Method and device for controlling automatic navigation aided driving function and vehicle

Abstract

The invention provides a method and device for controlling an automatic navigation auxiliary driving function and a vehicle, the method is applied to the field of vehicle automatic driving, and the method comprises the steps that the load risk level of the vehicle is determined according to state parameters of the vehicle, and the state parameters are used for representing the driving state of the vehicle; the load risk grade is used for representing the influence degree of the roof load on the vehicle driving stability; determining a target working state of an automatic navigation aided driving function according to the load risk level; and controlling the operation of the automatic navigation aided driving function based on the target working state of the automatic navigation aided driving function. According to the method, the state of the NOA function can be dynamically adjusted through the influence of the roof load on the vehicle driving stability in the vehicle driving process, the potential accident risk caused by the vehicle load is avoided, and the driving safety of the vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle autonomous driving, and more specifically, to a method, device and vehicle for controlling an automatic navigation assisted driving function in the field of vehicle autonomous driving. Background Art

[0002] At present, with the gradual development of vehicle intelligent technology, the degree of vehicle intelligence is getting higher and higher. As a high-level intelligent driving function, the Navigate on Autopilot (NOA) function can help the vehicle automatically drive to the navigation destination under the supervision of the driver in combination with the vehicle's navigation system during driving.

[0003] However, during the actual driving of the vehicle, if there is cargo on the roof, the weight of the cargo will affect the driving stability of the vehicle, thereby affecting the decision-making results of the NOA function.

[0004] Therefore, how to reasonably control the NOA function during vehicle driving has become an urgent problem to be solved. Summary of the invention

[0005] The present application provides a method, device and vehicle for controlling an automatic navigation assisted driving function. The method can dynamically adjust the state of the NOA function by taking advantage of the impact of the roof load on the vehicle's driving stability during vehicle driving, thereby avoiding potential accident risks caused by the vehicle's load and ensuring the vehicle's driving safety.

[0006] In a first aspect, a method for controlling an automatic navigation assisted driving function is provided, the method comprising: determining a load risk level of the vehicle based on a state parameter of the vehicle, the state parameter being used to indicate the driving state of the vehicle, the load risk level being used to indicate the degree of influence of the roof load on the driving stability of the vehicle; determining a target working state of the automatic navigation assisted driving function based on the load risk level; and controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function.

[0007] In the above technical solution, during the process of turning on the NOA function of the vehicle, the present application provides a method for controlling the automatic navigation assisted driving function. In the specific implementation process of the method, the vehicle can determine the current vehicle load risk level according to its own state parameters during driving, so as to determine the degree of influence of the current roof load on the vehicle driving stability. Further, the vehicle can determine the current target working state of the NOA function according to the load risk level, and control the NOA function to operate in the current target working state. In the above process, when the NOA function is turned on, the vehicle can dynamically and flexibly adjust the state of the NOA function through the influence of the roof load on the vehicle driving stability, thereby avoiding the potential dangers caused by still turning on the NOA function when the roof load is too heavy, and ensuring the driving safety of the vehicle. In addition, the above-mentioned automatic adjustment of the working state of the NOA function according to the load risk level does not require manual adjustment by the user, reduces the driving burden of the driver, and provides users with a better driving experience.

[0008] In combination with the first aspect, in some possible implementations, the load risk level of the vehicle is determined based on the state parameters of the vehicle, including: determining the load risk score of the vehicle based on the state parameters; determining the load risk level based on the load risk score.

[0009] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the state parameter includes at least one of the roof load weight, the drag coefficient, the windward area, the shielding ratio of the image acquisition device and the inclination angle of the center of gravity of the vehicle, and before determining the load risk score of the vehicle according to the state parameter, the method also includes: obtaining at least one of a first weight corresponding to the drag coefficient or the windward area, a second weight corresponding to the shielding ratio of the image acquisition device, a third weight corresponding to the roof load weight, and a fourth weight corresponding to the inclination angle of the center of gravity; and, according to the state parameter, Determining the load risk score includes: determining a first sub-risk score according to the drag coefficient and the frontal area; and / or determining a second sub-risk score according to the occlusion ratio of the image acquisition device; and / or determining a third sub-risk score according to the roof load weight; and / or determining a fourth sub-risk score according to the center of gravity inclination angle; determining the load risk score according to the first sub-risk score and the first weight, and / or according to the second sub-risk score and the second weight, and / or according to the third sub-risk score and the third weight, and / or according to the fourth sub-risk score and the fourth weight.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first sub-risk score is determined based on the drag coefficient and the windward area, including: based on the drag coefficient, determining a target drag coefficient interval from multiple drag coefficient intervals; based on the windward area, determining a target area interval from multiple area intervals; determining the first sub-risk score based on the risk score corresponding to the target drag coefficient interval and the risk score corresponding to the target area interval; and the second sub-risk score is determined based on the occlusion ratio of the image acquisition device, including: based on the occlusion ratio, determining a target ratio interval from multiple ratio intervals; and determining the second sub-risk score as the risk score corresponding to the target ratio interval.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the third sub-risk score based on the roof load weight includes: determining a target weight interval from multiple weight intervals based on the roof load weight; determining the third sub-risk score as the risk score corresponding to the target weight interval; and determining the fourth sub-risk score based on the center of gravity inclination angle includes: determining a target angle interval from multiple angle intervals based on the center of gravity inclination angle; and determining the fourth sub-risk score as the risk score corresponding to the target angle interval.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the load risk level is determined according to the load risk score, including: based on the load risk score, determining a target score interval from multiple score intervals; and determining the load risk level as the load risk level corresponding to the target score interval.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target working state of the automatic navigation assisted driving function is determined according to the load risk level, including: when the load risk level is less than or equal to the preset level, the target working state of the automatic navigation assisted driving function is determined to be the on state; when the load risk level is greater than the preset level, the target working state of the automatic navigation assisted driving function is determined to be the off state.

[0014] In the above technical solution, when the load risk level is greater than the preset level, the vehicle controls the NOA function to be turned off, which can effectively prevent the misjudgment caused by the vehicle continuing to use the NOA function under unstable load conditions and prevent safety accidents of the vehicle. In other words, in this application, the vehicle only allows the NOA function to be used under appropriate circumstances, which can ensure the reliability of the NOA function and the safety of the vehicle.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function, the method also includes: when the load risk level is the preset level, continuously determining the load risk level of the vehicle within a preset time period; when the re-detected load risk level is less than the preset level, determining that the target working state of the automatic navigation assisted driving function continues to be the on state; when the re-detected load risk level is greater than or equal to the preset level, updating the target working state of the automatic navigation assisted driving function to the off state.

[0016] In the above technical solution, the preset level is the load risk level at which the roof load has a non-negligible impact on the driving stability of the vehicle. When the vehicle determines that the current load risk level is the preset level, the NOA function will not be turned off instantly, but the driver will be given a certain amount of processing time. The vehicle continues to detect the load risk level of the vehicle within a preset time period to determine whether the driver has intervened during this period. When the re-detected load risk level is still greater than or equal to the preset level, it means that the driver has not intervened during this period, that is, the roof load is still affecting the driving stability of the vehicle. In this case, the vehicle turns off the NOA function again, which can avoid the roof load from continuing to interfere with the NOA function decision, avoid potential safety risks of the vehicle, and at the same time avoid frequent switching of the NOA function working state.

[0017] In a second aspect, a device for controlling an automatic navigation assisted driving function is provided, the device comprising: a risk level determination module, for determining a load risk level of a vehicle according to a state parameter of the vehicle, the state parameter being used to indicate the driving state of the vehicle, the load risk level being used to indicate the degree of influence of the roof load on the driving stability of the vehicle; a working state determination module, for determining a target working state of the automatic navigation assisted driving function according to the load risk level; and a function control module, for controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function.

[0018] In combination with the second aspect, in some possible implementations, the risk level determination module is specifically used to: determine a load risk score of the vehicle according to the state parameter; and determine the load risk level according to the load risk score.

[0019] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the state parameter includes at least one of the roof load weight, the drag coefficient, the windward area, the shielding ratio of the image acquisition device and the inclination angle of the center of gravity of the vehicle, and before determining the load risk score of the vehicle according to the state parameter, the risk level determination module is also used to: obtain at least one of a first weight corresponding to the drag coefficient or the windward area, a second weight corresponding to the shielding ratio of the image acquisition device, a third weight corresponding to the roof load weight, and a fourth weight corresponding to the inclination angle of the center of gravity; and the wind The risk level determination module is also used to: determine a first sub-risk score based on the drag coefficient and the frontal area; and / or determine a second sub-risk score based on the occlusion ratio of the image acquisition device; and / or determine a third sub-risk score based on the roof load weight; and / or determine a fourth sub-risk score based on the center of gravity inclination angle; determine the load risk score based on the first sub-risk score and the first weight, and / or based on the second sub-risk score and the second weight, and / or based on the third sub-risk score and the third weight, and / or based on the fourth sub-risk score and the fourth weight.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the risk level determination module is also used to: determine a target drag coefficient interval from multiple drag coefficient intervals based on the drag coefficient; determine a target area interval from multiple area intervals based on the windward area; determine the first sub-risk score according to the risk score corresponding to the target drag coefficient interval and the risk score corresponding to the target area interval; and, based on the obstruction ratio, determine a target ratio interval from multiple ratio intervals; and determine the second sub-risk score as the risk score corresponding to the target ratio interval.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the risk level determination module is also used to: determine a target weight interval from multiple weight intervals based on the roof load weight; determine the third sub-risk score as the risk score corresponding to the target weight interval; and, based on the center of gravity inclination angle, determine a target angle interval from multiple angle intervals; determine the fourth sub-risk score as the risk score corresponding to the target angle interval.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the risk level determination module is also used to: determine a target score interval from multiple score intervals based on the load risk score; and determine the load risk level as the load risk level corresponding to the target score interval.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the working status determination module is specifically used to: when the load risk level is less than or equal to the preset level, determine that the target working state of the automatic navigation assisted driving function is the on state; when the load risk level is greater than the preset level, determine that the target working state of the automatic navigation assisted driving function is the off state.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, after controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function, the device also includes: a status update module, which is used to continuously determine the load risk level of the vehicle within a preset time period when the load risk level is the preset level; when the re-detected load risk level is less than the preset level, determine that the target working state of the automatic navigation assisted driving function continues to be the on state; when the re-detected load risk level is greater than or equal to the preset level, update the target working state of the automatic navigation assisted driving function to the off state.

[0025] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0026] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0027] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of a scenario of NOA function operation provided in an embodiment of the present application;

[0029] Figure 2 is a schematic flow chart of a method for controlling an automatic navigation assisted driving function provided in an embodiment of the present application;

[0030] Figure 3 is a schematic flow chart of another method for controlling an automatic navigation assisted driving function provided in an embodiment of the present application;

[0031] Figure 4 is a schematic diagram of the structure of a device for controlling an automatic navigation assisted driving function provided in an embodiment of the present application;

[0032] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0034] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0035] Before introducing the method of the embodiment of the present application, the professional terms that may be involved in the embodiment of the present application are first explained.

[0036] NOA function: The automatic navigation assisted driving function is an advanced driving assistance function in the vehicle. The NOA function allows the vehicle to automatically perform a series of driving operations under the supervision of the driver based on the route information provided by the on-board navigation system to help the vehicle reach the destination safely and efficiently. In other words, the NOA function is not automatic driving, but a semi-automatic driving function that requires driver intervention. It requires the driver to always be alert and ready to take over vehicle control at any time.

[0037] Common NOA functions include automatic lane change and overtaking, automatic entry and exit of highway ramps, adaptive cruise control, traffic light and parking sign recognition, path planning and navigation, etc.

[0038] The application scenarios of the embodiments of the present application are introduced below.

[0039] Figure 1 It is a schematic diagram of a scenario of NOA function operation provided in an embodiment of the present application.

[0040] For example, Figure 1As shown, during the startup of the vehicle 101, the user can input the destination to be reached through the onboard navigation system of the vehicle 101, and select the target driving route based on several routes provided by the onboard navigation system.

[0041] During the driving process of the vehicle 101, the user can choose whether to turn on the NOA function according to the current road and traffic conditions of the vehicle 101. When deciding to turn on the NOA function, the user can control the NOA function to be turned on by any one of voice commands, gesture operations, click operations or rotation operations. Correspondingly, the central control screen of the vehicle 101 can display an icon of the NOA function, such as Figure 1 Icon 102 is shown.

[0042] When the NOA function is turned on, vehicle 101 can automatically select the optimal lane according to the navigation route and prompt the driver to change lanes when necessary. Vehicle 101 can also identify slow-moving vehicles in front and provide overtaking suggestions to the driver, completing the automatic overtaking action after the driver confirms the overtaking. Secondly, when vehicle 101 approaches the entrance or exit of the highway, vehicle 101 will automatically adjust the speed according to the navigation instructions and enter the correct ramp. Vehicle 101 can also maintain the set speed and automatically adjust the speed according to the distance of the vehicle in front to maintain a safe following distance. Vehicle 101 can also be combined with the on-board navigation system to update the best driving path in real time to avoid congested sections or accident areas.

[0043] When there are items on the top of the vehicle 101, the operation of the NOA function may be affected. Specifically, it is mainly reflected in the following aspects:

[0044] First, the items loaded on the roof will significantly increase the wind resistance of the vehicle 101, especially when the vehicle 101 is traveling at high speed, which will not only reduce the fuel efficiency of the vehicle 101, but also make it difficult for the vehicle 101 to maintain stability in crosswinds or high-speed turns.

[0045] Second, the extra weight of the items changes the height of the center of gravity of the vehicle, making the handling of the vehicle 101 worse, especially when the vehicle 101 is making an emergency avoidance or rapid turn.

[0046] Third, when the items loaded on the roof are too large or inappropriately positioned, they may partially or completely block the camera or lidar installed on the outside of the vehicle 101, affecting the acquisition accuracy of the camera or lidar, and limiting the NOA system of the vehicle 101's ability to understand the external environment. It is unable to accurately identify road boundaries and other road participants, increasing the risk of misjudgment by the NOA system, and thus increasing the risk factor of the vehicle 101.

[0047] In summary, when the NOA function is turned on and there are items on the roof, it will affect the decision-making results of the NOA function to a certain extent.

[0048] Based on the above problems, an embodiment of the present application provides a method for controlling an automatic navigation assisted driving function. This method can dynamically adjust the state of the NOA function during vehicle driving by taking advantage of the impact of the roof load on the vehicle driving stability, thereby avoiding potential accident risks caused by the vehicle load and ensuring the vehicle's driving safety.

[0049] The following describes the implementation process of the method in the embodiment of the present application.

[0050] Figure 2 is a schematic flow chart of a method for controlling an automatic navigation assisted driving function provided in an embodiment of the present application. It should be understood that the method can be applied to Figure 1 The vehicle 101 shown is specifically applied to the electronic control unit (ECU, also called controller) of the NOA system in the vehicle 101, and is also applicable to any ECU in the vehicle 101. In the following description of the embodiments of the present application, the execution subject of the method is the NOA system ECU as an example.

[0051] For example, Figure 2 As shown, the method 200 includes steps 201 to 203.

[0052] 201. Determine a load risk level of the vehicle according to a state parameter of the vehicle. The state parameter is used to indicate a driving state of the vehicle. The load risk level is used to indicate the degree of influence of the roof load on the driving of the vehicle.

[0053] It should be understood that in the embodiment of the present application, when the NOA function of the vehicle is turned on, in order to avoid the situation where the vehicle's driving stability and handling are affected by the heavy objects on the roof, the NOA system ECU can evaluate the load condition of the vehicle's roof in real time based on the vehicle's current operating status, thereby adjusting the status of the NOA function in a timely manner. For details on the activation process of the NOA function, please refer to the aforementioned Figure 1 The introduction of this part will not be repeated here.

[0054] Specifically, the load risk level can reflect the roof load situation. The vehicle's state parameters can reflect the vehicle's operating status. The load risk level is specifically used to indicate the degree of influence of the roof load on the vehicle's driving stability. In other words, the higher the load risk level, the greater the influence of the roof load on the vehicle's driving stability; the lower the load risk level, the smaller the influence of the roof load on the vehicle's driving stability. The NOA system ECU can specifically determine the vehicle's load risk level based on the vehicle's state parameters.

[0055] Optionally, the state parameters of the vehicle include at least one of the roof load weight, the drag coefficient, the windward area, the shielding ratio of the image acquisition device and the inclination angle of the center of gravity of the vehicle.

[0056] For example, for the roof load weight, the technician can pre-install multiple weight sensors at different positions (e.g., four edges) on the top of the vehicle. During vehicle operation, the NOA system ECU can obtain the roof load weight collected by the four weight sensors and select the largest weight or calculate the average to obtain the roof load weight.

[0057] Exemplarily, for the windward area, it refers to the maximum cross-sectional area of ​​the front of the vehicle projected onto a plane perpendicular to the direction of travel. When the front of the vehicle is approximately regarded as a rectangle, when there is no load on the roof, the front of the vehicle is projected onto a plane perpendicular to the direction of travel as a plane composed of the width and height of the vehicle. In other words, when there is no load on the roof, the windward area of ​​the vehicle refers to the product of the width and height of the vehicle. When the roof is loaded with a load, the NOA system ECU can calculate the length, width and height of the object through the image of the object collected by the camera outside the vehicle. The NOA system ECU can compare the width of the object with the width of the vehicle. When the width of the loaded object is less than the width of the vehicle, the windward area of ​​the vehicle is the product of the width of the vehicle and the sum of the height of the vehicle and the height of the loaded object. When the width of the loaded object is greater than the width of the vehicle, the windward area of ​​the vehicle is the product of the width of the loaded object and the sum of the height of the vehicle and the height of the loaded object.

[0058] For example, for the drag coefficient, the NOA system ECU can specifically calculate it using the following formula (1):

[0059]

[0060] Wherein, in formula (1):

[0061] F d : Air resistance, unit: Newton (N);

[0062] ρ: air density, unit: kg / m3 3 );

[0063] v: vehicle speed, unit: kilometers per hour (km / h);

[0064] C d : drag coefficient, dimensionless;

[0065] A: Windward area, unit: square meters (m 2 ).

[0066] For air resistance F dThe NOA system ECU can obtain the vehicle's driving force based on Newton's second law F=ma, combined with the vehicle's mass and acceleration, and then subtract the vehicle's rolling resistance from the vehicle's driving force to obtain the air resistance.

[0067] After obtaining the air resistance, the NOA system ECU can reversely infer the vehicle's drag coefficient based on the current vehicle speed, frontal area and air density.

[0068] Exemplarily, the occlusion ratio of the image acquisition device refers to the ratio of the occluded portion of the image acquisition device's field of view to the total field of view. Optionally, the occlusion ratio can be expressed as the ratio of occlusion area / total area; or it can be expressed as the number of occlusion points / total number of points. The following embodiment of the present application takes the second method of expressing the occlusion ratio as an example to introduce.

[0069] Optionally, the image acquisition device includes a camera and a laser radar installed outside the vehicle. For the occlusion ratio of the camera, the technician can pre-establish a background model of the camera. During the operation of the camera, the NOA system ECU can identify the foreground object based on motion detection technology and use contour extraction to identify the occluded area of ​​the camera. Furthermore, the NAO system ECU obtains the occlusion ratio of the camera by counting the number of pixels in the occluded area and taking the quotient from the total number of pixels of the camera.

[0070] For the occlusion ratio of the laser radar, after the NOA system ECU receives the three-dimensional point cloud data of the laser radar, it divides the space into voxels (i.e. small cubes) and counts the number of points in the point cloud included in each voxel. The number of points corresponding to each voxel is obtained, and the ratio is compared with the preset number of points corresponding to a frame of point cloud during the laser radar detection process to obtain the occlusion ratio of the laser radar.

[0071] For example, the center of gravity tilt angle of the vehicle may change at any time during the driving process due to the influence of the roof load. Based on this, the NOA system ECU can first estimate the center of gravity of the vehicle based on multiple weight sensors in the vehicle. Further, the tilt angle sensor installed at the bottom of the vehicle body monitors the tilt of the center of gravity of the vehicle and obtains the center of gravity tilt angle.

[0072] After obtaining at least one state parameter among the multiple state parameters of the vehicle, the NOA system ECU can further calculate the load risk level of the vehicle according to the at least one state parameter.

[0073] In a possible implementation, determining the load risk level of the vehicle according to the state parameters of the vehicle includes:

[0074] Determine the vehicle's load risk score based on the status parameters;

[0075] Determine the load risk level based on the load risk score.

[0076] Specifically, in an embodiment of the present application, when the NOA system ECU evaluates the load risk level of the vehicle based on the state parameters, it can determine the load risk score corresponding to the state parameter according to the different values ​​of the state parameter, so as to quantitatively evaluate the impact of the current state parameter on the vehicle's driving stability. The technician can pre-set the load risk level under different scores. The higher the load risk score, the higher the corresponding load risk level, that is, the greater the impact of the roof load on the vehicle's driving stability. The NOA system ECU can determine the load risk level through the load risk score.

[0077] The calculation process of the load risk score is as follows.

[0078] In a possible implementation, before determining the load risk score of the vehicle according to the state parameter, the method further includes:

[0079] Obtain at least one of a first weight corresponding to a drag coefficient or a windward area, a second weight corresponding to a shielding ratio of an image acquisition device, a third weight corresponding to a roof load weight, and a fourth weight corresponding to an inclination angle of a center of gravity;

[0080] And, based on the status parameters, determine the load risk score, including:

[0081] determining a first sub-risk score based on the drag coefficient and the frontal area; and / or,

[0082] determining a second sub-risk score according to the occlusion ratio of the image acquisition device; and / or,

[0083] Determine a third sub-risk score based on the roof load weight; and / or,

[0084] determining a fourth sub-risk score according to the inclination angle of the center of gravity; and / or,

[0085] The load risk score is determined based on the first sub-risk score and the first weight, and / or based on the second sub-risk score and the second weight, and / or based on the third sub-risk score and the third weight, and / or based on the fourth sub-risk score and the fourth weight.

[0086] In the embodiment of the present application, considering the influence of different state parameters on the driving stability of the vehicle, the technician can set different weights for each state parameter in advance. For example, when the image acquisition device is blocked, it will seriously affect the judgment of the NOA system ECU on the surrounding environment during the vehicle's driving, and affect the decision-making result of the NOA system ECU. Therefore, the technician can set a higher weight for the state parameter of the occlusion ratio of the image acquisition device. For another example, when the inclination angle of the center of gravity is relatively large, it means that the higher the probability of the vehicle deviating from the expected driving route, the greater the danger of the vehicle's driving. Therefore, the technician can set a higher weight for the inclination angle of the center of gravity.

[0087] Optionally, the drag coefficient and the windward area are closely related in the embodiment of the present application. Therefore, the technician can set the first weight corresponding to the drag coefficient and the windward area to 0.2, the shielding ratio of the image acquisition device to 0.3, the third weight corresponding to the roof load weight to 0.2, and the fourth weight corresponding to the center of gravity inclination angle to 0.3.

[0088] The weights of the above-mentioned preset several state parameters can be pre-stored in the NOA system ECU. When calculating the load risk score, the NOA system ECU can obtain at least one of the four weights according to the type of the collected state parameters. For example, when the state parameters only include the image acquisition device, the NOA system ECU can only obtain the second weight; when the state parameters include the image acquisition device and the center of gravity tilt angle, the NOA system ECU can obtain the second weight and the fourth weight.

[0089] When calculating the load risk score, the NOA system ECU can calculate the sub-risk scores corresponding to the currently acquired state parameters, and then combine the weights of the currently acquired state parameters to obtain the load risk score. When there is only one state parameter currently acquired, the load risk score is determined by the current state parameter and the weight corresponding to the state parameter; when there are multiple state parameters currently acquired, the load risk score is determined by the multiple state parameters and the weights corresponding to the multiple state parameters.

[0090] Specifically, the calculation process of the final load risk score can be expressed by the following formula (2).

[0091]

[0092] Wherein, in formula (2):

[0093] x i : The sub-detection score corresponding to the i-th state parameter;

[0094] a i : The weight corresponding to the i-th state parameter;

[0095] Q: Load risk score.

[0096] The calculation process of the sub-detection score corresponding to each state parameter is as follows.

[0097] In a possible implementation, determining the first sub-risk score according to the drag coefficient and the frontal area includes:

[0098] Based on the drag coefficient, determining a target drag coefficient interval from a plurality of drag coefficient intervals;

[0099] Based on the windward area, a target area interval is determined from a plurality of area intervals;

[0100] Determining a first sub-risk score according to the risk score corresponding to the target drag coefficient range and the risk score corresponding to the target area range;

[0101] And, determining a second sub-risk score according to the occlusion ratio of the image acquisition device, including:

[0102] Based on the occlusion ratio, a target ratio interval is determined from a plurality of ratio intervals;

[0103] The second sub-risk score is determined as the risk score corresponding to the target proportion interval.

[0104] Specifically, the technicians may set a plurality of drag coefficient intervals in advance according to the effects of different drag coefficients on vehicle stability during vehicle driving, and set a different risk score for each drag coefficient interval.

[0105] Optionally, the multiple drag coefficient intervals may be drag coefficient interval 1—(0, 0.1], drag coefficient interval 2—(0.1, 0.2], and drag coefficient interval 3—(0.2, 0.3]. The risk score corresponding to drag coefficient interval 1 is 1, representing low risk; the risk score corresponding to drag coefficient interval 2 is 2, representing medium risk; and the risk score corresponding to drag coefficient interval 3 is 3, representing high risk.

[0106] Similarly, technicians can set multiple area intervals in advance according to the impact of different frontal areas on vehicle stability during driving, and set different risk scores for each area interval.

[0107] Optionally, the multiple area intervals may be area interval 1—(0, 0.2], area interval 2—(0.2, 0.4], and area interval 3—(0.4, 0.6]. The risk score corresponding to area interval 1 is 1, representing low risk; the risk score corresponding to area interval 2 is 2, representing medium risk; and the risk score corresponding to area interval 3 is 3, representing high risk.

[0108] After obtaining multiple drag coefficient intervals and multiple area intervals, the risk score corresponding to each interval, and the current drag coefficient and windward area, the NOA system ECU can respectively determine the target drag coefficient interval corresponding to the drag coefficient, and the target area interval corresponding to the windward area. Further, the NOA system ECU can determine the risk score corresponding to the target drag coefficient interval, and the risk score corresponding to the target area interval.

[0109] Finally, the NOA system ECU can use the risk score corresponding to the target drag coefficient range and the risk score corresponding to the target area range, with the larger value, as the first sub-risk score; or, use the average of the risk score corresponding to the target drag coefficient range and the risk score corresponding to the target area range as the first sub-risk score.

[0110] Similarly, for the second sub-risk score, technicians can set multiple proportion intervals in advance according to the impact of different degrees of occlusion on vehicle stability during vehicle driving, and set a different risk score for each proportion interval.

[0111] Optionally, the multiple proportional intervals may be proportional interval 1—(0, 0.1], proportional interval 2—(0.1, 0.2], and proportional interval 3—(0.2, 0.3].

[0112] For the risk score corresponding to each ratio interval, since the corresponding weight of the image acquisition device is relatively high, for the state parameter with a higher weight, when the corresponding state parameter interval is the same as the risk level (i.e., low risk, medium risk, high risk) represented by the state parameter interval with a lower weight, the risk score of the parameter interval of the state parameter with a higher weight can be set higher. For example, the risk score corresponding to the ratio interval 1 is 2, representing low risk; the risk score corresponding to the ratio interval 2 is 4, representing medium risk; the risk score corresponding to the ratio interval 3 is 6, representing high risk. In another way, when the corresponding state parameter interval is the same as the risk level (i.e., low risk, medium risk, high risk) represented by the state parameter interval with a lower weight, the risk score of the parameter interval of the state parameter with a higher weight can be set to be the same as the risk score of the parameter interval with the weight. For example, the risk score corresponding to the ratio interval 1 is 1, representing low risk; the risk score corresponding to the ratio interval 2 is 2, representing medium risk; the risk score corresponding to the ratio interval 3 is 3, representing high risk. The first risk score setting method is used as an example in the embodiments of the present application.

[0113] The image acquisition device includes a camera and a laser radar. After the NOA system ECU obtains the ratio of the current vehicle image acquisition device, the target ratio interval corresponding to the camera and the target ratio interval corresponding to the laser radar can be determined respectively. The NOA system ECU further determines the risk score of the target ratio interval corresponding to the camera, and the risk score of the target ratio interval corresponding to the laser radar. The NOA system ECU can use the average of the two risk scores as the second sub-risk score, or use the risk score with the larger value of the two risk scores as the second sub-risk score.

[0114] For example, assuming that the target ratio interval corresponding to the camera is ratio interval 1, and the target ratio interval corresponding to the laser radar is ratio interval 2. The NOA system ECU may determine that the risk score of the target ratio interval corresponding to the camera is 2, and the risk score of the target ratio interval corresponding to the laser radar is 4. Then the second sub-risk score may be 3 or 4.

[0115] The process of determining the third sub-risk score and the fourth sub-risk score is similar to the process of determining the first sub-risk score and the second sub-risk score.

[0116] In a possible implementation, the third sub-risk score is determined according to the roof load weight, including:

[0117] Based on the roof load weight, a target weight interval is determined from a plurality of weight intervals;

[0118] determining the third sub-risk score as the risk score corresponding to the target weight range;

[0119] And, according to the inclination angle of the center of gravity, a fourth sub-risk score is determined, including:

[0120] Based on the inclination angle of the center of gravity, a target angle interval is determined from a plurality of angle intervals;

[0121] The fourth sub-risk score is determined as the risk score corresponding to the target angle interval.

[0122] For the third sub-risk score, technicians can set multiple weight ranges in advance according to the impact of different roof load weights on vehicle stability during vehicle driving, and set different risk scores for each weight range.

[0123] Optionally, the multiple weight intervals may be weight interval 1—(0, 20], weight interval 2—(20, 40], and weight interval 3—(40, 60].

[0124] Specifically, the risk score corresponding to weight interval 1 is 1, representing low risk; the risk score corresponding to weight interval 2 is 2, representing medium risk; and the risk score corresponding to weight interval 3 is 3, representing high risk.

[0125] After determining the roof load weight, the NOA system ECU may determine a target weight interval from a plurality of weight intervals according to the current roof load weight, and determine the risk score corresponding to the target weight interval as the third sub-risk score.

[0126] Similarly, for the fourth sub-risk score, technicians can set multiple angle intervals in advance according to the impact of different center of gravity inclination angles on vehicle stability during vehicle driving, and set different risk scores for each angle interval.

[0127] Optionally, the multiple angle intervals may be angle interval 1—(0°, 2°], ratio interval 2—(2°, 4°], and ratio interval 3—(4°, 6°].

[0128] Specifically, the risk score corresponding to angle interval 1 is 2, representing low risk; the risk score corresponding to angle interval 2 is 4, representing medium risk; and the risk score corresponding to angle interval 3 is 6, representing high risk.

[0129] After determining the current tilt angle of the center of gravity, the NOA system ECU may determine a target angle interval from multiple angle intervals according to the current tilt angle of the center of gravity, and determine the risk score corresponding to the target angle interval as the fourth sub-risk score.

[0130] After determining the sub-risk scores corresponding to the different currently acquired state parameters through the above process, the NOA system ECU can calculate the final load risk score by combining the weights corresponding to the sub-risk scores of the current state parameters through the above formula (2).

[0131] In the embodiment of the present application, the technician can set multiple scoring intervals and multiple load risk levels according to the vehicle stability corresponding to different load risk scores. Each scoring interval corresponds to a load risk level. The higher the score, the greater the load risk level, and the worse the stability of the vehicle.

[0132] Exemplarily, the multiple scoring intervals may be 3 scoring intervals, namely, scoring interval 1-(0, 2], scoring interval 2-(2, 4] and scoring interval 3-(4, 6]. The load risk level corresponding to scoring interval 1 is the first level, the load risk level corresponding to scoring interval 2 is the second level, and the load risk level corresponding to scoring interval 3 is the third level. Among them, the driving stability of the vehicle at the first level is better than the driving stability of the vehicle at the second level, and the driving stability of the vehicle at the second level is better than the driving stability of the vehicle at the third level.

[0133] The NOA system ECU can determine the load risk level based on the above-mentioned pre-set multiple scoring intervals.

[0134] In a possible implementation, the load risk level is determined according to the load risk score, including:

[0135] Based on the load risk score, a target score interval is determined from multiple score intervals;

[0136] The load risk level is determined as the load risk level corresponding to the target scoring range.

[0137] For example, assuming that the current load risk score is 2.4, the NOA system ECU determines that the target score interval of the current load risk score is score interval 2 by comparing the current load risk score with the aforementioned multiple score intervals, and therefore determines that the current load risk level is the second level.

[0138] 202. Determine a target working state of the automatic navigation assisted driving function according to the load risk level.

[0139] After the NOA system ECU determines the load risk level through 201, the target working state of the NOA function can be determined according to the load risk level.

[0140] In a possible implementation, the target working state of the automatic navigation assisted driving function is determined according to the load risk level, including:

[0141] When the load risk level is less than or equal to the preset level, determining that the target working state of the automatic navigation assisted driving function is an on state;

[0142] When the load risk level is greater than the preset level, the target working state of the automatic navigation assisted driving function is determined to be the off state.

[0143] Optionally, the preset level is the second level.

[0144] When the load risk level is the first or second level, it means that the current roof load has not had a serious impact on the vehicle's driving stability. In this case, the NOA system ECU can determine that the NOA function can continue to be controlled. When the load risk level is the third level, it means that the current roof load has had a very serious impact on the vehicle's driving stability. In this case, the NOA system ECU needs to immediately turn off the NOA function to ensure the safety of the vehicle.

[0145] In the above technical solution, when the load risk level is greater than the preset level, the vehicle controls the NOA function to be turned off, which can effectively prevent the misjudgment caused by the vehicle continuing to use the NOA function under unstable load conditions and prevent safety accidents of the vehicle. In other words, in this application, the vehicle only allows the NOA function to be used under appropriate circumstances, which can ensure the reliability of the NOA function and the safety of the vehicle.

[0146] 203 , based on the target working state of the automatic navigation assisted driving function, controlling the operation of the automatic navigation assisted driving function.

[0147] After the target working state of the current NOA function is determined through 202 , the NOA system ECU can control the operation of the NOA function according to the determined target working state.

[0148] It should be noted that when the load risk level is the first level, it means that the current roof load will not affect the normal driving of the vehicle, so the NOA system ECU determines that the target working state of the current NOA function is the on state. When the load risk level is the second level, it means that the current roof load has a relatively light impact on the normal driving of the vehicle, so the NOA system ECU also determines that the target working state of the current NOA function is the on state. Different from the first level, since the roof load at the second level has a certain degree of impact on the driving stability of the vehicle, in order to avoid the impact of the movement of roof items during vehicle driving on the NOA function (for example, items blocking the camera or lidar), the NOA system ECU can also generate target prompt information according to the current load risk level to remind the driver to remove the roof items in time. Therefore, in this case, the NOA system ECU can continuously detect whether the load risk level has decreased within a preset time period to determine whether the driver has removed the roof items.

[0149] In a possible implementation, after controlling the automatic navigation assisted driving function to run based on the target working state of the automatic navigation assisted driving function, the method further includes:

[0150] When the load risk level is a preset level, continuously determining the load risk level of the vehicle within a preset time period;

[0151] When the re-tested load risk level is lower than the preset level, determining that the target working state of the automatic navigation assisted driving function continues to be the on state;

[0152] When the re-detected load risk level is greater than or equal to the preset level, the target working state of the automatic navigation assisted driving function is updated to the off state.

[0153] Specifically, the preset duration may be 5 minutes.

[0154] When the load risk level is determined to be the second level, the NOA system ECU can continuously obtain the vehicle's status parameters and re-determine the vehicle's load risk level within the next 5 minutes.

[0155] Within 5 minutes, if the re-detected load risk level is lower than the second level, that is, the load risk level is reduced from the original second level to the first level, it means that the driver has removed the items on the roof. In this case, the NOA system ECU can determine that the target working state remains on.

[0156] On the contrary, if the re-tested load risk level remains at the second level or even higher than the second level within 5 minutes, it means that the driver has not removed the items on the roof. In order to ensure the safety of the vehicle, the NOA system ECU updates the target working state of the NOA function from the previously determined on state to the off state.

[0157] In the above technical solution, the preset level is the load risk level at which the roof load has a non-negligible impact on the driving stability of the vehicle. When the vehicle determines that the current load risk level is the preset level, the NOA function will not be turned off instantly, but the driver will be given a certain amount of processing time. The vehicle continues to detect the load risk level of the vehicle within a preset time period to determine whether the driver has intervened during this period. When the re-detected load risk level is still greater than or equal to the preset level, it means that the driver has not intervened during this period, that is, the roof load is still affecting the driving stability of the vehicle. In this case, the vehicle turns off the NOA function again, which can avoid the roof load from continuing to interfere with the NOA function decision, avoid potential safety risks of the vehicle, and at the same time avoid frequent switching of the NOA function working state.

[0158] In order to facilitate understanding of the solution of the embodiment of the present application, Figure 3 The overall process of the embodiment of the present application is introduced.

[0159] Figure 3 It is a schematic flowchart of another method for controlling the automatic navigation assisted driving function provided in an embodiment of the present application.

[0160] For example, Figure 3 As shown, the method 300 includes steps 301 to 310.

[0161] 301, obtaining the state parameters of the vehicle.

[0162] 302, determining a load risk score of the vehicle according to the state parameter.

[0163] Depending on the status parameters, each status parameter corresponds to a sub-risk score.

[0164] determining a first sub-risk score based on the drag coefficient and the frontal area; and / or,

[0165] determining a second sub-risk score according to the occlusion ratio of the image acquisition device; and / or,

[0166] Determine a third sub-risk score based on the roof load weight; and / or,

[0167] The fourth sub-risk score is determined based on the inclination angle of the center of gravity.

[0168] 303, determining a load risk score according to the first sub-risk score and the first weight, and / or according to the second sub-risk score and the second weight, and / or according to the third sub-risk score and the third weight, and / or according to the fourth sub-risk score and the fourth weight.

[0169] 304. Determine the load risk level based on the load risk score.

[0170] 305, determining whether the load risk level is greater than a preset level.

[0171] When the load risk level is less than or equal to the preset level, execute 306 or 307;

[0172] When the load risk level is greater than the preset level, execute 308.

[0173] 306. When the load risk level is the first level, determine that the target working state of the automatic navigation assisted driving function is the on state.

[0174] 307, when the load risk level is the second level, determining that the target working state of the automatic navigation assisted driving function is the on state.

[0175] 308. When the load risk level is the third level, determine that the target working state of the automatic navigation assisted driving function is the off state.

[0176] 309. When the load risk level is the second level, determine whether the load risk level is reduced within a preset time period.

[0177] If the load risk level does not decrease within the preset time, execute 310;

[0178] If the load risk level decreases within the preset time period, execute 311.

[0179] 310, update the target working state to the closed state.

[0180] 311, determine that the target working state is the on state.

[0181] 301-311 in the above method 300 and 201-203 in method 200 have the same inventive concept. Please refer to the introduction of method 200 for details, which will not be repeated here.

[0182] In summary, during the process of turning on the NOA function of the vehicle, the present application provides a method for controlling the automatic navigation assisted driving function. In the specific implementation process of this method, the vehicle can determine the current vehicle load risk level according to its own state parameters during driving, so as to determine the degree of influence of the current roof load on the vehicle driving stability. Further, the vehicle can determine the current target working state of the NOA function according to the load risk level, and control the NOA function to operate in the current target working state. In the above process, when the NOA function is turned on, the vehicle can dynamically and flexibly adjust the state of the NOA function through the influence of the roof load on the vehicle driving stability, thereby avoiding the potential dangers caused by still turning on the NOA function when the roof load is too heavy, and ensuring the driving safety of the vehicle. In addition, the above-mentioned automatic adjustment of the working state of the NOA function according to the load risk level does not require manual adjustment by the user, reduces the driving burden of the driver, and provides users with a better driving experience.

[0183] Figure 4 It is a structural schematic diagram of a device for controlling automatic navigation assisted driving function provided in an embodiment of the present application.

[0184] For example, Figure 4 As shown, the device 400 includes a risk level determination module 401 , a working state determination module 402 and a function control module 403 .

[0185] The risk level determination module 401 is used to determine the load risk level of the vehicle according to the state parameter of the vehicle, the state parameter is used to indicate the driving state of the vehicle, and the load risk level is used to indicate the influence of the roof load on the driving stability of the vehicle;

[0186] A working state determination module 402 is used to determine a target working state of the automatic navigation assisted driving function according to the load risk level;

[0187] The function control module 403 is used to control the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function.

[0188] In a possible implementation, the risk level determination module 401 is specifically used to: determine the load risk score of the vehicle according to the state parameter; and determine the load risk level according to the load risk score.

[0189] In a possible implementation, the state parameter includes at least one of the roof load weight, the drag coefficient, the windward area, the shielding ratio of the image acquisition device, and the inclination angle of the center of gravity of the vehicle. Before determining the load risk score of the vehicle according to the state parameter, the risk level determination module 401 is also used to: obtain at least one of the first weight corresponding to the drag coefficient or the windward area, the second weight corresponding to the shielding ratio of the image acquisition device, the third weight corresponding to the roof load weight, and the fourth weight corresponding to the inclination angle of the center of gravity; and the risk level determination module 401 is also used to: determine a first sub-risk score according to the drag coefficient and the frontal area; and / or determine a second sub-risk score according to the occlusion ratio of the image acquisition device; and / or determine a third sub-risk score according to the roof load weight; and / or determine a fourth sub-risk score according to the center of gravity inclination angle; determine the load risk score according to the first sub-risk score and the first weight, and / or according to the second sub-risk score and the second weight, and / or according to the third sub-risk score and the third weight, and / or according to the fourth sub-risk score and the fourth weight.

[0190] In a possible implementation, the risk level determination module 401 is further used to: determine a target drag coefficient interval from multiple drag coefficient intervals based on the drag coefficient; determine a target area interval from multiple area intervals based on the frontal area; determine the first sub-risk score according to the risk score corresponding to the target drag coefficient interval and the risk score corresponding to the target area interval; and determine a target ratio interval from multiple ratio intervals based on the obstruction ratio; and determine the second sub-risk score as the risk score corresponding to the target ratio interval.

[0191] In one possible implementation, the risk level determination module 401 is also used to: determine a target weight interval from multiple weight intervals based on the roof load weight; determine the third sub-risk score as the risk score corresponding to the target weight interval; and, based on the center of gravity inclination angle, determine a target angle interval from multiple angle intervals; determine the fourth sub-risk score as the risk score corresponding to the target angle interval.

[0192] In a possible implementation, the risk level determination module 401 is further used to: determine a target score interval from multiple score intervals based on the load risk score; and determine the load risk level as the load risk level corresponding to the target score interval.

[0193] In one possible implementation, the working state determination module 402 is specifically used to: when the load risk level is less than or equal to the preset level, determine that the target working state of the automatic navigation assisted driving function is the on state; when the load risk level is greater than the preset level, determine that the target working state of the automatic navigation assisted driving function is the off state.

[0194] Optionally, after controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function, the device also includes: a status update module, used to continuously determine the load risk level of the vehicle within a preset time period when the load risk level is the preset level; when the re-detected load risk level is less than the preset level, determine that the target working state of the automatic navigation assisted driving function continues to be the on state; when the re-detected load risk level is greater than or equal to the preset level, update the target working state of the automatic navigation assisted driving function to the off state.

[0195] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0196] For example, Figure 5 As shown, the vehicle 101 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for controlling an automatic navigation assisted driving function.

[0197] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling an automatic navigation assisted driving function provided in an embodiment of the present application.

[0198] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0199] In the case of dividing each functional module according to each function, the device may also include a risk level determination module, a working state determination module, a functional control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0200] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling the automatic navigation assisted driving function, and thus can achieve the same effect as the above-mentioned implementation method.

[0201] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0202] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0203] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling the automatic navigation assisted driving function provided in the above embodiment.

[0204] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling the automatic navigation assisted driving function provided in the above embodiment.

[0205] This embodiment also provides a computer program product. When the computer program product runs on a computer, it enables the computer to execute the above-mentioned related steps to implement a method for controlling the automatic navigation assisted driving function provided by the above embodiment.

[0206] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0207] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0208] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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 through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0209] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling an automatic navigation assisted driving function, characterized in that: The method comprises: Determining a load risk level of the vehicle according to a state parameter of the vehicle, wherein the state parameter is used to indicate the driving state of the vehicle, and the load risk level is used to indicate the degree of influence of the roof load on the driving stability of the vehicle; Determining a target working state of the automatic navigation assisted driving function according to the load risk level; Based on the target working state of the automatic navigation assisted driving function, the operation of the automatic navigation assisted driving function is controlled.

2. The method according to claim 1, characterized in that The determining, according to the state parameters of the vehicle, the load risk level of the vehicle comprises: Determining a load risk score of the vehicle according to the state parameter; The load risk level is determined according to the load risk score.

3. The method according to claim 2, characterized in that The state parameters include at least one of the weight of the roof load, the drag coefficient, the frontal area, the shielding ratio of the image acquisition device, and the inclination angle of the center of gravity of the vehicle. Before determining the load risk score of the vehicle according to the state parameters, the method further includes: Obtain at least one of a first weight corresponding to the drag coefficient or the windward area, a second weight corresponding to the shielding ratio of the image acquisition device, a third weight corresponding to the roof load weight, and a fourth weight corresponding to the inclination angle of the center of gravity; And, determining the load risk score according to the state parameter includes: determining a first sub-risk score according to the drag coefficient and the frontal area; and / or, determining a second sub-risk score according to the occlusion ratio of the image acquisition device; and / or, Determine a third sub-risk score based on the roof load weight; and / or, determining a fourth sub-risk score according to the center of gravity inclination angle; The load risk score is determined according to the first sub-risk score and the first weight, and / or according to the second sub-risk score and the second weight, and / or according to the third sub-risk score and the third weight, and / or according to the fourth sub-risk score and the fourth weight.

4. The method according to claim 3, characterized in that The determining a first sub-risk score according to the drag coefficient and the frontal area includes: Based on the drag coefficient, determining a target drag coefficient interval from a plurality of drag coefficient intervals; Based on the windward area, determining a target area interval from a plurality of area intervals; determining the first sub-risk score according to the risk score corresponding to the target drag coefficient range and the risk score corresponding to the target area range; And, determining the second sub-risk score according to the occlusion ratio of the image acquisition device includes: Based on the occlusion ratio, determining a target ratio interval from a plurality of ratio intervals; The second sub-risk score is determined as the risk score corresponding to the target proportion interval.

5. The method according to claim 3, characterized in that: Determining the third sub-risk score according to the roof load weight includes: determining a target weight interval from a plurality of weight intervals based on the roof load weight; Determining the third sub-risk score as the risk score corresponding to the target weight range; And, determining a fourth sub-risk score according to the center of gravity inclination angle includes: Based on the center of gravity inclination angle, determining a target angle interval from a plurality of angle intervals; The fourth sub-risk score is determined as the risk score corresponding to the target angle interval.

6. The method according to claim 1 or 2, characterized in that: Determining the load risk level according to the load risk score includes: Based on the load risk score, determining a target score interval from a plurality of score intervals; The load risk level is determined as the load risk level corresponding to the target scoring interval.

7. The method according to claim 6, characterized in that Determining a target working state of the automatic navigation assisted driving function according to the load risk level includes: When the load risk level is less than or equal to a preset level, determining that the target working state of the automatic navigation assisted driving function is an on state; When the load risk level is greater than the preset level, the target working state of the automatic navigation assisted driving function is determined to be a closed state.

8. The method according to claim 7, characterized in that After controlling the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function, the method further includes: When the load risk level is the preset level, continuously determining the load risk level of the vehicle within a preset time period; When the re-detected load risk level is less than the preset level, determining that the target working state of the automatic navigation assisted driving function continues to be the on state; When the re-detected load risk level is greater than or equal to the preset level, the target working state of the automatic navigation assisted driving function is updated to the off state.

9. A device for controlling an automatic navigation assisted driving function, characterized in that: The device comprises: a risk level determination module, used to determine the load risk level of the vehicle according to the state parameters of the vehicle, wherein the state parameters are used to represent the driving state of the vehicle, and the load risk level is used to represent the degree of influence of the roof load on the driving stability of the vehicle; A working state determination module, used to determine a target working state of the automatic navigation assisted driving function according to the load risk level; A function control module is used to control the operation of the automatic navigation assisted driving function based on the target working state of the automatic navigation assisted driving function.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

Images