Vehicle control method, vehicle, vehicle networking system and storage medium

Abstract

The invention discloses a vehicle control method, a vehicle, a vehicle networking system and a storage medium, the vehicle comprises a vehicle head and a carriage which are detachably connected, and the vehicle control method comprises the steps that the vehicle is in a self-adaptive cruise state; receiving a cruise avoidance control instruction, wherein the cruise avoidance control instruction is determined based on the roadside sensing information and the motion state information of the vehicle; and according to the cruise avoidance control instruction, the connection state of the vehicle head and the carriage is controlled, and the operation states of the vehicle head and the carriage are controlled. By means of the method, controllable separation and independent operation of the vehicle head and the compartment can be achieved, the vehicle can make adaptive avoidance according to environment changes during automatic cruise, the avoidance capacity of the vehicle for sudden obstacles is enhanced, the obstacle avoidance flexibility and response capacity of the vehicle in the automatic cruise state are improved, the collision risk is reduced, and the safety of the vehicle is improved. Therefore, the driving safety of the self-adaptive cruise of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a vehicle control method, a vehicle, a vehicle networking system, and a computer-readable storage medium. Background Art

[0002] Currently, many vehicles are equipped with an ACC (Adaptive Cruise Control) system, which can automatically adjust the driving speed of the vehicle based on sensing devices such as radar or cameras according to the detected speed and distance of the vehicle ahead to achieve an intelligent following function.

[0003] However, in actual road scenarios, when a vehicle (such as a tractor) is in the adaptive cruise state and is following a vehicle, if the target vehicle ahead suddenly discovers an obstacle in front of it and quickly changes lanes to avoid it, at this time, due to the large overall mass of the tractor, the relatively long carriage length, and the slow operation and response speed, it is very difficult to synchronously change lanes within a short time, and thus it is easy to collide with the obstacle ahead. Such collisions, due to the short occurrence distance and insufficient reaction time, often cause relatively serious vehicle damage and personal injuries, especially with a higher risk in a high-speed driving environment. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, an object of the present invention is to provide a vehicle control method, which can achieve controllable separation and independent operation of the vehicle head and the carriage, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, enhancing the vehicle's avoidance ability for sudden obstacles, improving the obstacle avoidance flexibility and response ability of the vehicle in the automatic cruise state, reducing the collision risk, and thus improving the driving safety of the vehicle during adaptive cruise.

[0005] A second object of the present invention is to provide a vehicle control method.

[0006] A third object of the present invention is to provide a vehicle.

[0007] A fourth object of the present invention is to provide a vehicle networking system.

[0008] A fifth object of the present invention is to provide a computer-readable storage medium.

[0009] To achieve the above object, a vehicle control method according to an embodiment of the first aspect of the present invention, the vehicle includes a separable head and a carriage, and the vehicle control method includes: the vehicle is in an adaptive cruise state; a cruise avoidance control instruction is received, and the cruise avoidance control instruction is determined based on roadside perception information and the motion state information of the vehicle; according to the cruise avoidance control instruction, the connection state between the head and the carriage is controlled, and the running states of the head and the carriage are respectively controlled.

[0010] According to the vehicle control method of the embodiment of the present invention, when the vehicle is in an adaptive cruise state, after the system receives the cruise avoidance control instruction determined based on the roadside perception information and the vehicle's own motion state information, it can actively control the connection state between the head and the carriage to achieve controllable connection or separation between the head and the carriage. When the head and the carriage are separated, the system further independently controls the running states of the head and the carriage respectively, so that they can respond to the emergence of a sudden obstacle ahead as two independent units and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to their large vehicle mass and long carriages, resulting in poor maneuverability and response lag. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0011] In some embodiments, the cruise avoidance control instruction includes a first instruction, and the first instruction corresponds to an instruction with a first-level collision risk level between the vehicle and a front object, where the front object is an object in front of the target vehicle being tracked in front of the vehicle; according to the cruise avoidance control instruction, controlling the connection state between the head and the carriage and respectively controlling the running states of the head and the carriage includes: when the cruise avoidance control instruction is the first instruction, the head is separated from the carriage, the head follows the target vehicle being tracked in front of the vehicle to turn out of the current driving road, and the emergency braking function of the carriage is activated.

[0012] In some embodiments, the cruise avoidance control instruction includes a second instruction corresponding to a second-level instruction for the collision risk level between the vehicle and the object ahead, where the object ahead is an object in front of the target vehicle being tracked ahead of the vehicle, and the collision risk of the second level is higher than that of the first level; according to the cruise avoidance control instruction, controlling the connection state between the vehicle head and the carriage and respectively controlling the running states of the vehicle head and the carriage, including: when the cruise avoidance control instruction is the second instruction, the vehicle head is separated from the carriage, the vehicle head follows the target vehicle being tracked ahead of the vehicle to turn out of the current driving road, the connecting device of the carriage moves to the inside of the carriage, the buffer device of the carriage moves to the connection side between the carriage and the vehicle head, and the emergency braking function of the carriage is activated.

[0013] In some embodiments, the vehicle control method further includes: when the target vehicle being tracked ahead of the vehicle turns out of the current driving road and the collision risk level between the vehicle and the object ahead is the third level, the emergency braking function of the vehicle is activated, and the collision risk of the third level is lower than that of the first level; where the object ahead is an object in front of the target vehicle being tracked ahead of the vehicle.

[0014] To achieve the above object, a vehicle control method according to an embodiment of the second aspect of the present invention is used for a cloud platform. The vehicle control method includes: obtaining roadside perception information and the motion state information of the vehicle; determining the collision risk level between the vehicle and the object ahead according to the roadside perception information and the motion state information of the vehicle, where the object ahead is an object in front of the target vehicle being tracked ahead of the vehicle; and sending a cruise avoidance control instruction according to the collision risk level.

[0015] According to the vehicle control method of the embodiments of the present invention, the cloud platform can obtain the roadside perception information and the motion state information of the vehicle, and based on this information, intelligently judge the collision risk level between the vehicle and the object in front, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head and the carriage, realizing controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, so that they can respond to the sudden obstacle in front as two independent units, and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors, such as poor mobility and lagging response due to the large vehicle mass and long carriage. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0016] In some embodiments, the roadside perception information includes the determination information of the target vehicle in front of the vehicle turning out of the current driving road and the relative distance between the vehicle and the object in front when the target vehicle in front of the vehicle turns out of the current driving road; the motion state information of the vehicle includes the vehicle speed; determining the collision risk level between the vehicle and the object in front according to the roadside perception information and the motion state information of the vehicle includes: determining the collision risk coefficient between the vehicle and the object in front according to the relative distance between the vehicle and the object in front when the target vehicle in front of the vehicle turns out of the current driving road and the vehicle speed; determining the collision risk level based on the collision risk threshold condition satisfied by the collision risk coefficient.

[0017] In some embodiments, determining the collision risk level based on the collision risk threshold condition satisfied by the collision risk coefficient includes at least one of the following: when the collision risk coefficient satisfies: the first collision risk threshold < TTC ≤ the second collision risk threshold, the collision risk level is the first level, where the TTC is the collision risk coefficient; when the collision risk coefficient satisfies: TTC ≤ the first collision risk threshold, the collision risk level is the second level, where the TTC is the collision risk coefficient, and the collision risk of the second level is higher than that of the first level; when the collision risk coefficient satisfies: TTC > the second collision risk threshold, the collision risk level is the third level, where the TTC is the collision risk coefficient, and the collision risk of the third level is lower than that of the first level.

[0018] To achieve the above object, a vehicle according to an embodiment of the third aspect of the present invention includes: a vehicle head and a carriage, wherein the vehicle head and the carriage are detachably connected; a vehicle-mounted communication device for sending motion state information of the vehicle and receiving a cruise avoidance control instruction; a vehicle head controller and a carriage controller, the vehicle head controller is disposed on the vehicle head, and the carriage controller is disposed on the carriage, and the vehicle head controller and the carriage controller are configured to execute the vehicle control method described in the above embodiments.

[0019] According to the vehicle of the embodiment of the present invention, when the vehicle is in the adaptive cruise state, after the system receives the cruise avoidance control instruction determined based on the roadside perception information and the vehicle's own motion state information, the vehicle head controller and the carriage controller can actively control the connection state between the vehicle head and the carriage by executing the vehicle control method described in the above embodiments, so as to achieve controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, so that they can respond to the appearance of a sudden obstacle ahead as two independent units and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors, such as poor mobility and lagging response due to the large overall vehicle mass and long carriage. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0020] In some embodiments, the vehicle further includes: a vehicle head connection magnetic device disposed on the vehicle head; an electromagnet power supply disposed on the vehicle head and connected to the vehicle head connection magnetic device for switching the magnetic pole polarity of the vehicle head connection magnetic device; a carriage connection magnetic device disposed on the carriage for realizing attraction or separation from the vehicle head connection magnetic device based on the magnetic pole polarity of the vehicle head connection magnetic device.

[0021] In some embodiments, the vehicle further includes: a carriage buffer track disposed on the carriage, the carriage buffer track including an inner carriage buffer track and an outer carriage buffer track, and the carriage connection magnetic device is further configured to move into the interior of the carriage along the inner carriage buffer track when the cruise avoidance control instruction is the second instruction; a carriage buffer device configured to move to the connection side between the carriage and the vehicle head along the outer carriage buffer track when the cruise avoidance control instruction is the second instruction, and a carriage buffer motor connected to the carriage controller for driving the movement of the carriage connection magnetic device and / or the carriage buffer device along the carriage buffer track.

[0022] To achieve the above object, the vehicle networking system according to the fourth aspect embodiment of the present invention includes: a roadside perception system including a roadside camera, a roadside lidar, an edge computing unit, and a roadside communication device, where the edge computing unit obtains roadside perception information based on the camera information of the roadside camera and the radar information of the roadside lidar, and the roadside communication device sends the roadside perception information; the vehicle as described in the above embodiments, where the vehicle communicates with the roadside perception system; and a cloud platform, where the cloud platform is connected to the roadside perception system and is configured to execute the vehicle control method as described in the above embodiments.

[0023] According to the vehicle networking system of the embodiments of the present invention, the cloud platform can obtain the roadside perception information transmitted by the roadside perception system and the motion state information of the vehicle by executing the vehicle control method as described in the above embodiments, and can intelligently judge the collision risk level between the vehicle and the object in front based on this information, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head and the carriage, realizing controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, so that they can respond to the sudden obstacle in front as two independent units, and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to their large vehicle mass and long carriages, resulting in poor mobility and response lag. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0024] To achieve the above object, a computer-readable storage medium according to an embodiment of the fifth aspect of the present invention stores a computer program, and when the computer program is executed, it implements the vehicle control method described in the above embodiment or executes the vehicle control method described in the above embodiment.

[0025] According to the computer-readable storage medium of the embodiment of the present invention, by executing the vehicle control method described in the above embodiment, the cloud platform can obtain the roadside perception information and the motion state information of the vehicle, and based on this information, intelligently judge the collision risk level between the vehicle and the object in front, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head and the carriage, realizing controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, so that they can respond to the emergence of sudden obstacles in front as two independent units, and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to their large vehicle mass and long carriages, resulting in poor mobility and lagging response. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0026] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic diagram of a target vehicle in front of the vehicle turning out of the current driving road according to an embodiment of the present invention; Figure 2 is a flowchart of a vehicle control method according to an embodiment of the present invention; Figure 3 is a schematic diagram of controlling the running states of the vehicle head and the carriage respectively when the cruise avoidance control instruction is the first instruction according to an embodiment of the present invention; Figure 4 is a schematic diagram of controlling the running states of the vehicle head and the carriage respectively when the cruise avoidance control instruction is the second instruction according to an embodiment of the present invention; Figure 5Schematic diagram of controlling the running state of a vehicle when the collision risk level between the vehicle and a front object is at the third level according to an embodiment of the present invention; Figure 6 Flowchart of a vehicle control method according to another embodiment of the present invention; Figure 7 Schematic diagram of a vehicle according to another embodiment of the present invention; Figure 8 Schematic diagram of a vehicle networking system according to an embodiment of the present invention; Figure 9 Functional logic diagram of a vehicle networking system according to an embodiment of the present invention.

[0028] Reference numerals: Vehicle networking system 100; Vehicle 1; cloud platform 2; roadside perception system 3; Vehicle head 11; carriage 12; vehicle-mounted communication device 13; vehicle head controller 14; carriage controller 15; vehicle head connecting magnetic device 16; electromagnet power supply 17; carriage connecting magnetic device 18; carriage buffer track 19; carriage buffer device 20; carriage buffer motor 21; roadside camera 31; roadside lidar 32; edge computing unit 33; roadside communication device 34. Detailed description of the specific embodiment

[0029] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0030] Currently, many vehicles are equipped with an ACC (Adaptive Cruise Control) system, which can automatically adjust the driving speed of the vehicle based on a sensing device such as a radar or a camera according to the detected speed and distance of the vehicle in front to achieve an intelligent following function.

[0031] However, in an actual road scenario, as Figure 1 shown, when a vehicle (such as a tractor) is in an adaptive cruise state and is following a vehicle, if the vehicle in front suddenly finds an obstacle in front of it and quickly changes lanes to avoid it, at this time, due to the large mass of the whole vehicle, the relatively long length of the carriage, and the slow operation and response speed of the tractor, it is very difficult to synchronously change lanes in a short time, thus easily colliding with the obstacle in front. Such collisions, due to the short distance of occurrence and insufficient reaction time, often cause relatively serious vehicle damage and personal injuries, especially with a higher risk in a high-speed driving environment.

[0032] In view of the above problems, an embodiment of the present invention provides a vehicle control method, which can achieve controllable separation and independent operation of the vehicle head and the carriage, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, enhancing the vehicle's avoidance ability for sudden obstacles, improving the obstacle avoidance flexibility and response ability of the vehicle in the automatic cruise state, reducing the collision risk, and thus improving the driving safety of the vehicle during adaptive cruise.

[0033] The following refers to Figures 2 - 5 describe the vehicle control method according to the embodiment of the first aspect of the present invention.

[0034] Figure 2 is a flowchart of the vehicle control method according to an embodiment of the present invention. As Figure 2 shown, the vehicle control method of the embodiment of the present invention at least includes steps S1 - S3.

[0035] S1, the vehicle is in the adaptive cruise state.

[0036] In some embodiments, the adaptive cruise state may refer to a driving state in which the vehicle automatically adjusts the vehicle speed and the vehicle distance based on real - time perception data of the target vehicle ahead. In this state, the vehicle no longer relies on the driver for frequent throttle and brake operations. Instead, it obtains information such as the position, speed, and acceleration of the target vehicle ahead through an environmental perception system (such as millimeter - wave radar, camera, etc.), and combines the current vehicle speed, driving trajectory, and the set safe following distance to dynamically control acceleration or deceleration, so that the vehicle always maintains a safe and stable following state. Compared with traditional fixed - speed cruise, the adaptive cruise state has more intelligent "environmental adaptability" and "dynamic response ability", and is especially suitable for complex working conditions such as medium - low - speed following operation, congestion slow - moving, or automatic vehicle distance control on high - speed sections in variable traffic scenarios.

[0037] In the embodiment of the present invention, adaptive cruise is not just a conventional assisted driving function. Its role is to provide a prerequisite condition and a stable environment for the execution of cruise avoidance control instructions, enabling the vehicle to safely and stably perform subsequent structural adjustment operations (such as controllable separation of the vehicle head and the carriage) in a system - controllable automatic cruise state.

[0038] In some embodiments, the vehicle includes a detachable and connectable cab and a carriage. Specifically, in the structural design of the vehicle, the whole vehicle is divided into two main modules, namely the cab (front part) and the carriage (rear part), which are connected by a connection structure with a controllable decoupling mechanism. Different from the traditional rigid integrated structure, this vehicle allows the system to actively control the active separation or connection of the cab and the carriage under specific conditions, endowing the vehicle with higher maneuverability and strategic response capabilities. Especially when facing sudden obstacles or emergency avoidance requirements, it can realize the independent operation of the cab and the carriage, thus significantly improving the safety avoidance ability of the whole vehicle.

[0039] S2. Receive a cruise avoidance control instruction, which is determined based on roadside perception information and the motion state information of the vehicle.

[0040] In some embodiments, the cruise avoidance control instruction can be an active safety control decision generated based on the comprehensive analysis of roadside perception information and the motion state information of the vehicle, and is used to guide the vehicle to perform avoidance operations or structural adjustment operations (such as the controllable separation of the cab and the carriage, etc.).

[0041] In some embodiments, the roadside perception information can be environmental perception data obtained through perception devices (such as roadside cameras, roadside lidars, etc.) deployed in road infrastructure, including but not limited to: the motion speed and driving direction of the vehicle when in the adaptive cruise state, the distance between the vehicle and the vehicle being tracked in front, the motion speed, deflection angle and driving direction of the vehicle being tracked in front, the motion state of the object in front of the vehicle being tracked in front, etc.

[0042] In some embodiments, the motion state information of the vehicle can refer to the current dynamic operation parameters of the vehicle itself, which can be obtained through the vehicle's own sensor system (such as an inertial measurement unit (IMU), wheel speed sensors, cameras, millimeter-wave radars or lidars, etc.), including but not limited to: the speed, acceleration, angular velocity, heading angle (driving direction) of the vehicle in the adaptive cruise state, etc.

[0043] S3. According to the cruise avoidance control instruction, control the connection state of the cab and the carriage and separately control the operation states of the cab and the carriage.

[0044] Specifically, by controlling the connection state of the cab and the carriage to switch to the separated state, the active decoupling of the two in structure can be realized. Once the structural decoupling is completed, by separately controlling the operation states of the cab and the carriage, the two can execute different operation strategies. For example, the cab quickly changes lanes to avoid danger, and the carriage performs deceleration, braking or buffering actions, thereby greatly improving the obstacle avoidance flexibility and safety of the whole vehicle in extreme traffic scenarios.

[0045] According to the vehicle control method of an embodiment of the present invention, when the vehicle is in the adaptive cruise state, after the system receives a cruise avoidance control instruction determined based on roadside perception information and the vehicle's own motion state information, it can actively control the connection state between the vehicle head and the carriage, realizing controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, enabling them to respond to the sudden appearance of an obstacle ahead as two independent units, and taking avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors, which have poor mobility and response lag due to the large overall vehicle mass and long carriage. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head and the carriage is realized, enabling the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0046] In some embodiments, the cruise avoidance control instruction includes a first instruction, and the first instruction corresponds to an instruction with a first-level collision risk level between the vehicle and the object ahead. Specifically, the cruise avoidance control instruction is not a single-form control signal, but a hierarchical control instruction with the ability to correspond to multiple risk levels, and different control strategies can be triggered according to different risk levels.

[0047] In some embodiments, the object ahead is an object in front of the target vehicle being tracked in front of the vehicle. This means that the object triggering the avoidance operation is not the directly detected target vehicle in front of the vehicle, but an object in front of the target vehicle being tracked in front of it. Among them, the object ahead can be a stationary obstacle (such as a roadblock, a broken-down vehicle, construction equipment, etc.), a moving object (such as a pedestrian, a bicycle, another suddenly intruding vehicle, etc.).

[0048] In some embodiments, according to the cruise avoidance control instruction, controlling the connection state between the vehicle head and the carriage and respectively controlling the running states of the vehicle head and the carriage includes: when the cruise avoidance control instruction is the first instruction, the vehicle head and the carriage are separated, the vehicle head follows the target vehicle being tracked in front of the vehicle and turns out of the current driving road, and the emergency braking function of the carriage is activated.

[0049] Specifically, as Figure 3 shown, when the vehicle is in the adaptive cruise state, if the target vehicle being tracked in front of the vehicle suddenly turns out of the current driving road, the vehicle will receive a cruise avoidance control instruction issued by the cloud platform. When the cruise avoidance control instruction is the first instruction, the system preferentially performs a structural decoupling operation to separate the vehicle head and the carriage, thereby splitting the whole vehicle into two independently operable units to improve the mobility and response speed of the avoidance action.

[0050] Furthermore, the vehicle head is controlled to quickly follow the target vehicle in front of the vehicle and turn out of the current driving road, so as to increase the collision distance between the carriage and the object in front. At the same time, the AEB (Autonomous Emergency Braking) system on the carriage performs a braking operation to avoid or mitigate the collision with the object in front to the greatest extent, thereby reducing the collision risk.

[0051] In some embodiments, the cruise avoidance control instruction includes a second instruction, and the second instruction corresponds to an instruction with a second-level collision risk level between the vehicle and the object in front. Here, the object in front is an object in front of the target vehicle being tracked in front of the vehicle. The collision risk of the second level is higher than that of the first level, which means that the relative distance between the vehicle and the object in front is very short and the available response time is very limited. In this case, only executing the first-level instruction may not be sufficient to safely handle the upcoming collision, so it is necessary to execute the second instruction to activate a stronger risk avoidance mechanism.

[0052] In some embodiments, according to the cruise avoidance control instruction, the connection state between the vehicle head and the carriage is controlled and the running states of the vehicle head and the carriage are respectively controlled, including: when the cruise avoidance control instruction is the second instruction, the vehicle head is separated from the carriage, the vehicle head follows the target vehicle being tracked in front of the vehicle and turns out of the current driving road, the connecting device of the carriage moves to the inside of the carriage, the buffer device of the carriage moves to the connection side between the carriage and the vehicle head, and the emergency braking function of the carriage is activated.

[0053] Specifically, as Figure 4 shown, when the vehicle is in the adaptive cruise state, if the target vehicle being tracked in front of the vehicle suddenly turns out of the current driving road, the vehicle will receive the cruise avoidance control instruction sent from the cloud platform. When the cruise avoidance control instruction is the second instruction, the system preferentially performs the structure decoupling operation to quickly separate the vehicle head from the carriage, so as to split the whole vehicle into two independently operable units to improve the mobility and response speed of the avoidance action.

[0054] Further, control the vehicle head to quickly follow the target vehicle in front of the vehicle and turn out of the current driving road, so as to increase the collision distance between the carriage and the object in front. At the same time, control the connecting device of the carriage to move to the inside of the carriage through the track mechanism to reduce the protruding structure of the collision point and reduce the risk of impact concentration. And control the buffer device of the carriage to move to the connection side of the carriage and the vehicle head through the track mechanism to increase the collision energy absorption effect, reduce the collision impact force with the object in front, and play a role in protecting the carriage connection magnetic device during a collision. Moreover, the AEB (Autonomous Emergency Braking) system on the carriage performs an emergency braking operation to maximize the avoidance or mitigation of the collision with the object in front, thereby reducing the collision risk and enhancing the safety of the whole vehicle in extreme situations.

[0055] In some embodiments, the vehicle control method further includes: when the target vehicle being tracked in front of the vehicle turns out of the current driving road and the collision risk level between the vehicle and the object in front is the third level, the emergency braking function of the vehicle is activated, and the collision risk of the third level is lower than the collision risk of the first level. Wherein, the object in front is the object in front of the target vehicle being tracked in front of the vehicle.

[0056] Specifically, as Figure 5 shown, when the vehicle is in the adaptive cruise state, if the target vehicle being tracked in front of the vehicle suddenly turns out of the current driving road, in this case, when the cloud platform determines that the collision risk level between the vehicle and the object in front is the third level, this means that the relative distance between the vehicle and the object in front is very long, the collision risk is low, and the system has sufficient response time. The vehicle does not need to perform more complex safety mechanisms, such as the controllable separation and independent operation of the vehicle head and the carriage, etc. Only through the AEB automatic emergency braking function equipped on the vehicle itself, the collision risk can be effectively avoided, thus realizing active safety protection.

[0057] Next, refer to Figure 6 to describe the vehicle control method according to the second aspect embodiment of the present invention, which is used for the cloud platform.

[0058] Figure 6 is a flowchart of the vehicle control method according to another embodiment of the present invention. As Figure 6 shown, the vehicle control method of the embodiment of the present invention includes at least steps S10 - S12.

[0059] S10, obtain the roadside perception information and the motion state information of the vehicle.

[0060] In some embodiments, the roadside perception information may be environmental perception data obtained by perception devices (such as roadside cameras, roadside lidars, etc.) deployed in road infrastructure, including but not limited to: the moving speed and driving direction of a vehicle when in an adaptive cruise state, the distance between the vehicle and the target vehicle being tracked ahead, the moving speed, deflection angle, and driving direction of the target vehicle being tracked ahead of the vehicle, the motion state of the object in front of the target vehicle being tracked ahead of the vehicle, etc.

[0061] In some embodiments, the motion state information of a vehicle may refer to the current dynamic operation parameters of the vehicle itself, which can be obtained through the vehicle's own sensor system (such as an inertial measurement unit (IMU), wheel speed sensor, camera, millimeter-wave radar, or lidar, etc.), including but not limited to: the speed, acceleration, angular velocity, heading angle (driving direction), etc. of the vehicle in an adaptive cruise state.

[0062] S11. Determine the collision risk level between the vehicle and the object ahead according to the roadside perception information and the motion state information of the vehicle, where the object ahead is the object in front of the target vehicle being tracked ahead of the vehicle.

[0063] Specifically, according to the roadside perception information and the motion state information of the vehicle, the relative distance and relative speed between the vehicle and the object ahead can be obtained, and then the collision risk level between the vehicle and the object ahead can be judged. For example, if the relative distance is relatively close and the relative speed is relatively large, the collision risk is high; otherwise, the collision risk is relatively low.

[0064] In the embodiments of the present invention, the collision risk level can be divided into a third level (low collision risk), a first level (medium collision risk), and a second level (high collision risk). This classification result will determine what kind of "cruise avoidance control instruction" will be issued to the vehicle subsequently.

[0065] S12. Send a cruise avoidance control instruction according to the collision risk level.

[0066] Specifically, when the cloud platform determines that the collision risk level is the first level, it will issue a first instruction to control the separation of the vehicle head from the carriage, cause the vehicle head to follow the tracking target vehicle in front of the vehicle to turn out of the current driving road, and at the same time control the activation of the emergency braking function of the carriage. When the cloud platform determines that the collision risk level is the second level, it will issue a second instruction to control the separation of the vehicle head from the carriage, control the vehicle head to follow the tracking target vehicle in front of the vehicle to turn out of the current driving road, control the connection device of the carriage to move to the inside of the carriage, and control the buffer device of the carriage to move to the connection side between the carriage and the vehicle head to buffer the possible collision energy. At the same time, the emergency braking function of the carriage will also be activated. When the cloud platform determines that the collision risk level is the third level, it will issue an instruction to only activate the emergency braking function of the carriage, without performing more complex safety mechanisms, such as controllable separation and independent operation of the vehicle head and the carriage, etc.

[0067] According to the vehicle control method of the embodiment of the present invention, the cloud platform can obtain the roadside perception information and the motion state information of the vehicle, and based on this information, intelligently judge the collision risk level between the vehicle and the object in front, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head and the carriage to achieve controllable connection or separation between the vehicle head and the carriage. After the vehicle head and the carriage are separated, the system further independently controls the running states of the vehicle head and the carriage respectively, so that they can respond to the appearance of sudden obstacles in front as two independent units, and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to their large overall vehicle mass and long carriages, resulting in poor mobility and lagging response. Through this structural decoupling and independent response mechanism in operation control, it realizes the coordinated or independent operation of the vehicle head and the carriage, enables the vehicle to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0068] In some embodiments, the roadside perception information includes the determination information that the tracking target vehicle in front of the vehicle turns out of the current driving road and the relative distance between the vehicle and the object in front when the tracking target vehicle in front of the vehicle turns out of the current driving road.

[0069] Among them, the determination information that the target vehicle being tracked in front of the vehicle turns out of the current driving road means that the roadside perception system can detect whether the target vehicle being tracked in front of the vehicle has behaviors such as lane change, turning, entering a ramp, etc., so that the objects in front that were originally blocked by the target vehicle being tracked are exposed. When it is determined that the target vehicle being tracked in front of the vehicle turns out of the current driving road, the roadside perception system can detect the relative distance between the vehicle and the object in front when the target vehicle being tracked in front of the vehicle turns out of the current driving road, and further provide key data for calculating the collision risk coefficient between the vehicle and the vehicle in front in the subsequent process.

[0070] In some embodiments, the motion state information of the vehicle includes the vehicle speed. Determining the collision risk level between the vehicle and the object in front according to the roadside perception information and the motion state information of the vehicle includes: determining the collision risk coefficient between the vehicle and the object in front according to the relative distance between the vehicle and the object in front when the target vehicle being tracked in front of the vehicle turns out of the current driving road and the vehicle speed, and determining the collision risk level based on the collision risk threshold condition satisfied by the collision risk coefficient.

[0071] Among them, the collision risk coefficient between the vehicle and the object in front can refer to the time to collision between the vehicle and the object in front. By dividing the relative distance between the vehicle and the object in front by the vehicle speed, the time to collision TTC (Time to Collision) between the vehicle and the object in front can be obtained, which is used as the collision risk coefficient between the vehicle and the object in front.

[0072] In some embodiments, the collision risk threshold condition can be used to judge whether the currently calculated collision risk coefficient reaches a certain level, so as to classify it as the numerical boundary of a certain risk level. That is to say, the collision risk threshold condition can convert the continuous collision risk coefficient into discrete levels (such as high, medium, and low risk levels) for the cloud platform to issue cruise avoidance control instructions corresponding to different collision risk levels. The collision risk threshold condition can be set according to real vehicle tests or simulation verifications, safety specifications and industry standards, results based on artificial intelligence or machine learning training, and environmental factors such as the current road type and traffic density.

[0073] In some embodiments, based on the collision risk threshold conditions satisfied by the collision risk coefficient, the collision risk level is determined, including at least one of the following: When the collision risk coefficient satisfies: the first collision risk threshold < TTC ≤ the second collision risk threshold, the collision risk level is the first level, where TTC is the collision risk coefficient; When the collision risk coefficient satisfies: TTC ≤ the first collision risk threshold, the collision risk level is the second level, where TTC is the collision risk coefficient, and the collision risk of the second level is higher than that of the first level; When the collision risk coefficient satisfies: TTC > the second collision risk threshold, the collision risk level is the third level, where TTC is the collision risk coefficient, and the collision risk of the third level is lower than that of the first level.

[0074] For example, if the first collision risk threshold is 2 seconds and the second collision risk threshold is 4 seconds, then when 2 seconds < TTC ≤ 4 seconds, the cloud platform determines that when the vehicle in front of the vehicle being tracked turns out of the current driving road, the collision risk level between the vehicle and the object in front is the first level, that is, there is a medium-level collision risk between the vehicle and the object in front; When TTC ≤ 2 seconds, the cloud platform determines that when the vehicle in front of the vehicle being tracked turns out of the current driving road, the collision risk level between the vehicle and the object in front is the second level, that is, there is a high-level collision risk between the vehicle and the object in front; When TTC > 4 seconds, the cloud platform determines that when the vehicle in front of the vehicle being tracked turns out of the current driving road, the collision risk level between the vehicle and the object in front is the third level, that is, there is a low-level collision risk between the vehicle and the object in front.

[0075] Next, refer to Figure 7 to describe the vehicle according to the third aspect embodiment of the present invention.

[0076] Figure 7 is a schematic diagram of a vehicle according to another embodiment of the present invention, as Figure 7 shown, the vehicle 1 includes: a vehicle head 11, a carriage 12, an on-vehicle communication device 13, a vehicle head controller 14, and a carriage controller 15.

[0077] In some embodiments, the vehicle head 11 and the carriage 12 are detachably connected. The vehicle head 11 is located at the front of the vehicle 1 and is responsible for operations such as vehicle advancement, steering, and braking. The carriage 12 is located at the rear of the vehicle 1 and is used to load goods or other items. The carriage 12 undertakes an important cargo transportation task during vehicle transportation and can be used in scenarios such as long-distance freight transportation and logistics distribution. When the vehicle head 11 and the carriage 12 are in a connected state, the vehicle head 11 can drive the carriage 12 to travel together. When the vehicle head 11 and the carriage 12 are in a separated state, the operating states of the vehicle head 11 and the carriage 12 can be controlled separately, enabling the vehicle 1 to make adaptive avoidance according to environmental changes during automatic cruise, enhancing the vehicle 1's avoidance ability for sudden obstacles, improving the obstacle avoidance flexibility and response ability of the vehicle 1 in the automatic cruise state, reducing the collision risk, and thus improving the driving safety of the vehicle's adaptive cruise.

[0078] In some embodiments, the vehicle-mounted communication device 13 can be an on-board communication unit (On-Board Unit, OBU) on the vehicle 1, which is used to send the motion state information of the vehicle 1 to the cloud platform 2, receive the cruise avoidance control instructions sent from the cloud platform 2, and transmit them to the vehicle head controller 14 and the carriage controller 15.

[0079] In some embodiments, the vehicle-mounted communication device 13 can be arranged at the bottom of the cab, close to the control system and communication interface of the vehicle 1, so as to efficiently receive the cruise avoidance control instructions and send the vehicle motion state information. The vehicle-mounted communication device 13 can be equipped with various communication interfaces (such as a wireless communication module, a CAN (Controller Area Network) bus interface, and an Ethernet interface) to support two-way data transmission with the cloud platform 2 and data exchange with other vehicle systems.

[0080] In some embodiments, the vehicle head controller 14 is arranged in the vehicle head 11, and the carriage controller 15 is arranged in the carriage 12. The vehicle head controller 14 and the carriage controller 15 are used to execute the vehicle control method described in the above embodiments.

[0081] Specifically, the front-end controller 14 can receive the cruise avoidance control instruction issued by the cloud platform 2 transmitted by the vehicle-mounted communication device 13. When the cruise avoidance control instruction is the first instruction, the front-end controller 14 can control the separation of the front-end 11 from the carriage 12, and at the same time control the power device and the steering mechanism of the front-end 11, so that the front-end 11 follows the target vehicle in front of the vehicle 1 to turn out of the current driving road, thereby increasing the braking distance between the carriage 12 and the object in front. At the same time, the carriage controller 15 can receive the cruise avoidance control instruction issued by the cloud platform 2 transmitted by the vehicle-mounted communication device 13. When the cruise avoidance control instruction is the first instruction, the carriage controller 15 can control the AEB system on the carriage 12 to perform a braking operation to maximize the avoidance or mitigation of the collision with the object in front, thereby reducing the collision risk.

[0082] When the cruise avoidance control instruction is the second instruction, the front-end controller 14 can control the separation of the front-end 11 from the carriage 12, and at the same time control the power device and the steering mechanism of the front-end 11, so that the front-end 11 follows the target vehicle in front of the vehicle to turn out of the current driving road, thereby increasing the braking distance between the carriage 12 and the object in front. At the same time, the carriage controller 15 can receive the cruise avoidance control instruction issued by the cloud platform 2 transmitted by the vehicle-mounted communication device 13. When the cruise avoidance control instruction is the second instruction, the carriage controller 15 can control the AEB system on the carriage 12 to perform a braking operation to maximize the avoidance or mitigation of the collision with the object in front, thereby reducing the collision risk. At the same time, the carriage controller 15 can control the connecting device of the carriage 12 to move inside the carriage 12 through the track mechanism to reduce the protruding structure of the collision point and reduce the risk of impact concentration, so as to protect the carriage connecting magnetic device 18 during a collision. And control the buffer device of the carriage 12 to move to the connection side between the carriage 12 and the front-end 11 through the track mechanism to increase the collision energy absorption effect and reduce the collision impact force with the object in front.

[0083] Vehicle 1 according to an embodiment of the present invention, the front-end controller 14 and the carriage controller 15, by executing the vehicle control method described in the above embodiment, when the vehicle 1 is in the adaptive cruise state, after the system receives the cruise avoidance control instruction determined based on the roadside perception information and the vehicle's own motion state information, can actively control the connection state between the front end 11 and the carriage 12 to achieve controllable connection or separation between the front end 11 and the carriage 12. When the front end 11 and the carriage 12 are separated, the system further independently controls the running states of the front end 11 and the carriage 12 respectively, so that they can respond to the sudden obstacle ahead as two independent units and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to the large vehicle mass and the long carriage 12, resulting in poor maneuverability and response lag. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the front end 11 and the carriage 12 is realized, enabling the vehicle 1 to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the vehicle 1's environmental adaptability and emergency handling ability during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0084] In some embodiments, the vehicle 1 further includes: a front-end connection magnetic device 16, an electromagnet power supply 17, and a carriage connection magnetic device 18. Among them, the front-end connection magnetic device 16 can be arranged at the tail of the front end 11, and the carriage connection magnetic device 18 can be arranged at the front end of the carriage 12, and is used to realize attraction or separation from the front-end connection magnetic device 16 based on the magnetic pole polarity of the front-end connection magnetic device 16.

[0085] In some embodiments, the electromagnet power supply 17 is arranged on the front end 11 and is connected to the front-end connection magnetic device 16, and is used to switch the magnetic pole polarity of the front-end connection magnetic device 16. Specifically, the electromagnet power supply 17 can provide a driving current for the front-end connection magnetic device 16 to play the role of electro-magnetic generation. By adjusting the direction of the current in the coil, the magnetic pole polarity can be switched. When it is necessary to separate the front end 11 and the carriage 12, the magnetic pole polarity is switched to the repulsive state by an electric control method to achieve automatic detachment; when it is necessary to connect the front end 11 and the carriage 12, the magnetic pole polarity is controlled to the attractive state to achieve automatic docking and attraction.

[0086] In some embodiments, the electromagnet power supply 17 can be controlled by the front-end controller 14 and can automatically execute the magnetic pole switching operation according to the "cruise avoidance control instruction" issued by the cloud platform 2.

[0087] In some embodiments, as Figure 7 shown, the vehicle 1 further includes: a carriage buffer track 19, a carriage buffer device 20, and a carriage buffer motor 21.

[0088] Among them, the carriage buffer track 19 is arranged on the carriage 12 and can be used to guide the carriage connection magnetic device 18 or the carriage buffer device 20 to move linearly. The carriage buffer track 19 can be made of high-strength and wear-resistant materials, such as steel, aluminum alloy or polymer composite materials. The selection of these materials can be based on factors such as the use environment of the vehicle 1, the load requirements, and the friction performance of the track. In order to reduce the frictional resistance and improve the durability, the surface of the carriage buffer track 19 can be electroplated (such as chromium plating) or coated with a wear-resistant coating (such as polytetrafluoroethylene coating).

[0089] In some embodiments, the carriage buffer track 19 includes a carriage buffer inner track and a carriage buffer outer track. The carriage connection magnetic device 18 is also used to move inside the carriage 12 along the carriage buffer inner track when the cruise avoidance control instruction is the second instruction, so as to protect the carriage connection magnetic device 18 in case of a collision.

[0090] In some embodiments, the carriage buffer device 20 is used to move to the connection side of the carriage 12 and the vehicle head 11 along the carriage buffer outer track when the cruise avoidance control instruction is the second instruction, so as to increase the collision energy absorption effect and reduce the collision impact force with the object in front.

[0091] In some embodiments, the carriage buffer device 20 can be a rectangular or block structure, and its main body is composed of energy-absorbing materials, such as polyurethane foam, rubber composite layer or metal foam with a deformation structure, etc. The carriage buffer device 20 can move to the connection side of the carriage 12 and the vehicle head 11 along the carriage buffer outer track when the controller issues the second instruction, so as to play a role in collision buffering.

[0092] In some embodiments, the carriage buffer motor 21 is connected to the carriage controller 15 and is used to drive the movement of the carriage connection magnetic device 18 and / or the carriage buffer device 20 along the carriage buffer track 19. The type of the carriage buffer motor 21 can be a servo motor, a stepper motor or a linear motor, etc.

[0093] Next, refer to Figure 8 Describe the vehicle networking system according to the embodiment of the fourth aspect of the present invention.

[0094] Figure 8 is a schematic diagram of a vehicle networking system according to an embodiment of the present invention. As Figure 8 shown, the vehicle networking system 100 includes: a roadside perception system 3, the vehicle 1 described in the above embodiment, and a cloud platform 2.

[0095] In some embodiments, the roadside perception system 3 includes a roadside camera 31, a roadside lidar 32, an edge computing unit 33, and a roadside communication device 34.

[0096] Among them, the roadside camera 31 can be installed on the poles on both sides of the road. Its detection field of view can be set to 150° horizontally and 90° vertically, and is used to detect in real time the moving speed and driving direction of the vehicle 1 when it is in the adaptive cruise state, the distance between the vehicle 1 and the vehicle in front being tracked, the moving speed, deflection angle and driving direction of the vehicle in front being tracked, the motion state of the object in front of the vehicle in front being tracked, etc. By analyzing this information, when the vehicle 1 is in the adaptive cruise state, the roadside camera 31 can determine whether the vehicle in front being tracked has turned out of the current driving road, and whether there is a stationary vehicle or obstacle in front of the vehicle in front being tracked. The roadside camera 31 can transmit this camera information to the edge computing unit 33.

[0097] In some embodiments, the roadside lidar 32 can be installed on the poles on both sides of the road, and uses 256-line high-resolution laser scanning to collect in real time the moving speed and driving direction of the vehicle 1 when it is in the adaptive cruise state, the distance between the vehicle and the vehicle in front being tracked, the moving speed, deflection angle and driving direction of the vehicle in front being tracked, the motion state of the object in front of the vehicle in front being tracked, etc. By constructing a 3D point cloud model, when the vehicle 1 is in the adaptive cruise state, the roadside lidar 32 can determine whether the vehicle in front being tracked has turned out of the current driving road, and whether there is a stationary vehicle or obstacle in front of the vehicle in front being tracked. The roadside lidar 32 can transmit this lidar information to the edge computing unit 33, and perform information fusion and redundancy judgment with the roadside camera 31.

[0098] In some embodiments, the edge computing unit 33 obtains roadside perception information based on the camera information of the roadside camera 31 and the lidar information of the roadside lidar 32. The roadside perception information can include the determination information that the vehicle in front being tracked has turned out of the current driving road and the relative distance between the vehicle 1 and the object in front when the vehicle in front being tracked turns out of the current driving road. The edge computing unit 33 can determine the collision risk level (i.e., time to collision (TTC)) between the vehicle 1 and the object in front according to the roadside perception information and the motion state information of the vehicle 1.

[0099] In some embodiments, the roadside communication device 34 can be arranged above the roadside pole, and is used to receive the motion state information of the vehicle 1 transmitted by the in-vehicle communication device 13, and receive the cruise avoidance control instruction issued by the cloud platform 2.

[0100] In some embodiments, the vehicle 1 can perform two-way communication with the roadside perception system 3 through the in-vehicle communication device 13 and the roadside communication device 34, so as to achieve collaborative perception and instruction response with the roadside perception system 3.

[0101] In some embodiments, the cloud platform 2 is communicatively connected to the roadside perception system 3 and is configured to execute the vehicle control method described in the above embodiments.

[0102] For the vehicle networking system 100 according to an embodiment of the present invention, by executing the vehicle control method described in the above embodiments, the cloud platform 2 can obtain the roadside perception information transmitted by the roadside perception system 3 and the motion state information of the vehicle 1, and intelligently judge the collision risk level between the vehicle 1 and the object in front based on this information, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head 11 and the carriage 12 to achieve controllable connection or separation between the vehicle head 11 and the carriage 12. When the vehicle head 11 is separated from the carriage 12, the system further independently controls the running states of the vehicle head 11 and the carriage 12 respectively, so that they can respond to the sudden obstacle in front as two independent units and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors, such as poor mobility and lagging response due to the large overall vehicle mass and the long carriage 12. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head 11 and the carriage 12 is realized, enabling the vehicle 1 to make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the environmental adaptability and emergency handling ability of the vehicle 1 during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0103] Figure 9 is a functional logic diagram of a vehicle networking system according to an embodiment of the present invention, as Figure 9 shown, the entire working process of the vehicle networking system 100 specifically includes: First, the roadside camera 31 can sense camera information such as the moving speed and driving direction of the vehicle 1 when it is in the adaptive cruise state, the distance between the vehicle 1 and the vehicle in front being tracked, the moving speed, deflection angle and driving direction of the vehicle in front being tracked by the vehicle 1, and the motion state of the object in front of the vehicle in front being tracked by the vehicle 1. By analyzing this information, the roadside camera 31 can judge whether the vehicle in front being tracked by the vehicle 1 turns out of the current driving road and whether there is a stationary vehicle or obstacle in front of the vehicle in front being tracked by the vehicle 1 when the vehicle 1 is in the adaptive cruise state. The roadside camera 31 can transmit this camera information to the edge computing unit 33.

[0104] The roadside lidar 32 can sense radar information such as the moving speed and driving direction of the vehicle 1 when it is in the adaptive cruise state, the distance between the vehicle 1 and the vehicle in front being tracked, the moving speed, deflection angle and driving direction of the vehicle in front being tracked, and the motion state of the object in front of the vehicle in front being tracked. When the roadside lidar 32 determines that the vehicle 1 is in the adaptive cruise state, it can determine whether the vehicle in front being tracked has turned out of the current driving road, and whether there is a stationary vehicle or obstacle in front of the vehicle in front being tracked. The roadside lidar 32 can transmit this radar information to the edge computing unit 33 and perform information fusion and redundancy judgment with the roadside camera 31.

[0105] Furthermore, the edge computing unit 33 can obtain roadside perception information based on the camera information of the roadside camera 31 and the radar information of the roadside lidar 32, and send the roadside perception information to the cloud platform 2. At the same time, the front-end controller 14 transmits the motion state information of the vehicle 1 to the roadside communication unit through the vehicle-mounted communication device 13. After receiving the motion state information of the vehicle 1 transmitted by the vehicle-mounted communication device 13, the roadside communication unit sends this information to the cloud platform 2.

[0106] Furthermore, the cloud platform 2 determines the collision risk coefficient between the vehicle 1 and the object in front according to the roadside perception information and the motion state information of the vehicle 1. When the first collision risk threshold (such as 2 seconds) < TTC ≤ the second collision risk threshold (such as 4 seconds), and the cloud platform 2 determines that the vehicle in front being tracked has turned out of the current driving road, the collision risk level between the vehicle 1 and the object in front is the first level, and the cloud platform 2 sends the first instruction to the vehicle 1. After receiving the first instruction, the front-end controller 14 in the vehicle 1 can switch the magnetic pole polarity of the front-end connecting magnetic device 16 through the electromagnet power supply 17, so that the magnetic pole polarity of the front-end connecting magnetic device 16 repels the magnetic pole polarity of the carriage connecting magnetic device 18, thereby playing a role in separating the front-end 11 from the carriage 12.

[0107] Furthermore, the front-end controller 14 controls the power device and steering mechanism of the front-end 11 to make the front-end 11 follow the vehicle in front being tracked and turn out of the current driving road, thereby increasing the braking distance between the carriage 12 and the object in front. At the same time, the carriage controller 15 can receive the cruise avoidance control instruction issued by the cloud platform 2 transmitted by the vehicle-mounted communication device 13. When the cruise avoidance control instruction is the first instruction, the carriage controller 15 can control the AEB system on the carriage 12 to perform a braking operation to maximize the avoidance or mitigation of the collision with the object in front, thereby reducing the collision risk.

[0108] When TTC < the first collision risk threshold (e.g., 2 seconds), when the cloud platform 2 determines that the target vehicle being tracked in front of the vehicle turns out of the current driving road, the collision risk level between vehicle 1 and the object in front is the second level, and a second instruction is sent to vehicle 1. After receiving the second instruction, the head controller 14 in vehicle 1 can switch the magnetic pole polarity of the head connecting magnetic device 16 through the electromagnet power supply 17, so that the magnetic pole polarity of the head connecting magnetic device 16 repels the magnetic pole polarity of the carriage connecting magnetic device 18, thus playing a role in separating the head 11 from the carriage 12.

[0109] Further, the head controller 14 controls the power device and steering mechanism of the head 11, so that the head 11 follows the target vehicle being tracked in front of the vehicle and turns out of the current driving road, thereby increasing the braking distance between the carriage 12 and the object in front. At the same time, the carriage controller 15 can receive the cruise avoidance control instruction sent by the cloud platform 2 transmitted by the vehicle-mounted communication device 13. When the cruise avoidance control instruction is the second instruction, the carriage controller 15 can control the AEB system on the carriage 12 to perform a braking operation to avoid or mitigate the collision with the object in front to the greatest extent, thereby reducing the collision risk. At the same time, the carriage controller 15 can control the carriage connecting magnetic device 18 to move to the inside of the carriage 12 through the carriage 12 buffer inner track by the carriage buffer motor 21, so as to reduce the protruding structure of the collision point and reduce the risk of impact concentration, playing a role in protecting the carriage connecting magnetic device 18 during a collision. And control the carriage buffer device 20 to move to the connection side of the carriage 12 and the head 11 through the carriage 12 buffer outer track to increase the collision energy absorption effect and reduce the collision impact force with the object in front.

[0110] When TTC < the second collision risk threshold (e.g., 4 seconds), when the cloud platform 2 determines that the target vehicle 1 being tracked in front of the vehicle turns out of the current driving road, the collision risk level between vehicle 1 and the object in front is the third level, and a corresponding instruction is sent to vehicle 1. After receiving the instruction, the carriage controller 15 in vehicle 1 can control the AEB system on the carriage 12 to perform a braking operation to avoid or mitigate the collision with the object in front to the greatest extent, thereby reducing the collision risk.

[0111] The embodiment of the present invention also proposes a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the vehicle control method described in the above embodiment. The specific implementation process of the vehicle control method can refer to the description of the above embodiment.

[0112] The computer-readable storage medium according to an embodiment of the present invention may include, but is not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory, or other optical and magnetic storage media, which will not be elaborated here one by one.

[0113] According to the computer-readable storage medium of an embodiment of the present invention, by executing the vehicle control method described in the above embodiment, the cloud platform 2 can obtain the roadside perception information and the motion state information of the vehicle 1, and intelligently judge the collision risk level between the vehicle 1 and the object ahead based on this information, and send a cruise avoidance control instruction according to the collision risk level. After receiving the cruise avoidance control instruction, the vehicle system can actively control the connection state between the vehicle head 11 and the carriage 12, and realize the controllable connection or separation between the vehicle head 11 and the carriage 12. When the vehicle head 11 is separated from the carriage 12, the system further independently controls the running states of the vehicle head 11 and the carriage 12 respectively, so that they can respond to the sudden obstacle ahead as two independent units, and take avoidance or other safety operations respectively. This method breaks through the limitations of traditional tractors due to the large vehicle mass and the long carriage 12, resulting in poor mobility and response lag. Through this structural decoupling and independent response mechanism in operation control, the coordinated or independent operation of the vehicle head 11 and the carriage 12 is realized, so that the vehicle 1 can make adaptive avoidance according to environmental changes during automatic cruise, thereby enhancing the environmental adaptability and emergency handling ability of the vehicle 1 during automatic cruise, effectively reducing the collision risk, and thus improving the safety and reliability of the vehicle's adaptive cruise function in the actual road environment.

[0114] In the description of this specification, the descriptions referring to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0115] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that, The vehicle includes a detachable head and a carriage, and the vehicle control method includes: The vehicle is in an adaptive cruise state; Receiving a cruise avoidance control instruction, which is determined based on roadside perception information and the motion state information of the vehicle; According to the cruise avoidance control instruction, controlling the connection state between the head and the carriage and respectively controlling the running states of the head and the carriage.

2. The vehicle control method according to claim 1, wherein: The cruise avoidance control instruction includes a first instruction, and the first instruction corresponds to an instruction with a first-level collision risk level between the vehicle and a front object, wherein the front object is an object in front of a target vehicle being tracked in front of the vehicle; According to the cruise avoidance control instruction, controlling the connection state between the head and the carriage and respectively controlling the running states of the head and the carriage includes: When the cruise avoidance control instruction is the first instruction, the head is separated from the carriage, the head follows the target vehicle being tracked in front of the vehicle to turn out of the current driving road, and the emergency braking function of the carriage is activated.

3. The vehicle control method according to claim 1, wherein: The cruise avoidance control instruction includes a second instruction, and the second instruction corresponds to an instruction with a second-level collision risk level between the vehicle and a front object, wherein the front object is an object in front of a target vehicle being tracked in front of the vehicle, and the collision risk of the second level is higher than that of the first level; According to the cruise avoidance control instruction, controlling the connection state between the head and the carriage and respectively controlling the running states of the head and the carriage includes: When the cruise avoidance control instruction is the second instruction, the head is separated from the carriage, the head follows the target vehicle being tracked in front of the vehicle to turn out of the current driving road, the connecting device of the carriage moves to the inside of the carriage, the buffer device of the carriage moves to the connection side between the carriage and the head, and the emergency braking function of the carriage is activated.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that, The vehicle control method further includes: When the target vehicle being tracked in front of the vehicle turns out of the current driving road and the collision risk level between the vehicle and a front object is the third level, the emergency braking function of the vehicle is activated, and the collision risk of the third level is lower than that of the first level; wherein the front object is an object in front of a target vehicle being tracked in front of the vehicle.

5. A vehicle control method, characterized in that, For a cloud platform, the vehicle control method includes: Obtaining roadside perception information and the motion state information of the vehicle; Determining the collision risk level between the vehicle and a front object according to the roadside perception information and the motion state information of the vehicle, wherein the front object is an object in front of a target vehicle being tracked in front of the vehicle; Sending a cruise avoidance control instruction according to the collision risk level.

6. The vehicle control method according to claim 5, wherein: The roadside perception information includes the determination information of the tracked target vehicle in front of the vehicle turning out of the current driving road and the relative distance between the vehicle and the front object when the tracked target vehicle in front of the vehicle turns out of the current driving road; The motion state information of the vehicle includes the vehicle speed of the vehicle; Determining the collision risk level between the vehicle and the front object according to the roadside perception information and the motion state information of the vehicle, including: Determining the collision risk coefficient between the vehicle and the front object according to the relative distance between the vehicle and the front object when the tracked target vehicle in front of the vehicle turns out of the current driving road and the vehicle speed of the vehicle; Determining the collision risk level based on the collision risk threshold condition satisfied by the collision risk coefficient.

7. The vehicle control method according to claim 6, characterized in that Determining the collision risk level based on the collision risk threshold condition satisfied by the collision risk coefficient, including at least one of the following: When the collision risk coefficient satisfies: the first collision risk threshold < TTC ≤ the second collision risk threshold, the collision risk level is the first level, where the TTC is the collision risk coefficient; When the collision risk coefficient satisfies: TTC ≤ the first collision risk threshold, the collision risk level is the second level, where the TTC is the collision risk coefficient, and the collision risk of the second level is higher than that of the first level; When the collision risk coefficient satisfies: TTC > the second collision risk threshold, the collision risk level is the third level, where the TTC is the collision risk coefficient, and the collision risk of the third level is lower than that of the first level.

8. A vehicle, characterized in that, Including: A vehicle head and a carriage, the vehicle head and the carriage are detachably connected; A vehicle-mounted communication device for sending the motion state information of the vehicle and receiving a cruise avoidance control instruction; A vehicle head controller and a carriage controller, the vehicle head controller is arranged on the vehicle head, the carriage controller is arranged on the carriage, and the vehicle head controller and the carriage controller are used to execute the vehicle control method according to any one of claims 1-4.

9. The vehicle according to claim 8, characterized in that, The vehicle further includes: A vehicle head connection magnetic device arranged on the vehicle head; An electromagnet power supply arranged on the vehicle head and connected to the vehicle head connection magnetic device for switching the magnetic pole polarity of the vehicle head connection magnetic device; A carriage connection magnetic device arranged on the carriage for realizing attraction or separation from the vehicle head connection magnetic device based on the magnetic pole polarity of the vehicle head connection magnetic device.

10. The vehicle according to claim 9, wherein, The vehicle further includes: A carriage buffer track arranged on the carriage, the carriage buffer track includes a carriage buffer inner track and a carriage buffer outer track, and the carriage connection magnetic device is further used to move into the carriage interior along the carriage buffer inner track when the cruise avoidance control instruction is the second instruction; A carriage buffer device for moving to the connection side between the carriage and the vehicle head along the carriage buffer outer track when the cruise avoidance control instruction is the second instruction. The carriage buffer motor, connected to the carriage controller, is used to drive the movement of the carriage connection magnetic device and / or the carriage buffer device along the carriage buffer track.

11. A vehicle networking system, characterized in that, Comprising: The roadside perception system includes a roadside camera, a roadside lidar, an edge computing unit, and a roadside communication device. The edge computing unit obtains roadside perception information based on the camera information of the roadside camera and the radar information of the roadside lidar, and the roadside communication device sends the roadside perception information; The vehicle according to any one of claims 8-10, wherein the vehicle communicates with the roadside perception system; The cloud platform, which is connected to the roadside perception system and is used to execute the vehicle control method according to any one of claims 5-7.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed, it implements the vehicle control method according to any one of claims 1-4 or executes the vehicle control method according to any one of claims 5-7.

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