020] Optionally, in a possible implementation of the first aspect, the first pressure may include at least one of the following: brake pressure, accelerator pressure, etc. The control pedal may include at least one of the following: a brake pedal, an accelerator pedal, a physical control button, etc.

[0021] In this possible implementation, the first pressure such as brake pressure can be used to determine whether the driver intends to shift gears, thereby preventing the possibility that children may unconsciously step on the brake pedal while playing in the car and mistakenly trigger the smart shifting function, thereby improving safety performance.

[0022] Optionally, in a possible implementation manner of the first aspect, the second condition further includes: a duration of the first pressure is greater than or equal to a preset duration.

[0023] In this possible implementation, in order to reduce the accidental stepping of the brake pedal, whether to trigger the smart gear shift can be determined by the duration of the first pressure. This prevents children from stepping on the brake pedal unconsciously while playing in the car, thereby erroneously triggering the smart gear shift, thereby improving safety performance.

[0024] Optionally, in a possible implementation manner of the first aspect, the above steps further include: presenting first information, where the first information is used to dynamically present the first pressure.

[0025] In this possible implementation, the brake pressure value can be dynamically displayed to the user. On the one hand, it is convenient for the user to know whether to trigger the smart gear shifting. On the other hand, it is convenient for the user to know the current braking operation and avoid confusion between the accelerator and the brake.

[0026] Optionally, in a possible implementation manner of the first aspect, the above step of: predicting the first gear of the terminal device based on obstacle information includes: when there is a dynamic obstacle in front of the terminal device, predicting that the first gear is a forward gear.

[0027] In this possible implementation, compared with the prior art, when there is an obstacle in front of the vehicle, the reverse gear is predicted. When there is a dynamic obstacle in front, the forward gear is predicted, and the vehicle drives forward when the dynamic obstacle does not affect the passage. The gear predicted in this process is more in line with driving habits.

[0028] Optionally, in a possible implementation of the first aspect, the above steps also include: determining the passability of the terminal device, the passability is used to describe whether the terminal device is obstructed by obstacles during forward or backward driving; predicting the first gear of the terminal device based on the obstacle information, including: predicting the first gear based on the obstacle information and passability.

[0029] In this possible implementation, compared with the prior art, when there are obstacles in front and behind the vehicle, the predicted gear is the forward gear. If there are children in the blind spot of the vehicle, it will cause serious safety accidents. By considering the passability in the process of predicting the gear, the embodiment of the present application can reduce safety accidents such as children in the blind spots of the front and rear of the terminal device, and improve the driving safety of the terminal device.

[0030] Optionally, in a possible implementation manner of the first aspect, the above-mentioned step of: predicting the first gear based on obstacle information and passability includes: predicting the first gear based on passability when there is a static obstacle in front of the terminal device.

[0031] In this possible implementation, compared with the prior art, when there is an obstacle in front of the vehicle, the predicted gear is the reverse gear. If there is a child in the blind spot behind the vehicle, it will cause a serious safety accident. The embodiment of the present application can reduce traffic accidents by predicting the gear position.

[0032] Optionally, in a possible implementation of the first aspect, the above step: determining the passability of the terminal device includes: obtaining a first parameter of the terminal device, the first parameter including at least one of the following: the size and turning radius of the terminal device; obtaining the spatial position relationship between the terminal device and the obstacle; determining the passability based on the first parameter and the spatial position relationship.

[0033] In this possible implementation, the passability is calculated based on the terminal device's own parameters (vehicle length, width, turning radius, etc.) and the surrounding space parameters, so that the gear position based on the passability prediction is more accurate and driving safety is improved.

[0034] Optionally, in a possible implementation of the first aspect, the above steps also include: obtaining a second gear position of the physical gear shift; if the second gear position is different from the first gear position, driving in the second gear position and presenting a prompt message, wherein the prompt message is used to prompt that the second gear position is different from the first gear position.

[0035] In this possible implementation, after predicting the first gear, the first gear manually engaged by the driver is compared with the predicted second gear, and prompt information is issued at different times, thereby reducing the safety risk caused by engaging the wrong gear and improving driving safety.

[0036] Optionally, in a possible implementation of the first aspect, the above-mentioned obstacle information also includes at least one of the following: obstacle change information, and a limiter related to a parking space; obstacle change information includes at least one of the following: obstacle movement trend, and obstacle dynamic indication information; movement trend or dynamic indication information affects the passability of the terminal device; dynamic obstacles include at least one of the following: static objects with dynamic indication information, objects with a driving speed greater than a threshold, and moving objects. Static objects with dynamic indication information are classified as dynamic obstacles. For example, if the right turn signal of another vehicle in front of the terminal device flashes, it means that the vehicle is about to turn right, and the vehicle can be judged as a dynamic obstacle, thereby improving the accuracy of subsequent gear prediction and driving efficiency.

[0037] In this possible implementation, the obstacle change information judgment can be introduced so that the obstacle will not always affect the gear prediction of the terminal device. For example, if the turn signal of the front vehicle indicates a right turn, it means that the vehicle in front of the terminal device is about to turn right, so it will not always affect the driving of the terminal device. The forward gear can be predicted first, and the predicted gear can be improved to be more in line with driving habits in certain scenarios.

[0038] Optionally, in a possible implementation of the first aspect, the above step of predicting the first gear of the terminal device based on obstacle information includes: if the change information will not affect the passability of the terminal device, predicting that the first gear is a forward gear.

[0039] In this possible implementation, the change information of the obstacle is considered in the process of predicting the gear position, thereby improving the safety of the subsequent use of the predicted first gear position. Compared with the prior art, for example, if there is an obstacle in front of the vehicle, the reverse gear position is predicted. In this application, the predicted first gear position can also be determined by introducing the change information. For example, if there is an obstacle in front of the terminal device but the change information of the obstacle does not affect the passability of the terminal device, the first gear position is predicted to be the forward gear position.

[0040] Optionally, in a possible implementation of the first aspect, the step of predicting the first gear of the terminal device based on the obstacle information includes: determining second information at a first moment, the second information affecting the passability of the terminal device; determining third information at a second moment; the third information does not affect the passability of the terminal device, and the difference between the first moment and the second moment is within a preset range; predicting the first gear to be a forward gear based on the second information and the third information. Driving forward based on the forward gear after the second moment.

[0041] In this possible implementation, the changing information of obstacles is taken into account during the gear prediction process, which may affect the passability at first, but will not affect the passability later. The first gear can be predicted in advance as the forward gear, and the forward gear can be used for driving after it does not affect the passability, thereby improving the response efficiency.

[0042] Optionally, in a possible implementation manner of the first aspect, the step of obtaining obstacle information includes recording a position of a limit switch before entering the parking space.

[0043] In this possible implementation, for difficult-to-identify obstacle information, such as a stopper, etc., the position of the stopper can be identified and recorded before parking, which facilitates the prediction of the gear position when leaving the parking space later and improves the accuracy of the gear position prediction.

[0044] Optionally, in a possible implementation manner of the first aspect, the above steps further include: presenting a first gear; receiving a first operation; and determining to use the first gear in response to the first operation.

[0045] In this possible implementation, the predicted first gear is determined to be used through the first operation, thereby reducing the safety risk caused by directly using the predicted gear for driving.

[0046] Optionally, in a possible implementation manner of the first aspect, the above step: predicting the first gear position of the terminal device based on obstacle information includes: receiving a second operation; and predicting the first gear position based on the obstacle information in response to the second operation.

[0047] In this possible implementation, whether the smart gear shifting process is triggered is determined through the second operation, and whether the smart gear shifting process is triggered can be determined based on the actual needs of the user, thereby improving the user experience.

[0048] Optionally, in a possible implementation of the first aspect, the above step: before predicting the first gear position of the terminal device based on obstacle information, the method further includes: obtaining first state information of the user, the user includes at least one of the following: driver, passenger, the first state information includes at least one of the following: sitting posture, head position, line of sight, eyelid opening, hand position; obtaining second state information of components of the terminal device, the components include at least one of the following: fuel tank cap, engine hood, luggage compartment, door, seat belt, the second state information includes closed or disconnected; determining whether to use the smart gear shifting function based on the first state information and the second state information. Predicting the first gear position of the terminal device based on obstacle information includes: predicting the first gear position based on the obstacle information when it is determined to use the smart gear shifting function.

[0049] In this possible implementation, by detecting the driver status and the terminal device status, the false triggering of the smart shifting function due to children playing can be reduced, thereby improving safety performance.

[0050] Optionally, in a possible implementation of the first aspect, the above step: determining whether to use the smart gear shifting function based on the first status information and the second status information includes: determining to use the smart gear shifting function when the first status information satisfies a first preset condition and the second status information satisfies a second preset condition.

[0051] In this possible implementation, the vehicle status is detected to prevent the vehicle itself from having factors that do not meet the requirements for safe driving; the driver status is detected to see whether it meets the requirements for safe driving; the driver's intention to shift gears is detected, and the brake pressure signal is periodically collected. When the brake pedal brake pressure is greater than a preset threshold and remains for a certain period of time, the driver intends to shift gears. This eliminates the possibility that children may unconsciously step on the brake pedal while playing in the car, thereby erroneously triggering the smart shifting function, thereby improving safety performance.

[0052] Optionally, in a possible implementation of the first aspect, the above-mentioned step: the first status information satisfies the first preset condition including at least one of the following: the driver's age is greater than the preset age; the driver's head position is within the first interval; the driver's head posture is within the second interval; the driver's eyelid opening is greater than or equal to the preset opening; whether the driver's hand position is on the steering wheel; the passenger has not left the seat; the passenger's body has not leaned out of the window.

[0053] In this possible implementation, the first status information of the driver and the passenger is detected to reduce the occurrence of situations such as accidental touches by children and accidental touches by the driver when the main driving is not ready to drive the terminal device, thereby improving the safety performance of the terminal device.

[0054] The second aspect of the embodiment of the present application provides a terminal device, which is applied to the field of intelligent driving. The following is an exemplary description taking the terminal device as a vehicle as an example. In actual applications, the terminal device can also be a vehicle device with gears, such as a robot, an unmanned aircraft, a ship, a boat, and other movable devices. The terminal device includes: a transceiver unit for obtaining obstacle information, the obstacle information includes the location information of the obstacle and the obstacle classification; a processing unit for predicting the first gear of the terminal device based on the obstacle information, and then the processing unit can set the gear according to the predicted gear or use the first gear to drive forward or backward or park. Among them, the above classification includes static obstacles or dynamic obstacles, and the first gear includes forward gear, reverse gear, parking gear, etc.

[0055] Optionally, in a possible implementation of the second aspect, the processing unit is further used to determine that the driving torque of the terminal device is less than a first threshold value, the first threshold value being a factory threshold value of the terminal device or a starting torque of the terminal device when the gear is physically engaged; the processing unit is further used to drive the terminal device to travel based on the first gear and the torque. Wherein, physical gear engagement can be understood as the drive control circuit being closed, and non-physical gear engagement can be understood as the drive control circuit being not closed.

[0056] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is also used to drive the terminal device to move based on a driving torque less than a first threshold and a first gear if a collision warning occurs, and the first threshold is a factory threshold of the terminal device or a starting torque of the terminal device when the gear is physically engaged.

[0057] Optionally, in a possible implementation of the second aspect, the above-mentioned driving torque is related to at least one of the following: a first distance, environmental information; the first distance is the distance between the terminal device and an obstacle on the predicted route using the first gear; the environmental information includes at least one of the following: ambient brightness outside the terminal device, visibility information, and weather information.

[0058] Optionally, in a possible implementation manner of the second aspect, the obstacle information further includes: a collision obstacle with a risk of collision with the terminal device, and parameters include at least one of the following: a speed of the collision obstacle, a second distance between the collision obstacle and the terminal device, and a predicted collision moment between the terminal device and the collision obstacle; the processing unit is specifically configured to determine that the driving torque is less than a first threshold value when the first condition is met;

[0059] The first condition includes at least one of the following: the moving speed is less than or equal to the second threshold; the collision time is greater than or equal to the third threshold; the second distance is greater than or equal to the fourth threshold; the difference between the first throttle opening and closing rate and the second throttle opening and closing rate is greater than or equal to the fifth threshold, the first throttle opening and closing rate is the historical throttle opening and closing rate collected before predicting the first gear, and the second throttle opening and closing rate is the throttle opening and closing rate collected after predicting the first gear.

[0060] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is also used to determine whether the terminal device satisfies a second condition, and the second condition includes: the first pressure / first stroke of the terminal device is greater than or equal to a second threshold, and the first stroke is the stroke of the control pedal in the terminal device.

[0061] Optionally, in a possible implementation of the second aspect, the first pressure may include at least one of the following: brake pressure, accelerator pressure, etc. The control pedal may include at least one of the following: brake pedal, accelerator pedal, depth of physical control button, etc.

[0062] Optionally, in a possible implementation manner of the second aspect, the second condition further includes: a duration of the first pressure is greater than or equal to a preset duration.

[0063] Optionally, in a possible implementation manner of the second aspect, the processing unit is further used to present first information, and the first information is used to dynamically present the first pressure.

[0064] Optionally, in a possible implementation manner of the second aspect, the above-mentioned processing unit is specifically used to predict that the first gear is a forward gear when there is a dynamic obstacle in front of the terminal device.

[0065] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is also used to determine the passability of the terminal device, and the passability is used to describe whether the terminal device is obstructed by obstacles during forward or backward driving; the processing unit is specifically used to predict the first gear based on the obstacle information and passability.

[0066] Optionally, in a possible implementation manner of the second aspect, the above-mentioned processing unit is specifically used to predict the first gear based on passability when there is a static obstacle in front of the terminal device.

[0067] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is specifically used to obtain a first parameter of the terminal device, and the first parameter includes at least one of the following: the size and turning radius of the terminal device; the processing unit is specifically used to obtain the spatial position relationship between the terminal device and the obstacle; the processing unit is specifically used to determine the passability based on the first parameter and the spatial position relationship.

[0068] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is also used to obtain the second gear of the physical gear shift; the processing unit is also used to drive in the second gear and present a prompt message if the second gear is different from the first gear, and the prompt message is used to prompt that the second gear is different from the first gear.

[0069] Optionally, in a possible implementation of the second aspect, the above-mentioned obstacle information also includes at least one of the following: obstacle change information, and a limiter related to a parking space; obstacle change information includes at least one of the following: obstacle movement trend, and obstacle dynamic indication information; movement trend or dynamic indication information affects the passability of the terminal device; dynamic obstacles include at least one of the following: static objects with dynamic indication information, objects with a driving speed greater than a threshold, and moving objects. Static objects with dynamic indication information are classified as dynamic obstacles. For example, if the right turn signal of another vehicle in front of the terminal device flashes, it means that the vehicle is about to turn right, and the vehicle can be judged as a dynamic obstacle, thereby improving the accuracy of subsequent gear prediction and driving efficiency.

[0070] Optionally, in a possible implementation manner of the second aspect, the above-mentioned processing unit is specifically used to predict that the first gear is a forward gear if the change information will not affect the passability of the terminal device.

[0071] Optionally, in a possible implementation of the second aspect, the processing unit is specifically used to determine the second information at the first moment, the second information affects the passability of the terminal device; the processing unit is specifically used to determine the third information at the second moment; the third information does not affect the passability of the terminal device, and the difference between the first moment and the second moment is within a preset range; the processing unit is specifically used to predict that the first gear is the forward gear based on the second information and the third information. The processing unit is also used to drive forward based on the forward gear after the second moment.

[0072] Optionally, in a possible implementation manner of the second aspect, the above-mentioned transceiver unit is further used to record the position of the limiter before entering the parking space.

[0073] Optionally, in a possible implementation of the second aspect, the above-mentioned processing unit is also used to present the first gear; the transceiver unit is also used to receive the first operation; and the processing unit is also used to determine to use the first gear in response to the first operation.

[0074] Optionally, in a possible implementation manner of the second aspect, the above-mentioned transceiver unit is also used to receive a second operation; and the processing unit is specifically used to predict the first gear based on the obstacle information in response to the second operation.

[0075] Optionally, in a possible implementation of the second aspect, the transceiver unit is further used to obtain first status information of a user, the user includes at least one of the following: a driver, a passenger, and the first status information includes at least one of the following: sitting posture, head position, line of sight, eyelid opening, and hand position; the transceiver unit is further used to obtain second status information of a component of the terminal device, the component includes at least one of the following: a fuel tank cap, an engine hood, a luggage compartment, a door, and a seat belt, and the second status information includes closed or disconnected; the processing unit is further used to determine whether to use the smart gear shifting function based on the first status information and the second status information. The processing unit is specifically used to predict the first gear position based on the obstacle information when it is determined that the smart gear shifting function is to be used.

[0076] Optionally, in a possible implementation manner of the second aspect, the above-mentioned processing unit is specifically used to determine to use the smart gear shifting function when the first state information satisfies a first preset condition and the second state information satisfies a second preset condition.

[0077] Optionally, in a possible implementation of the second aspect, the above-mentioned first status information satisfies the first preset condition including at least one of the following: the driver's age is greater than the preset age; the driver's head position is within the first interval; the driver's head posture is within the second interval; the driver's eyelid opening is greater than or equal to the preset opening; whether the driver's hand position is on the steering wheel; the passenger has not left the seat; the passenger's body has not leaned out of the window.

[0078] A third aspect of an embodiment of the present application provides a vehicle, which includes the terminal device in the above-mentioned second aspect or any possible implementation of the second aspect.

[0079] A fourth aspect of an embodiment of the present application provides a vehicle, which travels using a gear obtained in the above-mentioned second aspect or any possible implementation of the second aspect.

[0080] The fifth aspect of an embodiment of the present application provides a terminal device, including: a processor, the processor is coupled to a memory, the memory is used to store programs or instructions, when the program or instructions are executed by the processor, the terminal processes and implements the method in the above-mentioned first aspect or any possible implementation method of the first aspect.

[0081] A sixth aspect of an embodiment of the present application provides a computer-readable medium on which a computer program or instruction is stored. When the computer program or instruction is executed on a computer, the computer executes the method in the aforementioned first aspect or any possible implementation of the first aspect.

[0082] A seventh aspect of an embodiment of the present application provides a computer program product. When the computer program product is executed on a computer, it enables the computer to execute the method in the aforementioned first aspect or any possible implementation manner of the first aspect.

[0083] Among them, the technical effects brought about by the second, third, fourth, fifth, sixth, and seventh aspects or any possible implementation methods thereof can refer to the technical effects brought about by the first aspect or different possible implementation methods of the first aspect, and will not be repeated here.

[0084] It can be seen from the above technical solutions that the embodiments of the present application have the following advantages: compared with the prior art which only predicts the gear position based on the position of obstacles, the present application predicts the gear position of the terminal device by classifying the obstacles around the terminal device, thereby improving the accuracy of the gear prediction. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0086] Figure 2 A schematic diagram of a flow chart of a gear prediction method provided in an embodiment of the present application;

[0087] Figure 3 An example diagram of a terminal device with a dynamic obstacle in front of it provided in an embodiment of the present application;

[0088] Figure 4 Another schematic diagram of a flow chart of a gear prediction method provided in an embodiment of the present application;

[0089] Figure 5 An example diagram of a terminal device provided in an embodiment of the present application with static obstacles in front and behind;

[0090] Figure 6 An example diagram of a static obstacle in front of a terminal device provided in an embodiment of the present application;

[0091] Figure 7 An example diagram showing a predicted gear position displayed by a terminal device provided in an embodiment of the present application;

[0092] Fig. 8A Another example diagram of a route displayed by a terminal device provided in an embodiment of the present application;

[0093] Figure 8B An example diagram of a scenario of a terminal device provided in an embodiment of the present application;

[0094] Figure 8C Another example diagram of a scenario of a terminal device provided in an embodiment of the present application;

[0095] Fig. 9A schematic diagram of a process flow of a terminal device startup method provided in an embodiment of the present application;

[0096] Fig. 10A Another example diagram of a scenario of a terminal device provided in an embodiment of the present application;

[0097] Fig. 10B Another schematic diagram of a method for starting a terminal device according to an embodiment of the present application;

[0098] Fig. 10C A schematic diagram of the starting torque of a fuel vehicle provided in an embodiment of the present application;

[0099] Fig. 10D A schematic diagram of the starting torque of a new energy vehicle provided in an embodiment of the present application;

[0100] Fig.11 Another schematic diagram of a flow chart of a gear prediction method provided in an embodiment of the present application;

[0101] Fig. 12A A schematic diagram of determining that a driver intends to shift gears provided in an embodiment of the present application;

[0102] Fig. 12B A schematic diagram of dynamically displaying brake pressure information provided by an embodiment of the present application;

[0103] Fig.13 A schematic diagram of determining the driver's head status information provided in an embodiment of the present application;

[0104] Fig.14 A schematic diagram of the structure of a terminal device provided in an embodiment of the present application;

[0105] Fig.15 Another structural schematic diagram of a terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0106] An embodiment of the present application provides a gear prediction method, which predicts the gear of a terminal device by classifying obstacles around the terminal device, thereby improving the accuracy of gear prediction.

[0107] To facilitate understanding, the relevant terms and concepts mainly involved in the embodiments of the present application are first introduced below.

[0108] 1. Terminal equipment

[0109] The embodiments of the present application are described by way of example only using the terminal device being a vehicle as an example. In practical applications, the terminal device may also be a carrier device with a gear function (e.g., an electric cart, a balance car, etc.), a robot, an unmanned aircraft, a ship, a boat, or other movable equipment. Among them, the vehicle may be an internal combustion engine vehicle using an engine as a power source, a hybrid vehicle using an engine and an electric motor as a power source, an electric vehicle using an electric motor as a power source, and other types of vehicles. The gear function may also be understood as an intelligent gear shifting function, and the gear is used to characterize / control the terminal device to drive forward, drive backward, or park.

[0110] 2. Static obstacles

[0111] Static obstacles mainly refer to objects that appear on the road in a stationary state and may affect the normal passage of vehicles. Or they can be understood as objects fixed on the road.

[0112] Static obstacles can also be divided into three-dimensional targets on the road and road surface marking information. For example, three-dimensional targets on the road include: stones, wood, animal carcasses, static buildings, roadblocks, limiters, walls, trees, poles, etc. Road surface marking information includes: lane lines, parking space lines, arrows, zebra crossings, parking boxes, etc.

[0113] In addition to the common static obstacles mentioned above, the static obstacles in the embodiments of the present application also include obstacles whose travel speed is less than the first threshold and will not affect the passage of vehicles within a preset time period.

[0114] 3. Dynamic obstacles

[0115] Dynamic obstacles mainly refer to objects that appear on the road in a moving state (or in motion) and may affect the normal passage of vehicles, such as pedestrians, bicycles, other vehicles, animals crossing the road, and scattered objects from the moving or preceding vehicle.

[0116] In addition to the common dynamic obstacles mentioned above, the dynamic obstacles in the embodiments of the present application also include at least one of the following:

[0117] The X*Y range before and after the vehicle leaves within a preset time period, where X and Y are real numbers greater than 0, and X and Y can be equal or unequal, and can be set according to actual needs; the obstacle in this case can also be called a dynamic obstacle A.

[0118] The obstacle will not leave the X*Y range in front of and behind the vehicle within a preset time period; the obstacle in this case can also be called a dynamic obstacle B.

[0119] Obstacles with a travel speed greater than a first threshold value and which will affect the passage of vehicles within a preset time period;

[0120] Obstacles with dynamic indication signals, and the dynamic indication information will affect the passage of vehicles within a preset time period, and the dynamic indication information includes at least one of the following: traffic lights, turn signals of other vehicles, speakers of other vehicles (such as horns), etc.

[0121] In this method, static objects with dynamic indication information are classified as dynamic obstacles. For example, if the right turn signal of other vehicles in front of the terminal device is flashing, it means that the vehicle is about to turn right. In this case, the vehicle can be judged as a dynamic obstacle, thereby improving the accuracy of subsequent gear prediction and driving efficiency.

[0122] Optionally, the dynamic obstacle may specifically include at least one of the following: an obstacle close to the vehicle, an obstacle far from the vehicle, an obstacle with dynamic indication information, etc.

[0123] It is understandable that obstacles can be detected in real time or periodically, and obstacles can be not only obstacles around the current vehicle, but also obstacles around the predicted route, etc., which are not specifically limited here.

[0124] 4. The term "at least one" in the embodiments of the present application refers to one or more, and "plurality" 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: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and subsequent associated objects are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, "A includes at least one of the following: B, C." means that A includes B, C, BC. And, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of the present application are used to distinguish multiple objects, and are not used to limit the order, timing, priority or importance of multiple objects.

[0125] First combine Figure 1 For an introduction to the structure of the vehicle, please refer to Figure 1 , Figure 1 A schematic diagram of a structure of a vehicle provided in an embodiment of the present application. The vehicle may be an example diagram of a terminal device in an embodiment of the present application.

[0126] The vehicle may include various subsystems, such as a travel system 102, a sensor system 104, a control system 106, one or more peripheral devices 108, a power supply 110, and a user interface 116. Optionally, the vehicle may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and component of the vehicle may be interconnected by wire or wireless (e.g., Bluetooth, honeycomb briquettes, etc.).

[0127] The travel system 102 may include components that provide power for the vehicle to travel. In one embodiment, the travel system 102 may include an engine 118 , an energy source 119 , a transmission 120 , and wheels 121 .

[0128] Among them, the engine 118 can be an internal combustion engine, an electric motor, an air compression engine, or a combination of other types of engines, for example, a hybrid engine composed of a gasoline engine and an electric motor, and a hybrid engine composed of an internal combustion engine and an air compression engine. The engine 118 converts the energy source 119 into mechanical energy. Examples of the energy source 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other power sources. The energy source 119 can also provide energy for other systems of the vehicle. The transmission 120 can transmit the mechanical power from the engine 118 to the wheels 121. The transmission 120 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 120 may also include other devices, such as a clutch. Among them, the drive shaft may include one or more shafts that can be coupled to the wheels 121. In the embodiment of the present application, the transmission 120 also includes a gear, which includes a forward gear and a reverse gear. The forward gear can control the vehicle to move forward, and the reverse gear can control the vehicle to move backward.

[0129] The sensor system 104 may include several sensors that sense information about the vehicle's position. For example, the sensor system 104 may include a positioning system 122 (the positioning system may be a global positioning GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU) 124, a radar 126, a laser rangefinder 128, and a camera 130. The sensor system 104 may also include sensors of the internal systems of the monitored vehicle (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). The sensing data from one or more of these sensors may be used to detect objects and their corresponding characteristics (e.g., position, shape, direction, speed, etc.). Such detection and recognition are key functions for the safe operation of autonomous vehicles. In an embodiment of the present application, the sensor system 104 may also monitor the state of the driver and the state of the vehicle components. Among them, the state of the driver includes at least one of the following: the driver's sitting posture, the driver's head position, the driver's line of sight, the driver's eyelid opening, the driver's hand position, etc. The state of the vehicle components includes at least one of the following: the fuel tank cap, the hood, the luggage compartment, the door, the window, the seat belt, etc.

[0130] Among them, the positioning system 122 can be used to estimate the geographic location of the vehicle, such as the latitude and longitude information of the vehicle's location. IMU124 is used to sense the position and orientation changes of the vehicle based on the inertial acceleration rate. In one embodiment, IMU124 can be a combination of an accelerometer and a gyroscope. Radar 126 can use radio signals to sense objects in the surrounding environment of the vehicle, which can be specifically expressed as a millimeter wave radar or a laser radar. In some embodiments, in addition to sensing objects, radar 126 can also be used to sense the speed and / or direction of travel of objects. Laser rangefinder 128 can use lasers to sense objects in the environment where the vehicle is located. In some embodiments, laser rangefinder 128 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components. Camera 130 can be used to capture multiple images of the surrounding environment of the vehicle. Camera 130 can be a static camera or a video camera.

[0131] The control system 106 controls the operation of the vehicle and its components and may include various components, including a steering system 132 , an accelerator 134 , a brake unit 136 , an electronic control unit (ECU) 138 , and a body control module (BCM) 140 .

[0132] Among them, the steering system 132 is operable to adjust the forward direction of the vehicle. For example, in one embodiment, it can be a steering wheel system. The throttle 134 is used to control the operating rate of the engine 118 and thus control the speed of the vehicle. The brake unit 136 is used to control the deceleration of the vehicle. The brake unit 136 can use friction to slow down the wheel 121. In other embodiments, the brake unit 136 can convert the kinetic energy of the wheel 121 into electric current. The brake unit 136 can also take other forms to slow down the rotation speed of the wheel 121 to control the speed of the vehicle. The vehicle electronic control unit 138 can be implemented as a single ECU or multiple ECUs on the vehicle, and the single ECU or multiple ECUs are configured to communicate with the peripheral device 108 and the sensor system 104. The vehicle ECU 138 may include at least one processor 1381 and a memory 1382 (read-only memory, ROM). One or more general-purpose processors, content addressable memories, digital signal processors, application-specific integrated circuits, field programmable gate arrays, any appropriate programmable logic devices, discrete gates or transistor logic, discrete hardware components, or any combination of functions designed to perform the functions described herein can be used to implement or execute at least one processor. In particular, at least one processor may be implemented as one or more microprocessors, controllers, microcontroller units (MCUs), or state machines. In addition, at least one processor may be implemented as a combination of computing devices, such as a digital signal processor or a microprocessor, a plurality of microprocessors, one or more microprocessors combined with a digital signal processor core, or any other combination of such configurations. The ROM may provide storage of data, including storage of addresses, routes, and driving directions in the present application.

[0133] BCM140 can provide ECU138 with information such as vehicle engine status, speed, gear position, steering wheel angle, etc.

[0134] The vehicle interacts with external sensors, other vehicles, other computer systems, or users through the peripheral device 108. The peripheral device 108 may include a wireless communication system 146, a navigation system 148, a microphone 150, and / or a speaker 152. In some embodiments, the peripheral device 108 provides a means for the user of the vehicle to interact with the user interface 116. For example, the navigation system 148 may be implemented as part of an in-vehicle entertainment system, an in-vehicle display system, an in-vehicle instrument cluster, etc. In a practical embodiment, the navigation system 148 is implemented to include or cooperate with the sensor system 104, which derives the current geographic location of the vehicle in real time or substantially in real time. The navigation system 148 is configured to provide navigation data to the driver of the vehicle. The navigation data may include the location data of the vehicle, driving instructions for suggested route planning, and visible map information for the vehicle operator. The navigation system 148 may present the location data to the driver of the vehicle through a display element or other presentation device. The current location of the vehicle may be described by one or more of the following: a triangulated location, a latitude / longitude location, an x ​​and y coordinate, or any other symbol or measurement that indicates the geographic location of the vehicle.

[0135] The user interface 116 can also operate the navigation system 148 to receive the user's input. The navigation system 148 can be operated by a touch screen. The navigation system 148 provides the ability of route planning and navigation when the user enters the geographical location values ​​of the starting point and the end point. In other cases, the peripheral device 108 can provide a means for the vehicle to communicate with other devices located in the vehicle. For example, the microphone 150 can receive audio (e.g., voice commands or other audio input) from the user of the vehicle. Similarly, the speaker 152 can output audio to the user of the vehicle. The wireless communication system 146 can communicate wirelessly with one or more devices directly or via a communication network. For example, the wireless communication system 146 can use 3G cellular communication, such as code division multiple access (code division multiple access, CDMA), EVDO, global system for mobile communications (global system for mobile communications, GSM) / general packet radio service technology (general packet radio service, GPRS), or 4G cellular communication, such as long term evolution (long term evolution, LTE), or 5G cellular communication. The wireless communication system 146 can use WiFi to communicate with a wireless local area network (wireless local area network, WLAN). In some embodiments, the wireless communication system 146 may utilize infrared links, Bluetooth, or ZigBee to communicate directly with the device. Other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 146 may include one or more dedicated short range communications (DSRC) devices, which may include public and / or private data communications between vehicles and / or roadside stations.

[0136] The power source 110 can provide power to various components of the vehicle. In one embodiment, the power source 110 can be a rechargeable lithium-ion battery, a lead-acid battery, a nickel-cadmium battery, a hydrogen fuel cell, and other new types of batteries. One or more battery packs of such batteries can be configured as a power source to provide power to various components of the vehicle. In some embodiments, the power source 110 and the energy source 119 can be implemented together, such as in the case of some all-electric vehicles.

[0137] Optionally, one or more of the above-mentioned components may be installed or associated separately from the vehicle. For example, the memory 1382 may be partially or completely separate from the vehicle. The above-mentioned components may be communicatively coupled together in a wired and / or wireless manner.

[0138] Optionally, the above components are only examples. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 1 It should not be understood as limiting the embodiments of the present application.

[0139] The above-mentioned vehicle can be a car, a truck, a motorcycle, a bus, a boat, a lawn mower, an entertainment vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, and a cart, etc., and the embodiments of the present application are not particularly limited.

[0140] Combination of the above Figure 1 The architecture diagram of the system applicable to the embodiment of the present application is described. In order to better understand the technical solution provided by the embodiment of the present application, the research ideas of the technical solution described in the present application are elaborated in detail below.

[0141] At present, when a vehicle is used in a smart gear shifting scenario, the gear prediction is specifically based on the location of the obstacle. For example, if there is an obstacle in front of the vehicle, the gear of the vehicle is predicted to be reverse. For another example, if there is an obstacle behind the vehicle, the gear of the vehicle is predicted to be forward. However, in actual applications, the road where the vehicle is located is relatively complex, and only predicting the gear based on the location of the obstacle will make the gear prediction inaccurate.

[0142] In response to the above problems, an embodiment of the present application provides a gear prediction method, which predicts the gear of a terminal device by classifying obstacles around the terminal device, thereby improving the accuracy of gear prediction.

[0143] Figure 2 A flow chart of a control method provided in an embodiment of the present application. The method may be executed by a control device / terminal device, or by a component of the control device / terminal device (e.g., a processor, a chip, or a chip system, etc.). The control device may be a control element inside the terminal device (e.g., Figure 1 The terminal device may be a vehicle device with a gear, such as a vehicle, a robot, an unmanned aircraft, a ship, a boat, or other mobile device. The method may include steps 201 and 202. The following takes the method executed by the terminal device as an example to describe steps 201 and 202 in detail.

[0144] Step 201, obtaining obstacle information.

[0145] The terminal device first obtains obstacle information, which includes location information of the obstacle and classification of the obstacle. The classification of the obstacle includes static obstacles or dynamic obstacles.

[0146] The location information of the obstacle may be the relative position (such as distance, relative coordinates) between the terminal device and the obstacle, or the location coordinates of the obstacle, etc. In addition, the obstacle may be an obstacle within the scanning range of the terminal device.

[0147] Optionally, the terminal device can Figure 1 The sensor system or peripheral equipment in the terminal device detects obstacles around the terminal device, such as obstacle information within the range of X meters in front and behind the terminal device and Y meters to the left and right of the terminal device. X and Y are real numbers and can be equal or unequal. For example, in the case of X=Y, the above range is a circle. That is, the obstacle information around the terminal device is scanned with a radius of X meters.

[0148] In addition, for the description of dynamic obstacles and static obstacles, please refer to the description in the aforementioned glossary, which will not be repeated here.

[0149] Optionally, the obstacle information may also include the size, size, outline, driving speed (or movement speed), posture, moving direction trend, change information of the obstacle, and a stopper related to the parking space. The change information of the obstacle includes at least one of the following: the movement trend of the obstacle, the dynamic indication information of the obstacle (such as the change of the traffic light of the traffic indicator, the countdown change of the traffic indicator, the change of the turn signal of the surrounding vehicles, the change of the horn of the surrounding vehicles (such as the horn of the ambulance, the fire truck, etc.), etc.), and the movement trend or dynamic indication information affects the passability of the terminal device.

[0150] Exemplarily, the terminal device may call an Advanced Driving Assistance System (ADAS) interface to obtain obstacle information in front of, behind, and on both sides of the terminal device.

[0151] In addition, the moment of obtaining obstacle information in this step can be after triggering the predicted gear or before triggering the predicted gear. The recognition can be performed when the predicted gear function is not triggered, so that the accuracy of gear prediction can be improved when the gear prediction function is triggered.

[0152] For example, for obstacles that are difficult to identify, such as limit switches in parking spaces, the terminal device can identify the limit switches and record their positions before or during parking, thereby facilitating the prediction of the gear position when leaving the parking space later.

[0153] Step 202: predicting the first gear position of the terminal device based on the obstacle information.

[0154] After the terminal device acquires the obstacle information, the first gear position of the terminal device can be predicted based on the obstacle information. The first gear position is used to indicate whether the terminal device is driving forward, driving backward, or parking.

[0155] The gears (including the first gear and the subsequent second gear) in the embodiments of the present application include at least one of the following: forward gear (e.g., D gear), reverse gear (e.g., R gear), parking gear (e.g., P gear), etc. Among them, the forward gear is used for the terminal device to move forward, the reverse gear is used for the terminal device to move backward, and the parking gear is used for parking, or it can be understood as preventing the terminal device from moving. Or it can be understood that the forward gear can control the terminal device to move forward, the reverse gear can control the terminal device to move backward, and the parking gear prevents the terminal device from slipping. It can be understood that the gears can also include neutral gear (e.g., N gear), driving gear (S gear), etc.

[0156] Exemplarily, the following uses Table 1 to illustrate how to predict the first gear of the terminal device based on the location and classification of the obstacle.

[0157] Table 1

[0158]

[0159] Among them, the description of dynamic obstacles A and dynamic obstacles B can refer to the description in the aforementioned glossary, which will not be repeated here. It can be seen that when there are no obstacles in front of and behind the terminal device, the first gear is predicted to be the forward gear. When there is no obstacle in front of the terminal device and there is an obstacle behind it, the first gear is predicted to be the forward gear. When there is a dynamic obstacle in front of the terminal device, the first gear is predicted to be the forward gear. When there are dynamic obstacles both in front and behind the terminal device, the first gear is predicted to be the forward gear.

[0160] For example, there is a dynamic obstacle in front of the terminal device. Figure 3 shown.

[0161] It is understandable that in general driving habits, driving forward takes precedence over driving backward. Therefore, when there is a dynamic obstacle in front, you can wait until the dynamic obstacle leaves the front of the terminal device and then use the forward gear to drive forward. Or it can be understood that when there is a dynamic obstacle in front, first engage the forward gear, and then trigger forward driving after the dynamic obstacle in front does not affect the forward driving of the terminal device. Of course, in the process of driving forward, in addition to considering the movement process of the dynamic obstacle, the control of the steering wheel can also be combined to prevent the terminal device from being affected by the dynamic obstacle.

[0162] Optionally, when the obstacle information includes obstacle change information, this step specifically includes at least one of the following:

[0163] If the change information will not affect the passability of the terminal device, it is predicted that the first gear is the forward gear.

[0164] If the change information affects the passability of the terminal device before the first moment and does not affect the passability after the second moment, the gear is predicted to be the forward gear, and the vehicle moves forward based on the forward gear after the second moment. Alternatively, the second information at the first moment and the third information at the second moment are determined, the second information affects the passability of the terminal device; the third information does not affect the passability of the terminal device, and the difference between the first moment and the second moment is within a preset range; and the first gear is predicted to be the forward gear based on the second information and the third information. The vehicle moves forward based on the forward gear after the second moment.

[0165] For example, if there is a vehicle in front of the terminal device and the turn signal of the front vehicle indicates a right turn, it means that the vehicle in front of the terminal device is about to turn right, so it will not always affect the driving of the terminal device, and the forward gear can be predicted first. By introducing the judgment of obstacle change information, the obstacle will not always affect the gear prediction of the terminal device, thereby improving the predicted gear to be more in line with driving habits in certain scenarios.

[0166] For example, an obstacle around the terminal device initially affects the terminal device's passage. However, according to the movement trend of the obstacle, it is determined that it will not affect the terminal device's passage in the future. It can be predicted in advance that the first gear is the forward gear, so that the forward gear is used for driving after it does not affect the passage, thereby improving the response efficiency.

[0167] On the one hand, the above-mentioned consideration of the change information of obstacles in the process of predicting the gear position improves the safety of the subsequent use of the predicted gear position. On the other hand, the consideration of the change information of obstacles in the process of predicting the gear position affects the passage at the beginning, but will not affect the passage later. The gear position can be predicted in advance as the forward gear, so that the forward gear can be used for driving after it does not affect the passage, thereby improving the reflection efficiency.

[0168] In the embodiment of the present application, compared with the prior art that only predicts the gear position based on the position of the obstacle, the present application predicts the first gear position of the terminal device by classifying the obstacles around the terminal device, which can improve the accuracy of the gear prediction.

[0169] In addition, in order to improve the safety of the terminal device after driving in gear and the accuracy of gear prediction, when predicting the gear, in addition to considering the classification of obstacles, at least one of the following can also be considered: traffic rules, traffic signs, road topology information where the terminal device is located, trafficability, environmental information, etc.

[0170] Among them, the above-mentioned traffic indication information is used to indicate the normal passage of traffic, and may specifically include: traffic lights, signs (such as one-way signs, speed limit signs, triangle signs, etc.), limiters (such as dampers in parking garages, reflective stickers, etc.), etc. Road topology information includes the type of road where the terminal device is located, such as one-way streets, two-way streets, N lanes, left turn lanes, right turn lanes, straight lanes, and turn lane lights. Passability is used to describe whether the terminal device is blocked by obstacles during forward or backward driving. Environmental information includes: brightness outside the vehicle, weather, visibility information, outdoor temperature, etc.

[0171] For example, the brightness unit may be nit, etc. There are many ways to determine the visibility information, which may be based on time (e.g., high visibility outside the vehicle during the day and low visibility outside the vehicle at night), driver operation (e.g., low visibility outside the vehicle for a myopic driver and high visibility outside the vehicle for a driver with normal vision), or weather (e.g., low visibility outside the vehicle in thunderstorm weather and high visibility outside the vehicle in sunny weather), etc., which are not specifically limited here.

[0172] It is understandable that the above items can be combined with each other. For example, the terminal device can predict the gear according to the obstacle classification and traffic rules. For another example, the terminal device can predict the gear according to the obstacle classification and traffic instruction information. For another example, the terminal device can predict the gear according to the obstacle classification and the road topology information where the terminal device is located. For another example, the terminal device can predict the gear according to the obstacle classification and passability. For another example, the terminal device can predict the gear according to the obstacle classification and environmental information. For another example, the terminal device can predict the gear according to the obstacle classification, passability and traffic instruction information, etc.

[0173] In a possible implementation, the gear position prediction based on obstacle information and trafficability can be as follows: Figure 4 In the process of gear shift prediction, in addition to considering the classification of obstacles, the passability of terminal equipment can also be considered. Figure 2 The illustrated embodiment may also include: determining the passability of the terminal device, and step 202 may specifically include: predicting the gear position based on the obstacle information and the passability.

[0174] Combine the following Figure 4 Another gear prediction method provided by the example of the present application is described. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (e.g., a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device (e.g., Figure 1The terminal device may be a vehicle, a robot or other drivable or movable device. The method may include steps 401 to 403. The following takes the method executed by the terminal device as an example to describe steps 401 to 403 in detail.

[0175] Step 401, obtaining obstacle information.

[0176] This step 401 is similar to the above Figure 2 Step 201 in the illustrated embodiment is similar and will not be described again here.

[0177] Step 402, determining the accessibility of the terminal device.

[0178] The terminal device obtains passability, which is used to describe whether the terminal device is blocked by obstacles during forward or backward movement.

[0179] Optionally, the terminal device first obtains its own first parameter, and obtains the spatial position relationship between the terminal device and the obstacle, and then determines the passability based on the first parameter and the spatial position relationship.

[0180] The first parameter includes at least one of the following: the size of the terminal device, the turning radius, etc. The above-mentioned size refers to at least one of the following: the length, width, height, volume, etc. of the terminal device. The spatial position relationship can also be understood as the surrounding space parameters of the terminal device, for example, the passage space in front, behind, left and right of the terminal device.

[0181] In the embodiment of the present application, determining the passability of a terminal device may refer to determining the impact of obstacles in front and behind the terminal device on the passability of the terminal device. It is understandable that if the obstacle is a dynamic obstacle, the passability determined may be dynamic. Or it may be understood as dynamically detecting the obstacle. For example, a dynamic obstacle may not affect the passage of a terminal device at the beginning, but later the dynamic obstacle affects the passage of the terminal device. For another example, a dynamic obstacle may affect the passage of a terminal device at the beginning, but later the dynamic obstacle does not affect the passage of the terminal device.

[0182] The passability in the embodiments of the present application may refer to whether the terminal device is obstructed by obstacles during forward or backward movement, or whether the terminal device can pass forward or backward, or the forward or backward passage trajectory, etc., which is not specifically limited here.

[0183] Step 403: predicting the first gear of the terminal device based on the obstacle information and the trafficability.

[0184] After the terminal device obtains the obstacle information and the passability, the first gear of the terminal device is predicted based on the obstacle information and the passability. For the description of the gear, please refer to the above Figure 2 The description in the illustrated embodiment will not be repeated here.

[0185] Optionally, predicting the first gear of the terminal device based on obstacle information and trafficability specifically includes: predicting the first gear based on trafficability when there is a static obstacle in front of the terminal device.

[0186] Exemplarily, similar to the aforementioned Table 1, the following is combined with Table 2 to illustrate how to predict the first gear of the terminal device based on obstacle information and trafficability.

[0187] Table 2

[0188]

[0189] Among them, when there are no obstacles in front of and behind the terminal device, the first gear is predicted to be the forward gear. When there is no obstacle in front of the terminal device and there is an obstacle behind it, the first gear is predicted to be the forward gear. When there is a dynamic obstacle in front of the terminal device, the first gear is predicted to be the forward gear. When there are dynamic obstacles in front of and behind the terminal device, the first gear is predicted to be the forward gear. In addition, when there is a static obstacle in front of the terminal device, the first gear is further predicted based on the passability.

[0190] For example, there are static obstacles in front and behind the terminal device. Figure 5 As shown. Figure 5 As shown in (a) in the figure, the distance between the terminal device and the static obstacle in front is smaller than the distance between the terminal device and the static obstacle in the back. Through the trafficability judgment, it can be predicted that the first gear is the reverse gear, that is, the parking space can be driven out by turning the wheel backward. Figure 5 As shown in (b), the distance between the terminal device and the front static obstacle is greater than the distance between the terminal device and the rear static obstacle. Through the trafficability judgment, it can be predicted that the first gear is the forward gear, that is, the parking space can be driven out by turning the wheel forward. Figure 5 As shown in (c), the distance between the terminal device and the static obstacle in front is similar to the distance between the terminal device and the static obstacle in the back. Through the judgment of passability, it can be predicted that the first gear is the reverse gear first, and then the first gear is predicted to be the forward gear. That is, if the parking space cannot be left once, it is first backed up, and then the right wheel is turned forward to drive out of the parking space. If the parking space cannot be left for many times, it is first backed up, and then the right wheel is turned forward to drive out of the parking space.

[0191] For example, there is a static obstacle in front of the terminal device. Figure 6As shown. The terminal device can drive to the right front to avoid static obstacles through trafficability judgment. Then it is predicted that the first gear is the forward gear, and the steering wheel is turned right to avoid static obstacles and drive forward.

[0192] It is understandable that when there is a dynamic obstacle in front of the vehicle, the dynamic obstacle may not affect the passage of the vehicle at first, and the predicted gear is the forward gear. However, after a period of time (such as a few milliseconds or seconds), the dynamic obstacle in front affects the passage of the vehicle, and the predicted position may be the reverse gear. That is, the predicted first gear can be dynamically changed in real time according to the movement of the dynamic obstacle, thereby ensuring the safety of the vehicle during movement.

[0193] Of course, if the terminal device cannot pass, it can be predicted that the first gear is the parking gear (such as P gear). The driver can also be informed of the impassable situation and surrounding obstacles in an audio-visual manner to prevent traffic accidents.

[0194] Optionally, after the terminal device determines the first gear, it can present the first gear to the user (such as a driver or a passenger). The presentation method can be voice or image, etc., which is not limited here. If the presentation method is voice, the prompt sound of the forward gear and the prompt sound of the reverse gear can be different, and then the driver can determine the current predicted gear result according to the different prompt sounds. If the presentation method is an image, the current predicted gear result can be prompted by displaying arrows, text, etc. The display position of the image can be the central control screen (for example Figure 7 Of course, after the passing route is determined, the driver can be prompted with audio and video to take a safer passing route. Figure 6 As shown, after the terminal device determines that the first gear is the forward gear, it determines the passing route according to the trafficability, and prompts the driver through the central control screen: it is recommended to drive to the right front. Fig. 8A As shown, after the terminal device determines the passing route based on the passability, it is recommended to back up first and then drive to the right front.

[0195] In the embodiments of the present application, on the one hand, the passability is taken into account in the process of predicting the gear position, which can make the predicted gear position more accurate. On the other hand, compared with the prior art, when there are obstacles in front and behind the vehicle, the predicted gear position is the forward gear. If there are children in the blind spot of the vehicle, it will cause serious safety accidents. By introducing passability, the embodiments of the present application can reduce safety accidents caused by children in the blind spots of the front and rear of the terminal device, and improve the safety of the terminal device.

[0196] In another possible implementation, the gear position is predicted based on obstacle information and traffic indication information.

[0197] For example, traffic indication information includes traffic lights, such as Figure 8B As shown, when the terminal device is at a red light, the vehicle in front of the terminal device is also waiting for the red light. When the red light turns green, the terminal device can determine and predict that the first gear is the forward gear based on the green indicator light and the vehicle in front, thereby complying with driving habits and traffic regulations.

[0198] Compared with the method of predicting the reverse gear position when there is an obstacle ahead in the prior art, the above-mentioned method of predicting the gear position is more in line with driving habits and traffic regulations.

[0199] For another example, the traffic indication information includes a damper on a parking space, such as Figure 8C As shown, the terminal device can record the position of the damper when it can detect the damper, so that the position of the damper can be considered when the terminal device predicts the gear shifting. For example, the damper is identified and the position is recorded before or when the vehicle is backing into a garage. When the gear needs to be predicted when leaving the parking space later, although it is difficult to identify the damper, the gear prediction can be made based on the previously recorded position. For example, due to the right damper at the lower rear of the vehicle, it can be determined that the first gear is the forward gear.

[0200] Compared with the prior art, the damper cannot be identified when the vehicle is started in a parking space, which affects the accuracy of the predicted gear. For example, if the damper is not identified and the reverse gear is predicted, the damper will cause obstacles to the vehicle's passage after starting, or even cause bumps.

[0201] In addition, in order to reduce the driving impact caused by the terminal device starting, the driving torque can be reduced when the terminal device is idling in the forward gear or when the accelerator is pressed to start acceleration, thereby reducing the driving impact when accelerating away and improving driving safety. Fig. 9 A starting method provided in the example of the present application is described. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (e.g., a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device (e.g., Figure 1 The terminal device may be a vehicle, a robot or other drivable device. The method may include steps 901 to 903. The following takes the method executed by the terminal device as an example to describe steps 901 to 903 in detail. In addition, the Fig. 9 The embodiment shown can be combined with the aforementioned Figure 2 The embodiment shown can also be used with the aforementioned Figure 4 The embodiments shown are combined and are not specifically limited here.

[0202] Step 901: Determine to use the first gear based on a first operation of the driver.

[0203] After predicting the first gear, the terminal device may present the first gear, receive a first operation, respond to the first operation, and determine to use the first gear.

[0204] Among them, the method of presenting the first gear can refer to the aforementioned Figure 4 The first operation may be a click (eg, click a button on a central control screen or a steering wheel), a slide, a voice input (eg, confirming that the gear is a forward gear), etc., which is not specifically limited here.

[0205] For example, the driver can confirm the use of the first gear by clicking or sliding the central control screen. The driver can also confirm the use of the first gear by voice. Of course, in order to improve the safety of using the first gear, the driver's voiceprint information stored in advance can be obtained, and the first gear is confirmed to be used only after receiving the first operation that matches the driver's voiceprint information. If it is a joke from a child, it can be ignored.

[0206] Of course, if the driver thinks that the predicted first gear is not suitable, the gear can also be adjusted manually (for example, manually corrected through the central control screen or steering wheel buttons), which is not limited here.

[0207] In step 902 of the embodiment of the present application, it is determined that the driving torque of the terminal device is less than a first threshold.

[0208] The terminal device determines that the driving torque is less than or equal to a first threshold value, where the first threshold value is a factory threshold value of the terminal device or a starting torque of the terminal device when the gear is physically engaged.

[0209] Among them, physical gear engagement can be understood as the drive control circuit has been closed, and non-physical gear engagement can be understood as the drive control circuit is not closed. The first gear can be understood as the gear predicted by the intelligent gear, and the gear obtained by physical gear engagement can also be understood as the gear selected by the driver through the gear lever.

[0210] In addition, the factory threshold may be set differently by different manufacturers. Alternatively, it can be understood that the driving torque is controlled to be less than the factory threshold to reduce the driving impact during subsequent acceleration and departure.

[0211] Optionally, the driving torque is 1 / N of the first threshold value, where N is an integer greater than 1.

[0212] Optionally, the driving torque is the normal torque of the vehicle when the gear is physically engaged multiplied by a coefficient. The coefficient is between 0 and 1 and can be set according to actual needs. No specific limitation is made here.

[0213] Optionally, the driving torque may also be related to at least one of the following: a first distance, environmental information; the first distance is the distance between the terminal device and an obstacle on the predicted route using the first gear; the environmental information includes at least one of the following: ambient brightness outside the terminal device, visibility information, and weather information.

[0214] The obstacle information further includes at least one of the following: a speed of the collision obstacle, a second distance between the collision obstacle and the terminal device, and a predicted collision moment between the terminal device and the collision obstacle;

[0215] Determining that the driving torque of the terminal device is less than a first threshold includes:

[0216] When a first condition is met, determining that the driving torque is less than a first threshold;

[0217] The first condition includes at least one of the following:

[0218] The moving speed is less than or equal to the second threshold; the collision time is greater than or equal to the third threshold;

[0219] The second distance is greater than or equal to a fourth threshold;

[0220] The difference between the first throttle opening and closing rate and the second throttle opening and closing rate is greater than or equal to the fifth threshold, the first throttle opening and closing rate is the historical throttle opening and closing rate collected before predicting the first gear, and the second throttle opening and closing rate is the throttle opening and closing rate collected after predicting the first gear.

[0221] For example, when visibility outside the vehicle is low, it can be determined to use a driving torque less than the first threshold, or to determine that the driving torque is smaller. For another example, the smaller the speed of the collision obstacle, the smaller the driving torque is used. For another example, the greater the difference between the predicted collision moment and the current moment, the smaller the driving torque is used. For another example, the greater the distance between the collision obstacle and the terminal device, the smaller the driving torque is used. For another example, the difference between the driver's historical throttle opening and closing rate in similar historical scenarios and the current throttle opening and closing rate is large, indicating that the situation is abnormal, and it can be determined to use a smaller driving torque.

[0222] Optionally, if there are multiple obstacles with collision risks, it is also possible to choose to drive in the direction of the obstacle with less risk using a larger driving torque according to the risk level, thereby reducing risk losses when the collision risk cannot be avoided.

[0223] For example, Fig. 10AAs shown, in the scenario where the terminal device is turning around or turning right, there is an obstacle 1 moving fast towards the terminal device in front of the right side of the terminal device, and there is a static or slow obstacle 2 behind the terminal device. Assuming that the terminal device cannot turn around or turn right at one time and needs to adjust forward and backward, if the terminal device predicts that the first gear is the reverse gear, the terminal device can use the driving torque to move backward, reduce the risk of collision with the fast-moving obstacle 1, and choose to move towards the obstacle 2 with a smaller risk cost.

[0224] In addition, the visibility outside the vehicle can be displayed to the driver, so that the driver can understand the current visibility outside the vehicle and decide the next driving behavior (for example, adjusting the driving torque based on the visibility outside the vehicle, determining to use the predicted gear for driving based on the visibility outside the vehicle, etc.).

[0225] Step 903: driving the terminal device based on the first gear and torque.

[0226] After the terminal device determines the gear position and the driving torque, the terminal device is driven to travel based on the gear position and the torque.

[0227] Optionally, in the case where the terminal device is a vehicle, the vehicle may Figure 1 The propulsion system in the illustrated architecture drives the vehicle.

[0228] For example, taking the terminal device as a vehicle as an example, the process of this step can also refer to Fig. 10B After the driver releases the brake and starts, the terminal device determines whether to start and automatically shift gears. If so, the vehicle creeps at idle speed (torque is normal torque × coefficient), and when the driver steps on the accelerator to start and accelerate away, the driving torque is limited to normal torque × coefficient. If not, the vehicle creeps normally, and starts and accelerates away normally when the driver steps on the accelerator.

[0229] For example, the schematic diagram of the driving torque and speed of a fuel vehicle is as follows: Fig. 10C As shown in the figure, it can be seen that the driving torque of the fuel vehicle increases directly from 100 Nm to more than 200 Nm when the speed ranges from 1000 rpm to 2000 rpm. This causes the starting torque of the fuel vehicle to be too large. However, this application reduces the problem of excessive starting torque by introducing a coefficient, so that when the driver starts the accelerator, the vehicle will not have too much forward impact. The schematic diagram of the starting torque and speed of new energy is shown in the figure below. Fig. 10D As shown, it can be seen that the starting torque of new energy vehicles is greater than that of fuel vehicles, and can reach more than 400 Nm at 0 speed, making the starting driving impact of new energy vehicles greater. This application introduces a coefficient to reduce the problem of excessive starting torque, so that when the driver starts the accelerator, the vehicle will not have too much forward impact.

[0230] In the embodiment of the present application, compared with the prior art in which the user presses the brake to predict and display the gear position, the user releases the brake and presses the accelerator. If the accelerator is not well controlled, it will cause a start-up setback, affecting ride comfort and safety. In particular, electric vehicles in the prior art start faster and are more prone to driving shock. In the embodiment of the present application, by reducing the driving torque when the car is idling and creeping, and the driving torque when the accelerator is pressed to start and accelerate away, it not only meets the driving response of automatic transmission cars, but also reduces the driving shock when accelerating away, thereby improving driving safety.

[0231] In addition, the driver's intention to shift gears, the driver's status, and the vehicle's status can be detected, and the intelligent shifting can be triggered when the conditions are met, thereby improving the reliability and safety of triggering the intelligent shifting. Fig.11 A gear prediction method provided in an example of the present application is described. The method can be executed by a control device / terminal device, or by a component of the control device / terminal device (e.g., a processor, a chip, or a chip system, etc.). The control device can be a control element inside the terminal device (e.g., Figure 1 The terminal device may be a vehicle, a robot or other drivable device. The method may include steps 1101 to 1105. The following takes the method executed by the terminal device as an example to describe steps 1101 to 1105 in detail. Fig.11 The embodiment shown can be combined with the aforementioned Figure 2 The embodiment shown can also be used with the aforementioned Figure 4 The embodiment shown can also be used with the aforementioned Fig. 9 The embodiments shown are combined and are not specifically limited here.

[0232] Step 1101, determining that the driver intends to shift gears.

[0233] Before the terminal device determines to enable the intelligent gear shifting function, the terminal device determines that the driver has the intention to shift gears.

[0234] In the embodiments of the present application, there are multiple ways to determine whether the driver intends to shift gears. It can be determined by the driver's voice input such as "turn on the intelligent driving function" (i.e., software switch method), or it can be determined by the driver using the central control screen, steering wheel buttons / paddles, etc. (i.e., hardware switch method), or it can be determined by detecting a first pressure or a first stroke (the first stroke is the stroke of the control pedal in the terminal device), etc., and the specifics are not limited here.

[0235] Optionally, the terminal device determines whether there is an intention to shift gears based on whether a second condition is met. The second condition includes: the first pressure / first stroke of the terminal device is greater than or equal to a second threshold. The first pressure may include at least one of the following: brake pressure, accelerator pressure, etc. The control pedal may include at least one of the following: brake pedal, accelerator pedal, depth of physical control buttons, etc.

[0236] Optionally, the second condition also includes that the duration of the first pressure is greater than or equal to a preset duration. In order to reduce the situation where the brake pedal is accidentally stepped on, the duration of the first pressure can be used to determine whether to trigger the smart gear shift. This prevents children from unconsciously stepping on the brake pedal while playing in the car, thereby accidentally triggering the smart gear shift, thereby improving safety performance.

[0237] Furthermore, the terminal device may also present first information, and the first information is used to dynamically present the first pressure, so that the driver can determine the amplitude change of the first pressure or the distance change of the first stroke (also called depth change) according to the first information.

[0238] For example, Fig. 12A As shown in the figure, an example of the second condition is to collect the brake pressure within a preset period, and when a value exceeding the second preset threshold value (i.e., P threshold ) and maintains a high-level signal greater than or equal to a preset time (i.e., Δt=t2-t1≥τ), it is determined that the driver has the intention to shift gears, rather than an accidental touch. Among them, the preset period, the second preset threshold and the preset time can be set according to actual needs. For example, the preset period is 10 milliseconds, the second preset threshold is 1 / 2, 1 / 3 of the maximum pressure value, etc., and the preset time is 0.3 seconds, 0.5 seconds, 0.7 seconds, etc.

[0239] For example, while displaying the predicted first gear to the user, the magnitude of the brake pressure information can also be dynamically displayed so that the user can clearly know when to trigger the gear shift prediction. Figure 7 For example, see Fig. 12B , 1201 is used to display the brake pressure information, and 1202 changes dynamically according to the brake pressure information when the driver steps on the brake component, so that the driver can clearly understand the current brake pressure information change according to 1202.

[0240] In this case, on the one hand, the brake pressure information can be displayed in real time, which is safer than the existing technology where the driver can only judge based on experience. Fig. 9 The illustrated embodiment enables the driver to clearly know the timing of triggering the start, thereby reducing the driving impact caused by excessive driving torque due to reasons such as stepping on the wrong pedal in the prior art.

[0241] Step 1102, obtaining the first state information of the user. This step is optional.

[0242] Optionally, the terminal device obtains first status information of the user, where the user includes at least one of the following: driver, passenger, and the first status information includes at least one of the following: sitting posture, head position, line of sight, eyelid opening, hand position, age, etc.

[0243] Optionally, the terminal device may obtain the first status information through a driver monitoring system (Driver Monitor System, DMS).

[0244] For example, in the case where the terminal device is a vehicle, the terminal device can Figure 1 A sensor system in the architecture collects first state information.

[0245] Step 1103, obtaining second status information of the terminal device component. This step is optional.

[0246] Optionally, the terminal device obtains second status information of a component, where the component includes at least one of the following: a fuel tank cap, an engine hood, a luggage compartment, a trunk, a door, a seat belt, etc., and the second status information includes closed or disconnected.

[0247] Step 1104: Determine whether to use the smart gear shifting function based on the first state information and / or the second state information. This step is optional.

[0248] Optionally, after the terminal device acquires the first state information and / or the second state information, it determines whether to use the smart gear shifting function based on the first state information and / or the second state information, which can also be understood as whether to activate the smart gear shifting function.

[0249] For example, in the case of including step 1102, this step is to determine whether to use the smart gear shifting function based on the first state information. For another example, in the case of including step 1103, this step is to determine whether to use the smart gear shifting function based on the second state information. For another example, in the case of including step 1102 and step 1103, this step is to determine whether to use the smart gear shifting function based on the first state information and the second state information.

[0250] Optionally, when the first state information satisfies the first preset condition and the second state information satisfies the second preset condition, it is determined to enable the intelligent gear shifting function. Alternatively, when the first state information satisfies the first preset condition, it is determined to enable the intelligent gear shifting function. Alternatively, when the second state information satisfies the second preset condition, it is determined to enable the intelligent gear shifting function.

[0251] Corresponding to the above, when the first state information does not meet the first preset condition, and the second state information does not meet the second preset condition, it is determined that the smart gear shifting function is not enabled. Alternatively, when the first state information does not meet the first preset condition, it is determined that the smart gear shifting function is not enabled. Alternatively, when the second state information does not meet the second preset condition, it is determined that the smart gear shifting function is not enabled.

[0252] Among them, the first state information that satisfies the first preset condition includes at least one of the following: the driver's age is greater than the preset age (for example, 18 years old), the driver's head position is within the first interval, the driver's head posture is within the second interval, the driver's eyelid opening is greater than or equal to the preset opening, whether the driver's hands are on the steering wheel (or understood as the driver holding the steering wheel), the passenger is sitting on the seat, the passenger has fastened the seat belt, the passenger's body (such as head, hands, etc.) does not stick out of the window, etc. The second state information that satisfies the second preset condition includes at least one of the following: the fuel tank cap is closed, the hood is closed, the luggage compartment is closed, the trunk is closed, the door is closed, the seat belt is closed (or understood as the seat belt is fastened), etc. Among them, the eyelid can also be understood as the eyelid. The eyelid opening represents the average value of the distance between the upper eyelid and the lower eyelid over a period of time. Or it can be understood that the eyelid opening represents the opening and closing size of the eyelid or the average value of the eyelid opening degree over a period of time.

[0253] For example, the schematic diagram of the head position and head posture is as follows: Fig.13 As shown, a coordinate system is constructed with the driver's nose as the origin. The coordinate system includes an X-axis, a Y-axis and a Z-axis. Among them, the Y-axis is the driver's lateral symmetry axis (or understood as the driver's front and back), the X-axis is an axis perpendicular to the Z-axis and the Y-axis respectively (or understood as the driver's left and right), and the Z-axis is an axis perpendicular to the plane where the driver is located (or understood as the driver's up and down). The yaw rate (Yaw) refers to the deflection of the driver around the vertical axis (ie, the Z-axis), and the magnitude of the deflection represents the driver's stability. The pitch rate (Pitch) refers to the deflection of the driver around the Y-axis. The roll angle (Roll) refers to the deflection of the driver around the X-axis. The driver's head position in the first interval can be understood as the driver's head position in the first interval when the driver is in the normal driving range. The driver's head posture in the second interval can be understood as the angles of the driver's head in three directions are within the three angle intervals (ie, the second interval) when the driver is in the normal driving range. The eyelid opening can also be understood as the eyelid closure degree. The driver's eyelid opening greater than or equal to the preset opening can be understood as a judgment as to whether the driver is ready to drive the terminal device normally.

[0254] Step 1105, predicting the first gear position of the terminal device.

[0255] This step has multiple situations, and can be to predict the first gear position when it is determined in step 1101 that the driver intends to shift gears. It can also be to predict the gear position of the terminal device when it is determined that the intelligent shift operation is used.

[0256] Optionally, the first gear position may be predicted based on the obstacle information when the smart gear shifting function is enabled. For example, the terminal device may be triggered to predict the first gear position only after the user enables the smart gear shifting function. Of course, the triggering of the terminal device to predict the first gear position may also be determined in combination with the aforementioned steps 1101 to 1104.

[0257] Among them, the method for predicting the first gear can be the aforementioned Figure 2 The method of the embodiment shown may also be the aforementioned Figure 4 The method of the embodiment shown may also be the aforementioned Figure 2 The embodiment shown and Fig. 9 The method combined with the embodiment shown can also be the aforementioned Figure 4 The embodiment shown and Fig. 9 The methods of combining the illustrated embodiments are not specifically limited here.

[0258] The method provided in this embodiment may include step 1101 and step 1105; it may also include steps 1101 to 1105; it may also include steps 1101, 1102, 1103 and 1105; it may also include steps 1101, 1102, 1104 and 1105, etc., and the specific details are not limited here.

[0259] In the embodiment of the present application, compared with the existing smart gear shifting technology with a single triggering condition (i.e., only triggered by the driver stepping on the brake or the accelerator), the reliability and safety are not high enough. Reduce the situation where children may unconsciously step on the brake pedal when playing in the car and mistakenly trigger the smart shifting function. The embodiment of the present application sets safer smart gear shifting triggering conditions: detecting the vehicle status (fuel tank, hood, luggage compartment, door, seat belt), driver status (adult, sitting position, line of sight, eyelid opening, hands holding the steering wheel), and detecting the intention to shift smart gears (the brake pedal brake pressure is greater than the preset threshold and maintained for a certain period of time). Thereby improving the safety of triggering smart gear shifting and reducing the occurrence of accidents caused by mistakenly triggering smart gear shifting.

[0260] It should be noted that Figure 2 The embodiment shown, Figure 4 The embodiments shown, and Fig. 9 The illustrated embodiment can also be executed by a control device, a cloud device, or the like, and after the control device or the cloud device predicts the gear position, the terminal device is instructed to use the gear position for driving. Of course, the driver can also adjust or confirm the predicted gear position according to the actual situation.

[0261] In addition, the aforementioned embodiment may further include the step of: dynamically presenting a brake pressure value to the user based on the user's operation, where the operation is the user's braking operation on the brake component in the terminal device.

[0262] The presentation may be a display or a voice broadcast, and an example of displaying the brake pressure data may be as described above. Fig. 12B shown.

[0263] It is understood that the dynamic presentation of brake pressure values ​​can be applied to the aforementioned Figure 4 , Fig. 9 or Fig.11 In any of the embodiments shown in the drawings, the dynamic presentation of the brake pressure value can not only facilitate the user to determine whether to trigger the smart gear shift, but also be used for the user to determine the current braking operation, avoiding confusion between the accelerator and the brake.

[0264] The gear prediction method provided in the embodiment of the present application can be applied to the following scenarios:

[0265] The first one is to prevent the wrong gear shifting scenario.

[0266] In this scenario, after the terminal device predicts the first gear, it can also obtain the second gear of the physical gear. If the second gear is different from the first gear, the second gear can be used for driving and a prompt message can be presented. The prompt message can be used to indicate that the second gear is different from the first gear, or that the gear is wrong.

[0267] Among them, physical gear engagement can be understood as the drive control circuit has been closed, and non-physical gear engagement can be understood as the drive control circuit is not closed. The first gear can be understood as the gear predicted by the intelligent gear, and the second gear can also be understood as the gear selected by the driver through the gear lever.

[0268] In addition, the way of presenting prompt information may include at least one of the following: sound (such as warning sound), vibration (such as steering wheel vibration, physical gear vibration, etc.), display interface (such as central control screen, instrument panel, head-up display, etc.), etc.

[0269] For example, the terminal device predicts that the first gear is the forward gear, but the physical gear selected by the driver is the reverse gear. In this case, after the terminal device predicts the first gear, it compares the driver's physical gear with the predicted gear and presents a prompt message to remind the driver, thereby reducing the risk of the driver selecting the wrong gear and improving the safety of gear use.

[0270] The second is the anti-collision scenario.

[0271] In this scenario, if a collision warning occurs, the terminal device is driven to travel based on the driving torque less than the first threshold and the predicted first gear, that is, the collision risk can be reduced by reducing the torque, thereby improving driving safety.

[0272] This scenario can also be understood as a scenario where the driving torque is controlled to reduce the risk of collision or collision loss. Fig. 9 Disadvantages of the embodiment shown with regard to the drive torque.

[0273] For example, the aforementioned Fig. 10A In the scenario shown, if there are multiple obstacles with collision risks, you can also choose to use a larger driving torque to travel in the direction of the obstacle with smaller risk according to the risk level, so as to reduce the risk loss when the collision risk cannot be avoided.

[0274] It is understandable that the above-mentioned scenarios are just examples. In actual applications, there may be other scenarios, which are not specifically limited here.

[0275] The above describes the gear prediction method in the embodiment of the present application. The following describes the terminal device in the embodiment of the present application. Fig.14 , an embodiment of the terminal device in the embodiment of the present application includes: a transceiver unit 1401 and a processing unit 1402.

[0276] The transceiver unit 1401 is used to obtain obstacle information, which includes the location information and obstacle classification of the obstacle; the processing unit 1402 is used to predict the first gear of the terminal device based on the obstacle information, and then the processing unit 1402 can set the gear according to the predicted gear or use the first gear to drive forward or backward or park. The above classification includes static obstacles or dynamic obstacles, and the first gear includes forward gear, reverse gear, parking gear, etc.

[0277] Optionally, the processing unit 1402 is further used to determine that the driving torque of the terminal device is less than a first threshold value, the first threshold value is a factory threshold value of the terminal device or a starting torque of the terminal device when the gear is physically engaged; the processing unit 1402 is further used to drive the terminal device to travel based on the first gear and the torque. Wherein, the physical gear engagement can be understood as the drive control circuit has been closed, and the non-physical gear engagement can be understood as the drive control circuit is not closed.

[0278] Optionally, the driving torque is related to at least one of the following: a first distance, environmental information; the first distance is the distance between the terminal device and an obstacle on the predicted route using the first gear; the environmental information includes at least one of the following: ambient brightness outside the terminal device, visibility information, and weather information.

[0279] Optionally, the obstacle information further includes: a collision obstacle with a risk of collision with the terminal device, and the parameters include at least one of the following: a speed of the collision obstacle, a second distance between the collision obstacle and the terminal device, or a predicted collision moment between the terminal device and the collision obstacle; the above-mentioned processing unit 1402 is specifically configured to determine that the driving torque is less than a first threshold value when the first condition is met;

[0280] The first condition includes at least one of the following: the moving speed is less than or equal to the second threshold; the collision time is greater than or equal to the third threshold; the second distance is greater than or equal to the fourth threshold; the difference between the first throttle opening and closing rate and the second throttle opening and closing rate is greater than or equal to the fifth threshold, the first throttle opening and closing rate is the historical throttle opening and closing rate collected before predicting the first gear, and the second throttle opening and closing rate is the throttle opening and closing rate collected after predicting the first gear.

[0281] Optionally, the above-mentioned processing unit 1402 is also used to determine whether the terminal device satisfies a second condition, and the second condition includes: a first pressure / first stroke of the terminal device is greater than or equal to a second threshold, and the first stroke is the stroke of a control pedal in the terminal device.

[0282] Optionally, the first pressure may include at least one of the following: brake pressure, accelerator pressure, etc. The control pedal may include at least one of the following: a brake pedal, an accelerator pedal, a depth of a physical control button, etc.

[0283] Optionally, the second condition mentioned above also includes: the duration of the first pressure is greater than or equal to a preset duration.

[0284] Optionally, the processing unit 1402 is further used to present first information, and the first information is used to dynamically present the first pressure.

[0285] Optionally, the processing unit 1402 is specifically configured to predict that the first gear is a forward gear when there is a dynamic obstacle in front of the terminal device.

[0286] Optionally, the above-mentioned processing unit 1402 is also used to determine the passability of the terminal device, and the passability is used to describe whether the terminal device is blocked by obstacles during forward or backward driving; the processing unit 1402 is specifically used to predict the first gear based on obstacle information and passability.

[0287] Optionally, the processing unit 1402 is specifically used to predict the first gear based on trafficability when there is a static obstacle in front of the terminal device.

[0288] Optionally, the above-mentioned processing unit 1402 is specifically used to obtain a first parameter of the terminal device, and the first parameter includes at least one of the following: the size of the terminal device and the turning radius; the processing unit 1402 is specifically used to obtain the spatial position relationship between the terminal device and the obstacle; the processing unit 1402 is specifically used to determine the passability based on the first parameter and the spatial position relationship.

[0289] Optionally, the above-mentioned processing unit 1402 is also used to obtain the second gear of the physical gear shift; the processing unit 1402 is also used to drive in the second gear and present a prompt message if the second gear is different from the first gear, and the prompt message is used to prompt that the second gear is different from the first gear.

[0290] Optionally, the above-mentioned processing unit 1402 is also used to drive the terminal device to move based on a driving torque less than a first threshold and a first gear if a collision warning occurs, and the first threshold is a factory threshold of the terminal device or a starting torque of the terminal device when the gear is physically engaged.

[0291] Optionally, the above obstacle information also includes at least one of the following: obstacle change information, and a limiter related to the parking space; obstacle change information includes at least one of the following: obstacle movement trend, and obstacle dynamic indication information; movement trend or dynamic indication information affects the passability of the terminal device; dynamic obstacles include at least one of the following: static objects with dynamic indication information, objects with a driving speed greater than a threshold, and moving objects. Static objects with dynamic indication information are classified as dynamic obstacles. For example, if the right turn signal of another vehicle in front of the terminal device flashes, it means that the vehicle is about to turn right, and the vehicle can be judged as a dynamic obstacle, thereby improving the accuracy of subsequent gear prediction and driving efficiency.

[0292] Optionally, the processing unit 1402 is specifically configured to predict that the first gear is a forward gear if the change information will not affect the passability of the terminal device.

[0293] Optionally, the processing unit 1402 is specifically used to determine the second information at the first moment, the second information affects the passability of the terminal device; the processing unit 1402 is specifically used to determine the third information at the second moment; the third information does not affect the passability of the terminal device, and the difference between the first moment and the second moment is within a preset range; the processing unit 1402 is specifically used to predict that the first gear is the forward gear based on the second information and the third information. The processing unit 1402 is also used to drive forward based on the forward gear after the second moment.

[0294] Optionally, the above-mentioned transceiver unit 1401 is also used to record the position of the limiter before entering the parking space.

[0295] Optionally, the processing unit 1402 is further used to present the first gear; the transceiver unit 1401 is further used to receive a first operation; and the processing unit 1402 is further used to determine to use the first gear in response to the first operation.

[0296] Optionally, the transceiver unit 1401 is further configured to receive a second operation; and the processing unit 1402 is specifically configured to predict the first gear position based on the obstacle information in response to the second operation.

[0297] Optionally, the above-mentioned transceiver unit 1401 is also used to obtain the first state information of the user, the user includes at least one of the following: driver, passenger, the first state information includes at least one of the following: sitting posture, head position, line of sight, eyelid opening, hand position; the transceiver unit 1401 is also used to obtain the second state information of the terminal device component, the component includes at least one of the following: fuel tank cap, engine hood, luggage compartment, door, seat belt, the second state information includes closed or disconnected; the processing unit 1402 is also used to determine whether to use the smart gear shifting function based on the first state information and the second state information. The processing unit 1402 is specifically used to predict the first gear position based on the obstacle information when it is determined to use the smart gear shifting function.

[0298] Optionally, the above-mentioned processing unit 1402 is specifically used to determine to use the smart gear shifting function when the first state information meets the first preset condition and the second state information meets the second preset condition.

[0299] Optionally, the above-mentioned first status information satisfies the first preset condition including at least one of the following: the driver's age is greater than the preset age; the driver's head position is within the first interval; the driver's head posture is within the second interval; the driver's eyelid opening is greater than or equal to the preset opening; whether the driver's hand position is on the steering wheel; the passenger has not left the seat; the passenger's body has not leaned out of the window.

[0300] In this embodiment, the operations performed by each unit in the terminal device are the same as those described above. Figures 1 to 13 The description in the illustrated embodiment is similar and will not be repeated here.

[0301] In this embodiment, on the one hand, compared with the prior art that only predicts the gear position according to the position of the obstacle, the processing unit 1402 predicts the first gear of the terminal device by classifying the obstacles around the terminal device, which can improve the accuracy of the gear prediction. On the other hand, compared with the prior art, when there are obstacles in front and behind the vehicle, the first gear is predicted to be the forward gear. If there are children in the blind spot of the vehicle, it will cause serious safety accidents. By introducing trafficability, the embodiment of the present application can reduce safety accidents caused by children in the blind spots of the front and rear vision of the terminal device, and improve the safety of the terminal device. On the other hand, compared with the prior art that the user steps on the brake, predicts and displays the gear position, the user releases the brake and steps on the accelerator. If the accelerator is not well controlled, it will cause a setback at the start, affecting the ride comfort and safety. In particular, the electric vehicle in the prior art starts faster and is more likely to produce driving shock. The embodiment of the present application reduces the driving torque when the car is idling and creeping, and the driving torque when the accelerator is stepped on to start and accelerate away, which not only meets the driving response of the automatic transmission car, but also reduces the driving shock when accelerating away, thereby improving driving safety. On the other hand, compared with the existing smart gear shifting technology, which has a single triggering condition (i.e., only triggered by the driver stepping on the brake or the accelerator), the reliability and safety are not high enough. Reduce the situation where children may unconsciously step on the brake pedal while playing in the car and mistakenly trigger the smart gear shifting function. The embodiment of the present application sets safer smart gear shifting triggering conditions: detecting the vehicle status (fuel tank, hood, luggage compartment, door, seat belt), driver status (adult, sitting position, line of sight, eyelid opening, hands holding the steering wheel), and detecting the intention to shift smart gears (the brake pedal braking pressure is greater than the preset threshold and maintained for a certain period of time). Thereby improving the safety of triggering smart gear shifting and reducing the occurrence of accidents caused by mistakenly triggering smart gear shifting.

[0302] See also Fig.15 , a schematic diagram of the structure of another terminal device provided by the present application. The terminal device may include a processor 1501, a memory 1502 and a communication port 1503. The processor 1501, the memory 1502 and the communication port 1503 are interconnected via a line. The memory 1502 stores program instructions and data.

[0303] The memory 1502 stores the aforementioned Figures 1 to 13 In the corresponding implementation manner shown, the steps executed by the terminal device correspond to program instructions and data.

[0304] Processor 1501, used to execute the above Figures 1 to 13 The steps performed by the terminal device in any of the embodiments shown in the illustrated embodiments.

[0305] Communication port 1503 can be used to receive and send data, and to perform the above Figures 1 to 13The steps related to obtaining, sending and receiving in any of the embodiments shown.

[0306] In one implementation, the terminal device may include Fig.15 More or fewer components are merely illustrative in this application and are not limiting.

[0307] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0308] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0309] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0310] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0311] 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 the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, read-only memory), random access memory (RAM, random access memory), disk or optical disk and other media that can store program code.

Claims

1. A gear prediction method, characterized in that: The method is applied to a terminal device, and the method comprises: Obtaining obstacle information, wherein the obstacle information includes location information of the obstacle and classification of the obstacle, wherein the classification of the obstacle includes static obstacles or dynamic obstacles; A first gear position of the terminal device is predicted based on the obstacle information; the first gear position is used to indicate that the terminal device is moving forward, moving backward, or parking.

2. The method according to claim 1, characterized in that The method further comprises: Determining that the driving torque of the terminal device is less than a first threshold, where the first threshold is a factory threshold of the terminal device or a starting torque of the terminal device when the terminal device is physically engaged; The terminal device is driven to travel based on the first gear and the driving torque.

3. The method according to claim 2, characterized in that The method further comprises: If a collision warning is detected, the terminal device is driven based on a driving torque less than the first threshold and the first gear.

4. The method according to claim 2 or 3, characterized in that: The driving torque is related to at least one of the following: a first distance and environmental information; the first distance is the distance between the terminal device and the obstacle on the predicted route using the first gear; the environmental information includes at least one of the following: ambient brightness, visibility information, and weather information outside the terminal device.

5. The method according to any one of claims 2 to 4, characterized in that The obstacle information further includes at least one of the following: a moving speed of the obstacle, a second distance between the obstacle and the terminal device, and a predicted collision moment between the terminal device and the obstacle; The determining that the driving torque of the terminal device is less than a first threshold comprises: When a first condition is met, determining that the driving torque is less than the first threshold; The first condition includes at least one of the following: The moving speed is less than or equal to a second threshold; The collision moment is greater than or equal to a third threshold; The second distance is greater than or equal to a fourth threshold; A difference between a first throttle opening and closing rate and a second throttle opening and closing rate is greater than or equal to a fifth threshold, the first throttle opening and closing rate is a historical throttle opening and closing rate collected before predicting the first gear, and the second throttle opening and closing rate is a throttle opening and closing rate collected after predicting the first gear.

6. The method according to any one of claims 1 to 5, characterized in that Before predicting the first gear position of the terminal device based on the obstacle information, the method further includes: It is determined that the terminal device satisfies a second condition, where the second condition includes: a first pressure of a control pedal in the terminal device / a first stroke of the control pedal is greater than or equal to a second threshold.

7. The method according to claim 6, characterized in that The first pressure includes at least one of the following: brake pressure, accelerator pressure; the control pedal includes at least one of the following: brake pedal, accelerator pedal.

8. The method according to claim 6 or 7, characterized in that: The second condition also includes: the duration of the first pressure is greater than or equal to a preset duration.

9. The method according to any one of claims 6 to 8, characterized in that The method further comprises: First information is presented, where the first information is used to dynamically present the first pressure.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: Determine the passability of the terminal device, where the passability is used to describe whether the terminal device is blocked by an obstacle during forward or backward movement; The predicting the first gear position of the terminal device based on the obstacle information includes: The first gear is predicted based on the obstacle information and the trafficability.

11. The method according to claim 10, characterized in that The determining the accessibility of the terminal device includes: Acquire a first parameter of the terminal device, where the first parameter includes at least one of the following: a size and a turning radius of the terminal device; Acquire the spatial position relationship between the terminal device and the obstacle; The passability is determined based on the first parameter and the spatial position relationship.

12. The method according to any one of claims 1 to 11, characterized in that The method further comprises: Get the second gear position of the physical gear; If the second gear is different from the first gear, the second gear is used for driving and a prompt message is presented, wherein the prompt message is used to prompt that the second gear is different from the first gear.

13. The method according to any one of claims 1 to 12, characterized in that The obstacle information also includes at least one of the following: change information of the obstacle and a limiter related to the parking space; the change information of the obstacle includes at least one of the following: movement trend of the obstacle and dynamic indication information of the obstacle, and the movement trend or the dynamic indication information affects the passability of the terminal device; the dynamic obstacle includes at least one of the following: a static object with dynamic indication information, an object with a driving speed greater than a sixth threshold, and a moving object.

14. The method according to claim 13, characterized in that The predicting the first gear position of the terminal device based on the obstacle information includes: If the change information will not affect the passability of the terminal device, it is predicted that the first gear is a forward gear.

15. The method according to claim 13, characterized in that The predicting the first gear position of the terminal device based on the obstacle information includes: Determining second information at a first moment, wherein the second information affects the accessibility of the terminal device; Determine third information at the second moment; the third information does not affect the accessibility of the terminal device, and the difference between the first moment and the second moment is within a preset range; predicting that the first gear is a forward gear based on the second information and the third information; The method further comprises: After the second time, forward travel occurs based on the forward gear.

16. The method according to any one of claims 13 to 15, characterized in that The obtaining of obstacle information includes: The position of the stopper is recorded before entering the parking space.

17. A terminal device, characterized in that: The terminal device is applied to the field of intelligent driving, and the terminal device includes: An acquisition unit, configured to acquire obstacle information, wherein the obstacle information includes location information of the obstacle and classification of the obstacle, wherein the classification of the obstacle includes static obstacles or dynamic obstacles; A prediction unit is used to predict a first gear position of the terminal device based on the obstacle information; the first gear position is used to indicate that the terminal device is moving forward, moving backward, or parking.

18. A vehicle, characterized in that: The vehicle includes the terminal device as claimed in claim 17.

19. A vehicle, characterized in that: The vehicle is driven using the gear obtained by the method according to any one of claims 1 to 16.

20. A terminal device, characterized in that: include: A processor, the processor is coupled to a memory, the memory is used to store programs or instructions, when the program or instructions are executed by the processor, the terminal device executes the method as described in any one of claims 1 to 16.

21. A computer storage medium, characterized in that The method comprises computer instructions, which, when executed on a control device, cause the control device to execute the method according to any one of claims 1 to 16.

22. A computer program product, characterized in that When the computer program product is run on a computer, the computer is caused to perform the method according to any one of claims 1 to 16.

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