Vehicle control method and related product

Abstract

The invention discloses a vehicle control method and related products, and relates to the technical field of intelligent driving. The vehicle control device obtains information of a risk road section outside the sight distance range of the vehicle and determines a deceleration starting position based on the information of the risk road section, and the deceleration starting position is the position where the vehicle starts to decelerate and is located between the current position of the vehicle and the starting position of the risk road section. A first distance is formed between the initial position and the risk road section. Through access of beyond-visual-range information, the vehicle control device can timely discover road abnormity in front and reduce the speed of the vehicle at least by the first distance ahead, so that the accident probability of the vehicle can be greatly reduced, and the driving safety and comfort of the vehicle when the vehicle encounters sudden road abnormity are remarkably improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular, to a vehicle control method and related products. Background Art

[0002] With the improvement of road conditions and the upgrade of vehicle performance, the driving speed of vehicles on the road has generally increased. Especially on highways, urban expressways, and even ordinary roads with good pavement, vehicles often maintain a relatively high speed. However, the road conditions are complex and difficult to predict, and sudden road anomalies often occur. When a vehicle encounters a sudden anomaly on a road that supports fast driving, due to the high speed and short braking time, the personal and property safety of users will be seriously threatened.

[0003] Some vehicles that support intelligent driving are equipped with an emergency braking function, which can quickly brake when a road anomaly appears ahead. However, during emergency braking, the deceleration of the vehicle is relatively fast, and the experience of the occupants is poor. Moreover, when the vehicle performs emergency braking, the following vehicle may also cause a rear-end collision due to untimely reaction, affecting the personal and property safety of the vehicle itself.

[0004] Therefore, how to improve the driving safety and comfort of vehicles when encountering sudden road anomalies is a hot issue being studied by those skilled in the art. Summary of the Invention

[0005] This application provides a vehicle control method and related products, which can significantly improve the driving safety and comfort of vehicles when encountering sudden road anomalies.

[0006] In a first aspect, the present application provides a vehicle control method, which is applied to a first vehicle and can be executed by the first vehicle or a vehicle control device in the first vehicle. Exemplarily, the vehicle control device is a computing device with computing capabilities, such as a mobile data center (MDC) (or an autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc. Among them, the DC is such as a motion domain controller (MDC), a vehicle domain controller (VDC), etc. Alternatively, the vehicle control device is a software and / or hardware module in the computing device. For the convenience of description, here the method execution subject is taken as an example of the vehicle control device for illustration. In some cases, the vehicle control device can generate information for controlling the vehicle, such as one or more of position, speed, acceleration, target quantities of control operations (such as steering angle, wheel speed), etc. Further, this information for controlling the vehicle can be provided to the control execution device to achieve the control of the vehicle, or the vehicle control device can output control instructions for components in the vehicle based on the information for controlling the vehicle.

[0007] The vehicle control method includes: The vehicle control device obtains information on a risk section from an external vehicle device. The risk section is included in the driving route of the first vehicle and is outside the line of sight range of the first vehicle. The vehicle control device determines a starting deceleration position at least based on the information on the risk section. The starting deceleration position is used to indicate the position where the first vehicle starts to decelerate. The starting deceleration position is located between the current position of the first vehicle and the starting position of the risk section, and there is a first distance d1 between the starting deceleration position and the starting position of the risk section, where d1 > 0.

[0008] In the above solution, since the risk section is outside the line of sight range of the first vehicle and it is difficult for the first vehicle to directly detect the risk section through its own sensor system, the information on the risk section is out-of-sight information. The risk section is a section with driving risks. Optionally, the risk section belongs to at least one of the following types of sections: a congested section, an accident area, a construction area, a temporarily occupied area, a high-accident section, a high-frequency takeover section for intelligent driving, or a dangerous section feedback by users, etc. The starting deceleration position refers to the position where early deceleration is performed to avoid too high a vehicle speed when reaching the risk section, that is, the starting position of the early deceleration stage. Without considering the influence of other factors (such as the vehicle being taken over manually, or the risk of this risk section being cancelled, etc.), when the first vehicle reaches the starting deceleration position, the vehicle control device controls the first vehicle to perform a deceleration operation.

[0009] In the embodiments of the present application, the vehicle control device can obtain information beyond the line of sight, and based on the information beyond the line of sight, determine the starting deceleration position at which the first vehicle should decelerate. The starting deceleration position is closer to the first vehicle than the starting position of the risk section. That is, when an abnormal road condition appears ahead, the first vehicle can reduce its speed by a distance d1 in advance. On the one hand, decelerating in advance makes the speed of the first vehicle lower when it can observe the risk section, which can reserve more time for the first vehicle to perceive the environment and make decisions, helping to improve the driving safety of the first vehicle. At the same time, the first vehicle starting to decelerate in advance can guide the following vehicle to start decelerating in advance, helping to reduce the possibility of the following vehicle rear-ending the first vehicle due to the deceleration of the first vehicle, and improving the safety of the first vehicle. On the other hand, when decelerating in advance, the first vehicle can decelerate with a relatively comfortable deceleration curve, improving the comfort of the vehicle and the user experience.

[0010] Especially when the vehicle is driving on a road that supports high-speed driving, due to the high vehicle speed, the braking distance is long and the reaction time is short. At this time, by perceiving the information beyond the line of sight and decelerating in advance at a distance before the risk section, the driving safety in the high-speed scenario can be significantly improved.

[0011] Optionally, the driving route is pre-planned, that is, it has been planned. Optionally, the first distance d1 is greater than or equal to the indication distance of the first vehicle, or when the vehicle is at the starting deceleration position, the risk section is still outside the line of sight range of the first vehicle.

[0012] In a possible implementation manner of the first aspect, the current speed of the first vehicle is higher than the preset first speed. The first speed is, for example, 80 kilometers per hour (km / h), 90 km / h, 100 km / h, or 120 km / h, etc. Or, the first vehicle is on a road that supports high-speed driving, such as a highway or an urban expressway. For another example, a road that supports high-speed driving includes a road with a speed limit greater than or equal to a second speed, and the second speed is, for example, 80 km / h, 90 km / h, 100 km / h, or 120 km / h, etc. Since the first vehicle is driving at a high speed, it is prone to significant safety risks due to sudden road accidents. In the above solution, the vehicle control device can control the vehicle to decelerate in advance, thus significantly reducing the driving risk on highways or urban expressways.

[0013] In another possible implementation manner of the first aspect, the first vehicle has an intelligent driving function and the intelligent driving function is in an enabled state. The intelligent driving function can control the vehicle to drive along the planned driving route. On this basis, the vehicle control device uses the information beyond the line of sight to determine the position of decelerating in advance, making the intelligent driving function of the vehicle more perfect, the vehicle control safer and more comfortable.

[0014] In yet another possible implementation of the first aspect, the information of the risk section includes information for indicating the starting position of the risk section, that is, the information of the risk section can indicate the starting position of the risk section.

[0015] In yet another possible implementation of the first aspect, the first spacing d1 is preset. For example, the first spacing d1 is 200 meters, 300 meters, 100 meters, etc. In the above implementation, by pre-defining the position for early deceleration, the first vehicle can start to decelerate stably at a fixed distance, and the calculation amount related to the spacing is reduced, which helps to achieve more accurate early deceleration and improve the stability and reliability of the vehicle.

[0016] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device controls the first vehicle to decelerate at the starting deceleration position so that the first vehicle does not exceed the expected speed when reaching the target position. Further, the current speed of the first vehicle is higher than the expected speed, and the target position is between the deceleration position (excluding) and the starting position of the risk section (including). For example, the expected speed is 80 km / h, 50 km / h, 30 km / h, etc.

[0017] In the above solution, the vehicle control device controls the vehicle to decelerate based on the target position and the speed limit (i.e., the expected speed) at the target position. In this way, the vehicle adjusts its speed to the expected speed or below the expected speed at the latest at the starting position of the risk section, improving the driving safety of the vehicle itself.

[0018] Optionally, the expected speed > 0. In this case, the purpose of the vehicle control device to decelerate is not to stop the first vehicle, but to hope that the speed of the first vehicle will not be too fast before reaching the risk section, so as to reserve more time for the first vehicle to perceive the environment and make decision and reaction. It is not difficult to see that as the vehicle moves forward continuously, the subsequent risk section will enter the line of sight range of the vehicle. At this time, the vehicle control device can determine whether to brake or accelerate the vehicle based on the information it perceives itself. Therefore, the above solution does not conflict with the emergency braking strategy and can even be combined. As a possible combination example, when the risk section is outside the line of sight range, the vehicle control device can reduce the speed of the first vehicle in advance. When the risk section is within the line of sight range, the vehicle control device controls the speed of the first vehicle based on the information of the surrounding vehicles it perceives.

[0019] In yet another possible implementation of the first aspect, the vehicle control device determines the start deceleration position based at least on the information of the risk section, including the following operations: The vehicle control device determines the starting position of the risk section based on the information of the risk section, and determines the start deceleration position based on the starting position of the risk section and the deceleration strategy, where the deceleration strategy is used to indicate the deceleration of the first vehicle. For example, the deceleration strategy indicates the deceleration value of the first vehicle between the start deceleration position and the target position, such as a deceleration curve or a speed change curve, etc.

[0020] In the above implementation, the vehicle control device can utilize the deceleration strategy to flexibly determine the start deceleration position, can adapt to different driving requirements, and improve the user experience.

[0021] In yet another possible implementation of the first aspect, the vehicle control method further includes: The vehicle control device determines the deceleration strategy based on the first deceleration gear indication input by the user. The first deceleration gear indication is used to indicate one of a plurality of deceleration gears, and the deceleration strategies corresponding to the plurality of deceleration gears are different.

[0022] In the above implementation, the vehicle control device supports selecting one gear from a plurality of deceleration gears and adopting an appropriate deceleration strategy based on the user's selection, so that the deceleration strategy can meet the braking requirements of the driver and improve the riding experience of the occupants.

[0023] In some cases, the process of determining the deceleration strategy may be an intermediate process, and the intermediate result may not be output to the outside. For example, the vehicle control device determining the deceleration strategy based on the first deceleration gear indication input by the user is an intermediate operation. In this case, the above solution can also be replaced with: The vehicle control device determines the start deceleration position based on the starting position of the risk section and the first deceleration gear indication input by the user.

[0024] In yet another possible implementation of the first aspect, the vehicle control method further includes: The vehicle control device determines the deceleration strategy according to the driving habit information of the driver of the first vehicle.

[0025] In the above implementation, the vehicle control device can analyze the driving habits of the driver based on the historical driving habit information of the driver of the first vehicle, and adopt a deceleration strategy adapted to the driving habits of the driver to improve the riding experience of the occupants.

[0026] Optionally, when determining the deceleration strategy, the vehicle control device may adopt a rule-based algorithm or use a model to obtain the result. Exemplarily, the vehicle control device uses an artificial intelligence (AI) model to obtain the deceleration strategy based on the driving habit information of the driver of the first vehicle. The AI model has a learning ability and can adapt to changes in the user's driving habits, thereby improving the matching degree between the obtained deceleration strategy and the user's habits. For example, as the driver's driving experience increases, the driver may change the following distance or deceleration strategy. At this time, the AI model will also adjust the deceleration strategy accordingly to maintain the best performance and adaptability.

[0027] In some cases, the foregoing embodiment may be replaced with: The vehicle control device determines the start deceleration position based on the starting position of the risk section and the driving habit information of the driver of the first vehicle.

[0028] In another possible implementation manner of the first aspect, the deceleration strategy is related to the scenario state data of the first vehicle. The scenario state data includes information about the environment where the first vehicle is located and / or the state data of the first vehicle.

[0029] In the above embodiment, the vehicle control device can use the scenario state data of the first vehicle to flexibly determine the driving strategy, thereby flexibly determining the start deceleration position, and improving the flexibility of the deceleration strategy.

[0030] Moreover, the vehicle control device senses the environment and state to determine the deceleration strategy, which can improve the driving safety and comfort. Exemplarily, on a dry road surface, a strategy with a larger braking intensity can be selected to decelerate quickly. On a slippery road surface, a softer braking strategy is adopted to prevent the wheels from locking. Another example is that when the vehicle is going downhill, it needs to decelerate in advance, and when the vehicle is going uphill, it needs to decelerate later. Another example is that when the vehicle has kinetic energy recovery enabled and the kinetic energy recovery level is high (the effect is strong), the deceleration strategy can be reasonably designed to optimize the energy recovery effect, convert as much kinetic energy generated during braking as possible into electrical energy for storage, reduce energy loss, improve energy utilization efficiency, and thus increase the vehicle's cruising range.

[0031] As an example of using a model to determine the deceleration strategy, the vehicle control device may use an AI model to obtain the deceleration strategy based on the scenario state data of the first vehicle.

[0032] In some cases, the foregoing embodiment may be replaced with: The vehicle control device determines the start deceleration position based on the starting position of the risk section and the scenario state data of the vehicle. Exemplarily, the vehicle control device uses an AI model to determine the start deceleration position based on the starting position of the risk section and the scenario state data of the vehicle.

[0033] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device outputs a first prompt message for prompting the user that the vehicle enters the deceleration stage. Exemplarily, the first prompt message can be conveyed to the user in one or more forms such as sound, light, electricity, vibration, etc. For example, the user is prompted that the vehicle enters the deceleration stage by displaying an interface or an image on a display device. Wherein, the display device may include one or more of a screen, a head-up display device, an instrument panel, a co-pilot screen, a rear-row screen, or a projection screen, etc.

[0034] In some cases, the first prompt message is output at the latest when the first vehicle reaches the start deceleration position.

[0035] In the above implementation, since the risk section is within a non-line-of-sight range, it may be difficult for the user to observe the existence of the risk section. When the host vehicle enters the early deceleration stage, the user may feel panicked and uneasy. Outputting the first prompt message enables the user to understand the actions being taken by the vehicle and know that the vehicle entering the deceleration stage is a normal control operation, which conforms to the design principle of human-machine interaction, can relieve the user's anxiety and fear, and increase the user's trust in the vehicle control device's capabilities. In addition, after the user learns that the vehicle enters the deceleration stage, they can better cooperate with the vehicle's braking operation, improving the safety and comfort of the occupants when using the vehicle. For example, the occupants can prepare their bodies in advance to avoid excessive forward leaning or injury due to deceleration. Another example is that the user can observe the surrounding environment more closely and promptly detect environmental risks to facilitate taking over the vehicle.

[0036] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device updates the start deceleration position in response to a first update instruction input by the user, and the updated start deceleration position is used to indicate the position where the first vehicle starts to decelerate specified by the user.

[0037] In the above implementation, the vehicle control device updates the start deceleration position based on the user input, increasing the flexibility of vehicle control, and updating the vehicle control decision based on the user's needs can make the vehicle control decision more in line with the user's needs and improve the user's experience.

[0038] In some possible implementations, the first distance between the start deceleration position and the starting position of the risk section is not less than a preset minimum distance. In other words, the first vehicle should start to decelerate at the latest at the position of the minimum distance from the risk section (i.e., the minimum deceleration position). This can further improve safety and system robustness.

[0039] In yet another possible implementation of the first aspect, the vehicle control method further includes: when the vehicle control device reaches the target position or is at a second distance from the target position, it determines the traffic flow speed based on the movement information of the surrounding vehicles of the first vehicle. The vehicle control device uses the traffic flow speed to adjust the value of the desired speed. Further, the second distance is less than or equal to the line of sight of the first vehicle.

[0040] In the above implementation, when the vehicle has reached the target position or is in a position where it can observe the target position, the desired speed is adjusted using its own sensed information. Such a design helps to improve traffic efficiency and driving safety.

[0041] Further, after reaching the target position, the vehicle control device determines the traffic flow speed based on the movement information of the surrounding vehicles of the first vehicle, and adjusts the value of the desired speed based on the traffic flow speed. The above solution is equivalent to an anti-mis-trigger mechanism, which can adjust the speed of the first vehicle based on the actual situation of the risk section when the risk section is within the line of sight of the first vehicle, taking into account both safety and communication efficiency.

[0042] Optionally, the first vehicle further includes a sensing device, such as one or more sensors in the sensor system. The vehicle control device can obtain the movement information of the surrounding vehicles of the first vehicle based on the detection data of the sensing device.

[0043] In some cases, when the vehicle control device uses the traffic flow speed to adjust the value of the desired speed, it includes the following operations: when the traffic flow speed is less than or less than or equal to the desired speed, it controls and adjusts the speed of the first vehicle according to the movement information of the vehicle in front of the first vehicle. In other words, when it is determined that the traffic flow speed is lower, the value of the desired speed may not be adjusted, but the vehicle control device can use the movement information of the vehicle in front to safely control the vehicle, maintain a safe distance, and improve safety.

[0044] In some cases, when the vehicle control device uses the traffic flow speed to adjust the value of the desired speed, it includes the following operations: when the traffic flow speed is greater than the desired speed, the vehicle control device adjusts the value of the desired speed to the value of the traffic flow speed. Since the traffic flow speed is greater, increasing the value of the desired speed raises the speed limit, which helps to improve traffic efficiency.

[0045] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device determines the desired speed based on the risk level of the risk section. In the above implementation, the vehicle control device can determine the speed limit value after deceleration of the vehicle based on the risk level of the risk section, so as to adapt to different levels of risk and improve driving safety. When the risk level is low, the vehicle control device does not have to set the desired speed too low, which helps to improve the traffic efficiency of the first vehicle.

[0046] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device adjusts the value of the desired speed in response to a speed adjustment instruction input by the user. In the above implementation, the vehicle control device updates the final speed limit after deceleration based on the user instruction, which can increase the flexibility of vehicle control. Moreover, updating the vehicle control decision based on the user's needs can make the vehicle control decision more in line with the user's needs and improve the user experience.

[0047] In yet another possible implementation of the first aspect, the vehicle control method further includes: after passing through a risk section, the vehicle control device controls to increase the speed of the second vehicle. In this way, the speed of the first vehicle can be restored or increased in a timely manner, improving the travel efficiency.

[0048] In yet another possible implementation of the first aspect, the vehicle control method further includes: the vehicle control device outputs a second prompt message, which is used to prompt the user that the vehicle exits the deceleration stage or enters the acceleration stage. In the above solution, outputting the first prompt message allows the user to understand the actions being taken by the vehicle and know that the vehicle entering the acceleration stage is a normal control operation, which conforms to the design principle of human-machine interaction. It can reduce the user's anxiety and fear, and increase the user's trust in the capabilities of the vehicle control device. In addition, after the user learns that the vehicle enters the acceleration stage, they can better cooperate with the vehicle's braking operation, improving the safety and comfort of the occupants during vehicle use.

[0049] In yet another possible implementation of the first aspect, the vehicle external device includes a map server. The information of the risk section is carried in the road condition information provided by the map server to the first vehicle.

[0050] In yet another possible implementation of the first aspect, the vehicle external device includes a second vehicle or a vehicle networking server, and the vehicle networking server is at least connected to the second vehicle. The information of the risk section is carried in the vehicle perception information, and the vehicle perception information includes the information perceived by the second vehicle.

[0051] In yet another possible implementation of the first aspect, the vehicle external device includes a server, and the information of the risk section is determined by the server based on the driving data of at least one vehicle.

[0052] In a second aspect, the present application provides a vehicle control device, including an acquisition module and a processing module. Among them, the acquisition module is used to acquire information, and the processing module is used to process the information, for example, to implement one or more operations such as the aforementioned determination, control, adjustment, update, and obtaining through data processing. The vehicle control device is used to implement the method described in the first aspect or any possible implementation of the first aspect.

[0053] In a third aspect, the present application provides a vehicle control device, including at least one processor and a memory. The memory is used for storing a computer program, and the at least one processor is used for calling the computer program to implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0054] In a fourth aspect, the present application provides a chip system, including at least one processor and a communication interface. The communication interface is used for inputting and / or outputting data, and the at least one processor is used for calling computer instructions to implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0055] In a fifth aspect, the present application provides a vehicle control system, including a vehicle control device and an interaction device. The vehicle control device is connected to the interaction device, and the interaction device includes one or more interaction devices such as a display device, an audio interaction device, a lighting device, a vibration device, and a user operation device. The interaction device is used for interacting with the user. For example, the interaction device can convey a first prompt message, a second prompt message, etc. to the user. Alternatively, the interaction device can receive one or more of the update instruction, speed regulation instruction, deceleration gear instruction, etc. input by the user.

[0056] In a sixth aspect, the present application provides a terminal, including the vehicle control device described in the second aspect, or including the vehicle control device described in the third aspect, or including the chip system described in the fourth aspect, or including the vehicle control system described in the fifth aspect.

[0057] Optionally, the terminal includes intelligent terminals or transportation means such as vehicles, robots, drones, or ships.

[0058] In a seventh aspect, the present application provides a computer-readable storage medium storing program instructions, which, when executed by at least one processor, implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0059] In an eighth aspect, the present application provides a computer program product, including program instructions or including executable computer program code, which, when executed by at least one processor, implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0060] For the beneficial effects of the solutions in the second to eighth aspects of the present application, reference can be made to the beneficial effects of the technical solution in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 is a schematic diagram of a vehicle driving scenario;

[0062] Figure 2It is a schematic diagram of the architecture of a vehicle;

[0063] Figure 3 It is a schematic diagram of the interaction between a vehicle and external devices;

[0064] Figure 4 It is a schematic diagram of the cockpit of a vehicle;

[0065] Figure 5 It is a schematic flowchart of a vehicle control method provided by an embodiment of the present application;

[0066] Figure 6 It is a schematic diagram of another vehicle driving scenario provided by an embodiment of the present application;

[0067] Figure 7 It is a schematic diagram of the position of a vehicle provided by an embodiment of the present application;

[0068] Figure 8 It is a schematic diagram of a deceleration strategy provided by an embodiment of the present application;

[0069] Figure 9 It is a schematic diagram of another three deceleration strategies provided by an embodiment of the present application;

[0070] Figure 10 It is a schematic diagram of a human-machine interaction scenario provided by an embodiment of the present application;

[0071] Figure 11 It is a schematic diagram of an interaction interface provided by an embodiment of the present application;

[0072] Figure 12 It is a schematic diagram of another interaction interface provided by an embodiment of the present application;

[0073] Figure 13 It is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application;

[0074] Figure 14 It is a schematic diagram of the structure of another vehicle control device provided by an embodiment of the present application. Detailed implementation manners

[0075] Before introducing the embodiments of the present application, the terms that may be used in the embodiments of the present application are introduced first.

[0076] 1. Domain Controller. A domain is a functional domain formed by dividing the various components of a vehicle according to their functions. Examples of functional domains include the power domain, chassis domain, body domain, cockpit domain, autonomous driving domain, left domain, or right domain, etc. In some solutions, a functional domain includes a high-performance computing platform that can centrally control the devices in the domain, and this computing platform is the domain controller. The domain controller includes one or more processors, and further includes one or more of a memory, a communication interface, a power management module, or a sensor interface, etc. The processor is responsible for running the software within the domain and, in some cases, can also process data, make decisions, and control actuators. The memory is used to store the operating system, application programs, or data, etc., or to store the programs or data being run. The communication interface is used to communicate with other electronic devices to achieve data transmission and interaction. The power management module is responsible for managing and distributing power to ensure that the system receives reasonable power supply. The sensor interface is used to connect various types of sensors, such as cameras, radars, accelerometers, etc., so that the processor can receive the data from the corresponding sensors and process and analyze it. It should be understood that a domain controller may be connected to other domain controllers or other controllers or processors with data processing capabilities to transmit information or share information. Exemplarily, the domain controller may include a Mobile Data Center (MDC), a Cockpit Domain Controller (CDC), etc.

[0077] The MDC, also known as the intelligent driving domain controller, is positioned as the computing platform for intelligent driving and is a key module for realizing software-defined vehicles. In some solutions, the hardware architecture of the MDC includes one or more of a main control chip, a sensor interface, a communication module, a power management module, or a heat dissipation system, etc. The main control chip provides powerful computing power and can process a large number of perception and computing tasks in intelligent driving, as well as functions such as the power control and braking control of the vehicle. The sensor interface can have rich interfaces to connect various types of sensors, and these interfaces ensure that the MDC can quickly and accurately receive information from different sensors as data support for intelligent driving decisions. The communication module has high-speed communication capabilities and supports communication methods such as in-vehicle Ethernet (only as an example) to ensure efficient communication with in-vehicle electronic devices and / or the cloud and achieve data interaction.

[0078] The CDC is the core component responsible for managing and controlling the electronic devices and functions within the cockpit. The CDC usually uses a System on Chip (SoC) as the processing component and is also configured with a storage component and a communication interface in some cases. The communication interface enables the CDC to perform data transmission with one or more of an interaction device (such as a display device, an audio device, etc.), a body control system, a power system, an assisted driving system, a sensor system, etc.

[0079] 2. The line-of-sight range refers to the distance and / or area within which a vehicle (or driver) can clearly observe the road and the surrounding environment. In some solutions, for a vehicle with intelligent driving functions, the line-of-sight range of the intelligent driving vehicle is the maximum distance at which its sensor system (such as cameras, radars, lidars, etc.) can reliably detect and identify obstacles or road features ahead.

[0080] In some cases, the line-of-sight range of a vehicle is related to the physical detection ability of the vehicle's sensors. For example, the line-of-sight of a millimeter-wave radar is usually between 150 and 250 meters. The line-of-sight of a lidar is usually between 200 and 300 meters. The line-of-sight of a camera is usually between 50 and 150 meters. The line-of-sight of an ultrasonic radar is usually less than 10 meters. Exemplarily, if the line-of-sight of the lidar configured on the vehicle is 200 meters and the line-of-sight of the camera configured is 150 meters, the line-of-sight of the vehicle can be 200 meters, or a combined line-of-sight not higher than 200 meters.

[0081] In some other cases, the line-of-sight range of a vehicle can be obtained through testing, or specified by industry standards. For example, some places stipulate that it is recommended that the autonomous driving system have at least a 3-second prediction time (corresponding to a line-of-sight of about 100 meters) in a high-speed (120 km / h) scenario. Again, some other regulations require the line-of-sight to cover potential risk scenarios. For example, in a high-speed (vehicle speed 120 km / h) scenario, at least 200 meters of sensor detection distance should be reserved.

[0082] 3. An intelligent driving system refers to a system that can control a vehicle intelligently and may have one or more intelligent driving functions.

[0083] In some solutions, the intelligent driving system may include an advanced driving assistant system (ADAS) and / or an autonomous driving system (ADS). The intelligent driving system uses a variety of sensors on the vehicle (including but not limited to: lidar, millimeter-wave radar, imaging devices, ultrasonic sensors, global positioning system, inertial measurement unit) to obtain information from the surrounding of the vehicle, and analyzes and processes the obtained information to achieve functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / reminder, etc., thereby improving the safety, automation level and comfort of vehicle driving.

[0084] Under different levels of autonomous driving (or intelligent driving levels, a total of six levels from L0 to L5), based on the information obtained by artificial intelligence algorithms and multiple sensors, the intelligent driving system can achieve different levels of autonomous driving assistance. The above levels of autonomous driving are based on the grading standards of the Society of Automotive Engineers (SAE). Among them, level L0 is no automation; level L1 is driving assistance; level L2 is partial automation; level L3 is conditional automation; level L4 is highly automated; level L5 is fully automated. For levels L1 to L3, the tasks of monitoring road conditions and making responses are jointly completed by the driver and the system, and the driver needs to take over the dynamic driving tasks. Levels L4 and L5 can completely transform the driver into the role of a passenger. Currently, the functions that the intelligent driving system can achieve mainly include but are not limited to: adaptive cruise assistance, automatic emergency braking, automatic parking, blind spot monitoring, traffic warning / braking at the front intersection, traffic warning / braking at the rear intersection, forward collision warning, lane departure warning, lane keeping assistance, rear collision warning for the vehicle ahead, traffic sign recognition, traffic congestion assistance, highway assistance, etc. It should be understood that: the above various functions can have specific modes under different levels of autonomous driving (L0 - L5), and the higher the level of autonomous driving, the more intelligent the corresponding mode.

[0085] In some implementation manners, the vehicle being in an intelligent driving state or the intelligent driving function being in an enabled state can be understood as: the state in which the vehicle is driving under the control of the intelligent driving system. For example, when the vehicle is running with functions such as automatic parking, adaptive cruise assistance, Navigate Connected Autopilot (NCA), etc. enabled, it can be determined that the intelligent driving function of the vehicle is in an enabled state. The above explanations of technical terms can be applied to the embodiments below.

[0086] When a vehicle is driving at high speed on the road, it is prone to a safety crisis due to sudden road failures. Combining Figure 1 , when the vehicle is driving on the highway, the vehicle speed is often relatively high. If there is congestion ahead on the driving route, limited by the line - of - sight range of the vehicle itself, the vehicle is prone to rear - end the vehicle ahead. Even if the vehicle stops by emergency braking, it is easy for the following vehicle to rear - end the vehicle itself due to untimely response. Moreover, emergency braking easily affects the riding experience of the vehicle occupants, causing vehicle damage and safety risks.

[0087] In view of this, the embodiments of the present application provide a vehicle control method and related products, which can significantly improve the driving safety and comfort of the vehicle when encountering sudden road anomalies.

[0088] First, the system architecture of the vehicle to which the present application can be applied will be introduced below. Please refer to Figure 2, the vehicle 10 includes a vehicle control device 11, a communication module 12, a braking system 13, and a power system 14. Among them:

[0089] The vehicle control device 11 is a device with computing capabilities and may also have the ability to control the vehicle 10. For example, the vehicle control device 11 can directly generate control instructions for components in the vehicle (such as the power system, braking system, interaction devices, etc.). Another example is that the vehicle control device can generate information for controlling the components of the vehicle, such as one or more of position, speed, acceleration, target quantities of control operations (such as steering angle, wheel speed), etc. This information can be output to a control execution device, and the control execution device generates control instructions. In some cases, the vehicle control device 11 can control the operation of the intelligent driving system.

[0090] In some cases, the vehicle control device 11 may include one or more processors, which can be used to run programs or corresponding instructions of the programs to implement corresponding functions. In one implementation, the processor may include a circuit with instruction reading and running capabilities, such as an arithmetic unit, a processor core, a central processing unit (CPU), a microprocessor, a microcontroller unit (MCU), a graphics processing unit (GPU), or a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through the logic of a hardware circuit, and the logic of the hardware circuit is fixed or can be reconfigured. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement corresponding functions. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In some implementations, the vehicle control device 11 includes at least one processor integrated in the form of a system-on-chip (SOC), which is commonly referred to as an SOC by those skilled in the art. The SOC may include at least one processor. When the SOC includes multiple processors, the types of the multiple processors can be different, such as including a CPU, an MCU, and an NPU, etc.

[0091] Exemplarily, the vehicle control device 11 includes a controller, such as a domain controller (DC) or an electronic control unit (ECU). Among them, the DC can be an MDC, a CDC, etc. In some cases, the vehicle control device 11 includes multiple modules, such as an acquisition module and a processing module. The acquisition module acquires information, and the processing module is used to process the information for decision-making and further control the vehicle. Further, the multiple modules can be separately arranged in different devices or integrated in one device.

[0092] Exemplarily again, the vehicle control device 11 can be implemented by software. For example, the vehicle control device 11 includes computer instructions, computer programs, computer codes, etc. that can implement the above functions.

[0093] The communication module 12 is used to support the vehicle 10 to communicate with external devices. Combined Figure 3 , the external devices include one or more of the server 20, other vehicles (such as vehicle 30), roadside devices 40, etc. In some cases, the communication module 12 includes a wireless communication device, and the wireless technologies used by the wireless communication device include one or more of the following: SparkLink (or NearLink), wireless local area network (WLAN), ultra-wideband (UWB) technology, communication technology based on long term evolution (long term evolution), 5th generation mobile networks or 5th generation wireless systems, 5th-Generation (abbreviated as 5G or 5G technology), global system for mobile communications (GSM), general packet radio service (GPRS), or universal mobile telecommunications system (UMTS), etc. Exemplarily, the communication module 12 is, for example, a T-box (telematics box) in the vehicle. Exemplarily again, the communication module 12 supports communication through the vehicle network.

[0094] The braking system 13 may represent a device for slowing down the driving speed of the vehicle 10, such as a braking system. In some cases, the braking system 13 includes a speed reducer or other structural components for vehicle deceleration, etc. In some solutions, the braking system 13 can use friction to slow down the movement of the wheels, thereby reducing the driving speed of the vehicle.

[0095] The power system 14, also known as the propulsion system, includes components that provide power for the vehicle 10. Exemplarily, the power system 14 may include an engine, an energy source, a transmission, and wheels (or tires). In some cases, controlling one or more of the following can achieve the effect of controlling the speed of the vehicle 10: the supply of the energy source, the output power of the engine, the working mode of the transmission, etc.

[0096] In some cases, the vehicle 10 also includes one or more of the interaction device 15, the interaction control device 16, the sensor system 17, etc. The above components will be introduced separately below:

[0097] The interaction device 15 is a device for interacting with people, for example, including one or more of the following devices: a display device 151, a projection system 152, a voice system 153, etc. Among them, the display device 151 is a device that can present information and realize the interaction of information between people and machines. Combined with Figure 4 , the interaction device 15 includes but is not limited to the vehicle center control screen, the co-pilot screen, the rear seat screen, the streaming media rearview mirror, the instrument panel, the head up display (HUD), the light field screen, or the touch screen, etc. In some solutions, modules or devices that achieve similar functions can also be called human-machine interaction (HMI) devices.

[0098] The projection system 152 includes a projection module. The projection module is a device with projection capabilities and can project images (including videos) into the object space. For example, the projection module may include a projection lens, and optionally also includes a processor connected to the projection lens, which is used to obtain the projection image and control the projection lens to project. In some possible solutions, the projection module can be located at the position of the vehicle's headlights. Exemplarily, the projection module can be combined with the headlights, that is, the headlights can be used as the projection module to project images. Of course, the present application is also applicable to the case where the projection module is independent of the headlights. In some cases, combined with Figure 4 , the HUD can also be regarded as a kind of projection module.

[0099] The voice system 153 is used to collect sounds and / or output sounds. For example, combined with Figure 4, The voice system includes a speaker (i.e., a sound system), and the speaker is used to emit sound. Further, the voice system can interact with the user, for example, receive the voice input by the user (such as collecting the voice in the cockpit), and / or input voice prompts to the user.

[0100] The interaction control device 16 is a device with computing capabilities and can present information to the user through the interaction device 15, or receive the information input by the user. Exemplarily, the interaction control device can provide a display interface or prompt information to the display device 151, and the display device 151 can present the interface or promote the information. Again, for example, the interaction control device 16 can control the voice system 153 to output voice prompts and broadcast voices.

[0101] In some solutions, the interaction control device 16 may include one or more processors, and the processors can be used to run programs or the corresponding instructions of the programs to implement the corresponding functions. For the introduction of the processors, please refer to the foregoing. Exemplarily, the interaction control device 16 is a CDC, or the interaction control device 16 is a controller in a projection system, or a controller in a display device, etc. Optionally, the vehicle control device 11 is connected to the interaction control device 16, and the vehicle control device 11 can provide interaction information to the interaction control device 16, and the interaction control device 16 controls the interaction device 15 to output prompt information related to the interaction information. For example, the vehicle control device can calculate the starting deceleration position of the vehicle 10 and provide the starting deceleration position to the interaction control device 16, and the interaction control device 16 prompts the user of the starting deceleration position of the vehicle 10 and / or prompts the user that the vehicle 10 enters the deceleration stage, etc. by means of interface display, projection, voice output, etc. Or optionally, the vehicle control device 11 can also directly control the interaction device 15 to output prompt information related to the interaction information, that is, the vehicle control device 11 can also complete the functions completed by the interaction control device 16. For example, the vehicle control device can calculate the starting deceleration position of the vehicle 10 and prompt the user of the starting deceleration position of the vehicle 10 and / or prompt the user that the vehicle 10 enters the deceleration stage, etc. by means of interface display, projection, voice output, etc.

[0102] The sensor system 17 may include several sensors (including detection devices), and these sensors can measure the information of the object space. As Figure 2 shown, the sensor system 17 of the vehicle 10 includes one or more of the following detection devices: an image sensor 171, a radar 172, a lidar 173, a positioning system 174, a speed sensor 175, etc. The following is an exemplary introduction to some of the sensors:

[0103] The image sensor 171 (or camera) is used to capture images, including images and videos, etc. In some specific implementations, the image sensor 171 includes, but is not limited to, a dash cam, a camera, a camera, or other elements for taking pictures / filming, etc. Optionally, some image sensors 171 are set to capture images of the outside of the vehicle to obtain information about the vehicle's surrounding environment, such as the distance, position, color, volume, etc. of obstacles, and also information about road elements. Exemplarily, multiple cameras can be arranged in a vehicle, and the multiple cameras can be distributed at different positions to collect images of different fields of view around the vehicle.

[0104] The radar 172 and lidar 173 are devices that detect through electromagnetic waves (including light). They can obtain relevant information about the targets in the object space by emitting signals and receiving echoes, including one or more of the distance (or depth), position, angle, speed, reflectivity, color, etc. of the targets.

[0105] The positioning system 174 is a device for obtaining position information, which can be used to achieve real-time positioning of the vehicle and provide the geographical location information of the vehicle. The positioning system is, for example, the global positioning system (GPS), or the Beidou positioning and navigation system, etc. In some cases, the positioning system 174 can be combined with the communication module 12 to achieve vehicle position positioning, navigation, etc. through a positioning server (or navigation server, map server, etc.). The speed sensor 175 is used to measure speed, such as measuring the wheel speed, vehicle speed, etc.

[0106] In some solutions, the vehicle further includes a memory for providing storage space. For example, the memory can include volatile memory, such as RAM. Again, the memory can also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD). The memory can also include a combination of the above types of memory. Optionally, the memory can also store information such as road maps, driving routes, sensor data, etc.

[0107] It should be noted that the above Figure 2This is only a schematic diagram of a possible functional framework of vehicle 10. In some cases, multiple components in vehicle 10 can be combined. For example, vehicle control device 11 and communication module 12 can be integrated into the same device. Additionally, at least part of sensor system 17, at least part of interaction device 15, and at least part of vehicle control device 11 can be integrated as an intelligent driving device. Or, some components in vehicle 10 can include multiple discrete sub-components. Furthermore, in practical applications, vehicle 10 can include more or fewer systems or elements. For example, vehicle 10 can also include a power source, etc.

[0108] In an embodiment of the present application, vehicle 10 is capable of obtaining out-of-vehicle information (such as information from server 20, other vehicles, or roadside device 40, etc.) that is beyond the line of sight, such as information about a risky section of the road, and is capable of making a decision on the starting deceleration position at which the vehicle should start decelerating based on the out-of-vehicle information. The starting deceleration position is closer to the vehicle than the starting position of the risky section. That is, vehicle 10 can reduce its speed by a certain distance d in advance when an abnormal road condition appears ahead. On the one hand, decelerating in advance causes the speed of vehicle 10 to be lower when it can observe the risky section than before. This design can reserve more time for vehicle 10 to perceive the environment and make decisions, which helps to improve the driving safety of vehicle 10. At the same time, when vehicle 10 decelerates in advance, it can guide the following vehicle to decelerate in advance, which helps to reduce the possibility of the following vehicle rear-ending the self-vehicle due to the deceleration of vehicle 10, thus enhancing the safety of the self-vehicle. On the other hand, when decelerating in advance, vehicle 10 can decelerate with a relatively comfortable deceleration curve, which can improve the comfort of the vehicle and enhance the user experience.

[0109] In summary, by accessing out-of-vehicle information, the vehicle can start decelerating a certain distance before reaching the risky section, which can greatly reduce the accident probability of the self-vehicle and significantly improve the driving safety and comfort of the vehicle when encountering sudden abnormal road conditions.

[0110] The following introduces the method provided by the embodiment of the present application. Please refer to Figure 5 , Figure 5 This is a schematic flowchart of a vehicle control method provided by an embodiment of the present application. Optionally, this method can be applied to the aforementioned vehicle 10. For ease of understanding, Figure 5 in the illustrated embodiment, the execution subject is taken as the vehicle control device for introduction. In the specific implementation process, the execution subject can be a device, apparatus, or system with computing capabilities, etc. As Figure 5 shown, the vehicle control method includes steps S501 and S502. Here, for convenience of description, they are described in the order of S501 to S502, but the embodiment of the present application does not limit the execution sequence, execution time, execution times, etc. of the above one or more steps. S501 to S502 are specifically as follows:

[0111] S501, the vehicle control device obtains information on risky road sections.

[0112] Among them, the vehicle control device is a device with computing capabilities, which may include the entire device (or system), or include modules in the device (such as software and / or hardware modules). Exemplarily, the vehicle control device is a controller, such as MDC or ECU. Alternatively, the vehicle control device is a chip. Exemplarily, combined with Figure 2 , the vehicle control device 11 can receive information on risky road sections from external vehicle devices through the communication module 12.

[0113] A risky road section is a road section with driving risks. In some cases, a risky road section belongs to at least one of the following types of road sections: congested road sections, accident areas, construction areas, temporarily occupied areas, accident-prone road sections, intelligent driving high-frequency takeover road sections, or dangerous road sections reported by users, etc. Among them, a congested road section refers to a road section where vehicles move slowly or even come to a standstill, and its cause may be that the traffic flow exceeds the road carrying capacity or unexpected situations (such as accidents, natural disasters, etc.). An accident area (or accident road section) is an area where the road carrying capacity is reduced or interrupted due to traffic accidents (such as vehicle collisions, rollovers, etc.) or natural disaster accidents. A construction area (or construction road section) is a road section where part or all of the lanes are occupied due to road maintenance, expansion, or facility installation needs. A temporarily occupied area (or temporarily occupied road section) is a road section where part or all of the lanes are occupied for a short time due to temporary activities (such as large-scale events, municipal operations). An accident-prone road section is a road section where the accident incidence rate is significantly higher than that of other areas, which is obtained through historical data statistics or through annotation. An intelligent driving high-frequency takeover road section is a road section where the intelligent driving vehicle needs to be frequently manually intervened by the driver due to system capacity limitations (such as being unable to recognize complex road conditions), which can be obtained through historical data statistics or through annotation. A dangerous road section reported by users is a road area where users (such as drivers, passengers, or other relevant personnel) actively report or the platform (such as a navigation platform, a vehicle service platform) collects, and the users believe there are potential safety hazards. In some scenarios or platforms, there may be other designs for the names and meanings of the above road sections in the specific implementation process. The name and meaning explanations given here are only for the convenience of understanding this solution.

[0114] As a possible implementation, the information on risky road sections includes one or more of the location, degree of danger, type, etc. of the risky road sections. The following introduces several example cases:

[0115] Example 1, the information of the risk section includes the information for indicating the starting position of the risk section. For example, the information of the risk section includes the starting position of the risk section. For another example, the information of the risk section includes the central position of the risk section and the length of the risk section. In this case, the first vehicle can obtain the starting position of the risk section through the central position and the length of the risk section. For another example, the information of the risk section includes the ending position of the risk section and the length of the risk section. In this case, the first vehicle can obtain the starting position of the risk section through the central position and the length of the risk section.

[0116] In some cases, the position can be indicated by specific position coordinate information (such as map tile identification, road identification, intersection identification, etc.). In some other cases, the position is indicated by a relative distance. For example, the starting position of the risk section is a position 500 meters away from the current position of the vehicle itself. Optionally, the distance is the distance along the length direction of the road.

[0117] Example 2, the information of the risk section includes the information for indicating the ending position of the risk section. The relevant implementation manners can refer to the foregoing Example 1.

[0118] Example 3, the information of the risk section includes the risk level of the risk section. Exemplarily, when the risk section is a congested section, the risk level is, for example, the congestion level (such as the congestion level is severely congested, mildly congested, or terminally congested, etc.). When the risk section is an accident section, the risk level is related to one or more of the time of the accident occurrence, the duration from the accident occurrence to the current time, the severity of the accident, etc. For example, the road congestion caused after an accident often gradually becomes severe, and as the accident is resolved, the road congestion often gradually dissipates. When the risk section is a construction area, the risk level is related to one or more of the length of the construction area, the number of occupied lanes, the remaining number of lanes, etc. When the risk section is a temporarily occupied area, the risk level is related to one or more of the length of the temporarily occupied area, the number of occupied lanes, the remaining number of lanes, etc. When the risk section is a high-frequency takeover section for intelligent driving, the risk level is, for example, related to the takeover frequency, the number of takeovers, etc. When the risk section is a dangerous section feedback by users, the risk level is, for example, related to the number, proportion, etc. of the user feedback.

[0119] Example 4, the information of the risk section includes the type of the risk section. The type of the risk section is, for example, one or more of the following: congested section, accident area, construction area, temporarily occupied area, accident-prone section, high-frequency takeover section for intelligent driving, or dangerous section feedback by users, etc.

[0120] In the embodiments of the present application, the risk section is outside the line-of-sight range of the first vehicle. Please refer to Figure 6, Vehicle 10 can obtain information about Risk Section #1 outside the line-of-sight range of Vehicle 10 in advance. Among them, the definition of the line-of-sight range can be referred to the introduction in the Terminology Explanation section. Exemplarily, the line-of-sight of the first vehicle is 300 meters, and the risk section is located 500 meters in front of the vehicle. Therefore, the risk section is outside the line-of-sight range of the first vehicle. In some cases, the line-of-sight range of the first vehicle is related to the detection ability of the sensor system of the first vehicle and is affected by the detection ability of the sensor system. Further, the line-of-sight range of the first vehicle is also related to the computing power or system design of the vehicle.

[0121] In a possible implementation, the line-of-sight range of the first vehicle does not exceed a first distance threshold. For example, the first distance threshold is the farthest detection distance of the sensor with the farthest line-of-sight in the first vehicle. Another example is that the first distance threshold is predefined, such as 300 meters, 200 meters, 150 meters, 100 meters, etc. In some cases, the line-of-sight range of the first vehicle is affected by the field of view. Therefore, the risk section may also be outside the line-of-sight range of the first vehicle due to field-of-view occlusion. For example, in scenarios such as sharp turns and tunnels, even if the distance between the risk section and the first vehicle is relatively close, it is still outside the line-of-sight range of the first vehicle.

[0122] Further, the risk section is located in the driving route of the first vehicle. Combining Figure 6 , the driving route of Vehicle 10 passes through this Risk Section #1. Further, the risk section can be located on the forward driving route of the first vehicle, that is, the first vehicle will drive through the risk section in a subsequent period of time. Optionally, the driving route is pre-planned (i.e., already planned). For example, the pre-planned driving route can be planned by the intelligent driving system, or may be planned by the navigation service or map service. Or, the pre-planned driving route is determined according to the road and the driving direction of the vehicle. For example, when the vehicle is driving on the highway, there is only one driving route in some driving sections.

[0123] In some possible implementations, the information about the risk section is provided by an off-vehicle device. Exemplarily, the vehicle control device has the ability to communicate with the off-vehicle device and can receive the information about the risk section from the off-vehicle device. Another example is that the communication device in the first vehicle has the ability to communicate with the off-vehicle device, receives the information about the risk section from the off-vehicle device, and the communication device can provide the information about the risk section to the vehicle control device. Correspondingly, the vehicle control device obtains the information about the risk section. For the sake of easy understanding, several possible ways to provide the information about the risk section are introduced below:

[0124] Method 1: The off-vehicle device includes a map server. The information of the risk section is carried in the road condition information provided by the map server to the first vehicle. For example, the vehicle control device obtains the road condition information provided by the map service provider, and the road condition information includes one or more of the information of congested sections, accident areas, construction areas, or accident-prone sections, etc.

[0125] Method 2: The off-vehicle device includes a second vehicle or a vehicle networking server, and the vehicle networking server is at least connected to the second vehicle. The information of the risk section is carried in the vehicle perception information, and the vehicle perception information includes the information perceived by the second vehicle. For example, the vehicle control device obtains the vehicle perception information through the vehicle networking, and the vehicle perception information is used to indicate one or more of the congested, construction, and accident sections observed after other vehicles pass by.

[0126] Method 3: The server determines the information of one or more risk sections such as the high-frequency takeover positions of the intelligent driving system, the sections repeatedly feedback by users, and the low-speed sections of multiple vehicles (i.e., congested sections) based on the driving data reported by multiple vehicles. The server can send the information of the risk section to the vehicles near a certain risk section (for example, within 1 km). Correspondingly, the vehicle control device obtains the information of the risk section sent by the server.

[0127] It should be understood that the above three methods for obtaining the information of the risk section are only examples. In the specific implementation manner, the vehicle can also obtain the information of the risk section through other means, such as obtaining the information of the risk section through roadside devices, etc.

[0128] S502, the vehicle control device determines the start deceleration position based at least on the information of the risk section.

[0129] Among them, the start deceleration position is used to indicate the position where the first vehicle starts to decelerate. In some cases, the start deceleration position is the position for early deceleration to avoid too high a vehicle speed when reaching the risk section, that is, the starting position of the early deceleration stage. Combining Figure 6 , the start deceleration position is located between the current position of the first vehicle and the starting position of the risk section, and there is a first distance d1 between the start deceleration position and the starting position (i.e., the starting point) of the risk section, d1 > 0. The current position of the first vehicle refers to the position of the first vehicle in the decision-making stage. Here, it is to illustrate that in the process of determining the start deceleration position, the start deceleration position is closer to the first vehicle than the risk section. It can be understood that without considering the influence of other factors, when the first vehicle reaches the start deceleration position, the vehicle control device controls the first vehicle to perform a deceleration operation.

[0130] In some cases, the current vehicle speed of the first vehicle is higher than a preset first vehicle speed. The first vehicle speed is, for example, 80 kilometers per hour (km / h), 90 km / h, 100 km / h, or 120 km / h, etc. Optionally, the first vehicle speed is the desired speed (introduced hereinafter). In some other cases, the first vehicle is on a road that supports high-speed driving. For example, supporting high-speed driving means that the speed limit is greater than or greater than or equal to a second vehicle speed. The second vehicle speed is, for example, 80 km / h, 90 km / h, 100 km / h, or 120 km / h, etc.

[0131] Optionally, when the current vehicle speed of the first vehicle is not higher than the preset first vehicle speed or the first vehicle is not on a road that supports high-speed driving, the method shown is not implemented Figure 5 or step S502 is not executed. Since in the low-speed state, the detection information within the visible range of the vehicle may be sufficient to meet the decision-making requirements for vehicle control in some scenarios, the vehicle may not be controlled through the beyond-visible-range information at this time.

[0132] In some cases, the first vehicle has an intelligent driving function and the intelligent driving function is in an on state. The intelligent driving function can control the vehicle to travel along a pre-planned driving route.

[0133] In some cases, the distance between the current position of the first vehicle and the starting position of the risk section satisfies the comfortable deceleration distance. That is, the distance between the current position of the first vehicle and the starting position of the risk section is relatively far, which can support the vehicle to decelerate with a relatively comfortable deceleration strategy. Optionally, satisfying the comfortable distance includes: the distance between the current position of the first vehicle and the starting position of the risk section is greater than a second distance threshold. Further, the second distance threshold is pre-set, or the second distance threshold is related to the current speed of the first vehicle and the maximum deceleration of the first vehicle. Exemplarily, in the latter case, the second distance threshold is the braking distance when braking to a stop at the current vehicle speed with the maximum deceleration, or the braking distance combined with a redundant distance. On the contrary, if the distance between the current position of the first vehicle and the starting position of the risk section does not satisfy the comfortable braking distance, the first vehicle may adopt other braking strategies.

[0134] In some possible implementation manners, in addition to the information of the risk section, the starting deceleration position is also related to one or more of the following: the deceleration strategy, the desired speed in the deceleration stage, the input of the user (the driver and / or passenger of the first vehicle), the driving habit information of the user (the driver and / or passenger of the first vehicle), or the scene state data of the first vehicle, etc.

[0135] Among them, the deceleration strategy is used to indicate the deceleration of the first vehicle. For example, the deceleration strategy indicates the deceleration value of the first vehicle between the start deceleration position and the target position, such as a deceleration curve or a speed change curve, etc. Of course, the curve here means that the deceleration (or speed) at different moments may change, so it may appear as a curve. This application is also applicable to a fixed deceleration (or speed) value, or a linearly changing deceleration (or speed) value, a piecewise changing deceleration (or speed) value, etc. The expected speed in the deceleration stage, or the risk speed limit, refers to the target speed in the deceleration stage, that is, the speed limit of the vehicle in the deceleration stage. The user input refers to some indication information output by the user, such as operation instructions to adjust the deceleration strategy, adjust the deceleration position, or adjust the expected speed. These indication information affect the start deceleration position. The driving habit information of the user can reflect the regular behavioral characteristics and patterns of the driver in one or more aspects of vehicle control, environment response, and decision-making preferences. Exemplarily, the driving habit information includes one or more of the driver's hard acceleration and / or hard deceleration data, following distance data, corner deceleration amplitude (such as whether to decelerate in advance), braking timing and braking data when passing through intersections, deceleration data for risk scenarios (such as congestion, construction, bad weather, etc.), power data and braking data when going uphill and downhill, longitudinal jerk during deceleration, parking deceleration curve, frequency of manually adjusting vehicle speed, takeover frequency, safety distance when overtaking, reaction time in emergency scenarios, etc. The scenario state data of the first vehicle includes information about the environment and / or the state data of the vehicle. The information about the environment includes, for example, one or more of weather, road surface conditions (such as road surface wetness, or flatness, etc.), or road section types (such as whether it is a tunnel, a ramp, a highway, or whether it is going uphill or downhill, etc.). The state data of the vehicle includes, for example, one or more of the remaining power of the vehicle, the situation of the occupants, or the kinetic energy recovery level, etc.

[0136] The following introduces several possible implementation methods for determining the start deceleration position based on the information of the risk section:

[0137] Implementation method 1, the first distance d1 is preset. For example, the first distance d1 is 200 meters, 300 meters, 100 meters, etc. The vehicle control device determines the value of the start deceleration position based on the starting position of the risk section and the first distance d1. Among them, the starting position of the risk section is determined through the information of the risk section.

[0138] Exemplarily, the starting position of the risk section is the position 500 meters in front of the first vehicle, and the first distance d1 is 200 meters, then the start deceleration position is the position 300 meters in front of the vehicle.

[0139] Implementation method 2: The vehicle control device determines the start deceleration position based on the start position of the risk section and the deceleration strategy. The deceleration strategy is used to indicate the deceleration of the first vehicle. For example, when the vehicle control device adopts a relatively comfortable deceleration strategy, the first distance d1 between the start deceleration position and the start position of the risk section is relatively large. When the vehicle control device adopts a relatively aggressive deceleration strategy, such as considering traffic efficiency or preventing cutting in line, the first distance d1 between the start deceleration position and the start position of the risk section is relatively small.

[0140] As a possible example, please refer to Figure 8 , the deceleration strategy indicates the deceleration value during the process of the first vehicle decelerating from the current vehicle speed v1 to the vehicle speed v2. Based on this deceleration value, the distance S traveled during the deceleration stage can be determined. The distance S is used to determine the first distance d1. For example, the distance S can be directly used as the first distance d1, or the distance S plus a certain redundant distance (such as Figure 7 the third distance d3 shown) is used to obtain the first distance d1. Optionally, the vehicle speed v2 is predefined, or the vehicle speed v2 is input by the user, or the vehicle speed v2 is determined according to the scenario state data of the first vehicle.

[0141] In a possible implementation manner, the deceleration strategy can be predefined. For example, a predefined deceleration curve is used for the deceleration process.

[0142] In another possible implementation manner, the deceleration strategy can be flexibly determined. Exemplarily, the deceleration strategy can be determined by using one or more of the following information items: the distance between the current position of the first vehicle and the start position of the risk section, the desired speed during the deceleration stage, the input of the user (the driver and / or passenger of the first vehicle), the driving habit information of the user (the driver and / or passenger of the first vehicle), or the scenario state data of the first vehicle, etc. The following introduces three possible situations:

[0143] Situation 1: The vehicle control device determines the deceleration strategy based on the first deceleration gear indication input by the user. The first deceleration gear indication is used to indicate one of multiple deceleration gears, and the deceleration strategies corresponding to the multiple deceleration gears are different.

[0144] For example, multiple deceleration gears are predefined in the first vehicle. For example, the multiple deceleration gears include the first gear, the second gear, and the third gear, and their corresponding deceleration strategies are respectively as Figure 9As shown in (A), (B), and (C). Accordingly, the user can select one of the deceleration gears, and the vehicle control device can receive the selection operation of the deceleration gear input by the user and determine the deceleration strategy based on the deceleration gear selected by the user. It should be understood that the names of the deceleration gears described here are only examples. In some cases, the vehicle may have different deceleration gears in different driving modes, that is, there may be corresponding deceleration gears for the driving mode of the vehicle. For example, the driving modes include a sports mode, a comfort mode, a power-saving mode, etc.

[0145] It should be understood that Figure 9 The three deceleration strategies shown are only for illustrating that there are multiple different deceleration strategies and are not for limiting the actual values of the deceleration strategies. In the specific implementation process, there are many possible designs for the deceleration strategy, and the deceleration value in the specific deceleration strategy is not strictly limited here.

[0146] Case 2: The vehicle control device determines the deceleration strategy according to the driving habit information of the driver of the first vehicle. For example, when the driving habit information of the user indicates that the frequency of the user's rapid acceleration and / or rapid deceleration is relatively high, the upper limit of the deceleration value in the deceleration strategy can be set relatively high for deceleration.

[0147] Optionally, when determining the deceleration strategy, the vehicle control device can adopt a rule-based algorithm or use a model to obtain the result. Exemplarily, the vehicle control device uses an artificial intelligence (AI) model to obtain the deceleration strategy based on the driving habit information of the driver of the first vehicle. The AI model has a learning ability and can adapt to changes in the user's driving habits. For example, as the driver's driving experience increases, the driver may change the following distance or the deceleration strategy. At this time, the AI model will also adjust the deceleration strategy accordingly to maintain the best performance and adaptability.

[0148] Case 3: The deceleration strategy is related to the scene state data of the vehicle. The vehicle control device determines the deceleration strategy according to the scene state data of the first vehicle. For example, on a dry road surface, a strategy with a larger braking intensity can be selected to decelerate quickly, while on a slippery road surface, a relatively gentle braking strategy is adopted to prevent the wheels from locking. Another example is that when the vehicle is going downhill, it needs to decelerate in advance, and when the vehicle is going uphill, it needs to decelerate later. Another example is that when the vehicle has kinetic energy recovery enabled and the kinetic energy recovery level is relatively high (with a strong effect), the deceleration strategy can be reasonably designed to optimize the energy recovery effect, convert as much kinetic energy generated during braking as possible into electrical energy for storage, reduce energy loss, improve energy utilization efficiency, and thus increase the vehicle's cruising range.

[0149] Optionally, when determining a deceleration strategy, the vehicle control device may use a rule-based algorithm or utilize a model to obtain a result. Exemplarily, the vehicle control device uses an AI model to obtain a deceleration strategy based on the scenario state data of the vehicle.

[0150] The above three cases are only examples. In the specific implementation process, more or less information may also be used to determine the deceleration strategy. For example, the deceleration strategy may also be determined based on the distance between the current position of the first vehicle and the starting position of the risk section. In addition, the above multiple cases can be combined. For example, the vehicle control device determines a deceleration strategy based on the first deceleration gear indication input by the user and the scenario state data of the first vehicle.

[0151] In some embodiments, the process of determining the deceleration strategy may be an intermediate process and is not visible externally. For example, in the aforementioned case 1, it can be replaced with the vehicle control device determining the start deceleration position based on the starting position of the risk section and the first deceleration gear indication input by the user. The first deceleration gear indication is used to indicate one of multiple deceleration gears, and the start deceleration positions corresponding to the multiple deceleration gears are different. Since the deceleration strategy is also different when the start deceleration positions are different, there is a correlation between the two. Another example is that in the aforementioned case 2, it can be replaced with the vehicle control device determining the start deceleration position based on the starting position of the risk section and the driving habit information of the driver of the first vehicle. Another example is that in the aforementioned case 3, it can be replaced with the vehicle control device determining the start deceleration position based on the starting position of the risk section and the scenario state data of the vehicle. Exemplarily, the vehicle control device uses an AI model to determine the start deceleration position based on the starting position of the risk section and the scenario state data of the vehicle.

[0152] Implementation method three: The vehicle control device determines the start deceleration position based on the starting position of the risk section and the desired speed. Exemplarily, combined with Figure 8 , taking the desired speed as v2 as an example, when the difference between the current speed v1 of the first vehicle and the desired speed v2 is relatively small, the deceleration position is closer to the starting position of the risk section, and the first distance d1 is smaller. When the difference between the current speed v1 of the first vehicle and the desired speed v2 is relatively large, the deceleration position is farther from the starting position of the risk section, and the first distance d1 is larger.

[0153] The above three implementation methods are only examples, and the above multiple possible implementation methods can be combined. For example, the vehicle control device can determine the start deceleration position based on the multiple pieces of information mentioned above, such as determining the start deceleration position based on the information of the risk section, the scenario state data of the first vehicle, and the driving habit information of the user.

[0154] In some possible embodiments, the vehicle control device controls the first vehicle to decelerate at the start deceleration position so that the first vehicle does not exceed the desired speed when it reaches the target position. Wherein, the target position is between the deceleration position and the starting position of the risk section. Exemplarily, please refer to Figure 7 , there is a third distance d3 between the target position and the starting point of the risk section, d3>0 or d3≥0. Optionally, the target position may be the starting point of the risk section, or in the middle area where the starting point of the risk section is closer to the current position of the first vehicle. Wherein, the desired speed is the target speed of the first vehicle in the early deceleration stage. Optionally, the current vehicle speed of the first vehicle is higher than the desired speed. The vehicle control device expects to control the speed of the first vehicle below the desired speed during the deceleration stage. Exemplarily, if the desired speed is 80 km / h, the vehicle control device controls the first vehicle to decelerate so that the vehicle speed of the first vehicle does not exceed 80 km / h when it reaches the target position. It should be understood that the desired speed here is a desired speed limit. In the actual process, due to various factors affecting the control, the speed of the first vehicle may slightly exceed the desired speed. For example, the part higher than the desired speed does not exceed 5% of the desired speed.

[0155] In some possible embodiments, the desired speed is related to the risk level of the risk section. Exemplarily, the risk section belongs to a congested section. When the congestion level of the congested section is severe congestion, the desired speed is 30 km / h. When the congestion level of the congested section is moderate congestion, the desired speed is 50 km / h. When the congestion level of the congested section is mild congestion, the desired speed is 80 km / h.

[0156] In still some possible embodiments, the desired speed can be defined by the user. For example, the vehicle control device adjusts the value of the desired speed in response to a speed adjustment instruction input by the user. For example, when the desired speed is set to 30 km / h, the driver can adjust the desired speed to 40 km / h (or other value) through a button, a roller or other input devices.

[0157] In some possible embodiments, the vehicle control device outputs a first prompt message, and the first prompt message is used to prompt the user that the vehicle enters the deceleration stage. Exemplarily, the first prompt message can be conveyed to the user in one or more forms such as sound, light, electricity, vibration, etc. For example, through the display interface or image elements of the display device, the user is prompted that the vehicle enters the deceleration stage. The display device may include one or more of a screen, a head up display device, an instrument panel, a co-pilot screen, a rear seat screen, a projection screen, etc.

[0158] Exemplarily, please refer to Figure 10 In part (a) of, the interface 100 can be displayed on the display screen in the vehicle 10, where the shaded part is the driving lane of the vehicle. As Figure 10In part (b), the interface 100 may present a first pop-up window 101, which includes the text "Congested section ahead, slow down the vehicle to avoid risks" or "Congestion ahead, speed limit reduced", and can prompt the user that the vehicle has entered the deceleration stage. Therefore, the first pop-up window 101 can be regarded as the first prompt information. Further, the intelligent driving function of the vehicle 10 is in an enabled state. For example, it is prompted through the interface control 102 that the vehicle is in the lane cruise state. Optionally, components such as pop-up windows and interface controls on the interface may include one or more elements such as images, text, dynamic effects, icons, shapes, etc. Figure 10 The types of elements included in the interface components shown here are only examples. For example, the vehicle control device can also prompt the user that the vehicle has entered the deceleration stage through icons or dynamic change effects projected on the HUD.

[0159] Again, by way of example, referring to Figure 10 In part (a), the vehicle control device can output a voice broadcast 103 through a speaker (i.e., a sound system) to prompt the user that the vehicle has entered the deceleration stage. For example, the sound system broadcasts the following content: "Congested section ahead, slow down the vehicle to avoid risks".

[0160] Again, by way of example, the vehicle control device can project display elements in front of the first vehicle through a projection module arranged at the headlight position of the first vehicle, such as text (such as "Congestion ahead, speed limit reduced"), images, shapes, dynamic effects, etc., to prompt the user that the vehicle has entered the deceleration stage. For example, the headlights of some first vehicles have a projection function and can project a light carpet, and the vehicle deceleration prompt information can be presented in the light carpet.

[0161] In some possible implementation manners, the output timing of the first prompt information is related to the start deceleration position. The vehicle control device outputs the first prompt information at the latest when the first vehicle reaches the start deceleration position. That is, the output timing of the first prompt information needs to be before the first vehicle starts to decelerate, so as to more effectively prompt the user that entering the deceleration stage is a normal control operation. By way of example, when the first prompt information is output, the vehicle reaches the start deceleration position. Again, by way of example, after the first time period (such as 3 seconds later, 5 seconds later) or the fourth distance (such as 20 meters later, 50 meters later) after the first prompt information is output, the first vehicle reaches the start deceleration position.

[0162] In some possible implementation manners, the first deceleration position can also be presented on the interface. Combining Figure 11 , the range of the deceleration stage on the driving route can be displayed on the interface, and the end closer to the vehicle in the deceleration stage is the starting point of the deceleration stage, that is, the start deceleration position.

[0163] To improve the maneuverability of a vehicle, in some cases, the vehicle control device supports the user to redefine the starting deceleration position. Specifically, the vehicle control device updates the starting deceleration position in response to a first update instruction input by the user, and the updated starting deceleration position is used to indicate the position where the first vehicle starts to decelerate as specified by the user. Optionally, the first update instruction can be input in one or more of the following ways: interface input, voice input, button output, accelerator (or throttle) pedal input, brake pedal output, roller input, etc. For example, the vehicle adjusts the starting deceleration position through the buttons on the steering wheel.

[0164] For example, the driver may judge that the current deceleration is not the best choice according to the actual situation. For example, when the user sees that the originally slow traffic flow ahead is gradually accelerating, the user can let the vehicle control device re-determine the deceleration position, enabling the first vehicle to more flexibly adapt to changes in road conditions. Another example is that the user has observed in advance that the vehicle congestion in the distance is serious, and at this time, the starting deceleration position can be adjusted in the direction closer to the first vehicle.

[0165] Another example is that the driver judges that decelerating at the originally planned starting deceleration position may lead to a decrease in vehicle passing efficiency, and at this time, the starting deceleration position may be postponed. For example, on a highway, when the vehicle judges that the vehicle behind may accelerate and cut in, the user cancels the deceleration so that the vehicle does not decelerate first, reducing the travel time and improving the travel efficiency.

[0166] As a possible implementation, the starting deceleration position determined by the vehicle control device is 200 meters from the starting point of the risk section, and the user can adjust the starting deceleration position in the direction closer to or farther from the risk section. For example, the vehicle control device receives the first update instruction output by the user and updates the starting deceleration position to a position 300 meters from the starting point of the risk section.

[0167] In some possible implementations, the first distance between the starting deceleration position and the starting position of the risk section is not less than a preset minimum distance. In other words, at the latest at the position of the minimum distance from the risk section (i.e., the minimum deceleration position), the first vehicle should start to decelerate. This can further improve safety and system robustness. Optionally, the minimum distance is the comfortable braking distance, for example, a second distance threshold. Or, the minimum distance is a predefined value, or the minimum distance is related to the current speed of the first vehicle and the maximum deceleration of the first vehicle.

[0168] In some possible embodiments, when the vehicle has reached the target position or can observe the target position, the vehicle control device can adjust the desired speed using the information sensed by the first vehicle. Among them, the information sensed by the first vehicle includes the information sensed by the first vehicle through the sensor system, such as the information sensed by cameras, radars, lidars, etc. Specifically, when the vehicle control device reaches the target position or a second distance from the target position, it determines the traffic flow speed based on the movement information of the surrounding vehicles of the first vehicle, and uses the traffic flow speed to adjust the value of the desired speed. Among them, the second distance is less than or equal to the line of sight of the first vehicle. Exemplarily, the target position can be replaced with the starting position of the risk section.

[0169] Exemplarily, the first vehicle further includes a sensing device, such as one or more sensors in the sensor system. The vehicle control device can obtain the movement information of the surrounding vehicles of the first vehicle based on the detection data of the sensing device. The movement information is, for example, one or more of speed, distance from the vehicle itself, position, movement direction, etc.

[0170] As a possible example, when the traffic flow speed is less than or less than or equal to the desired speed, the speed of the first vehicle is controlled and adjusted according to the movement information of the vehicle in front of the first vehicle. In other words, when it is determined that the traffic flow speed is lower, the value of the desired speed may not be adjusted, but the movement information of the vehicle in front is used to safely control the vehicle, maintain a safe distance, and improve safety. As another possible example, when the traffic flow speed is greater than the desired speed, the vehicle control device adjusts the value of the desired speed to the value of the traffic flow speed. Since the traffic flow speed is greater, increasing the value of the desired speed increases the speed limit, which helps to improve traffic efficiency.

[0171] In some possible embodiments, after the vehicle control device passes through the risk section, it controls to increase the speed of the second vehicle. For example, in combination Figure 7 , after the first vehicle travels through the midpoint of the risk section, the desired speed may no longer be set, and the speed limit of the first vehicle is restored to the road speed limit or the specified speed limit. In some cases, the vehicle may identify the end of the risk section through sensors, navigation systems or other technical means, and then automatically or under the operation of the driver, increase the speed. In still other cases, the vehicle can obtain the information of the end position of the risk section from an external vehicle device, so as to control to increase the speed of the second vehicle when the first vehicle passes through the end position of the risk section.

[0172] In some possible embodiments, the vehicle control device outputs a second prompt message for prompting the user that the vehicle exits the deceleration phase or enters the acceleration phase. Exemplarily, the second prompt message is conveyed to the user in one or more forms such as sound, light, electricity, vibration, etc. For example, the user is prompted that the vehicle exits the deceleration phase or enters the acceleration phase through a display interface or image element of a display device. Please refer to Figure 12 , taking the interface display as an example, the vehicle control device can present a second pop-up window 104 through the display device in the first vehicle. The second pop-up window 104 includes the text "Leaving the congested section, the vehicle resumes normal driving", which can prompt the user that the vehicle exits the deceleration phase or enters the acceleration phase. The second pop-up window 104 can be regarded as the second prompt message. Again, for example, the vehicle control device can broadcast a voice prompt through a speaker to prompt the user that the vehicle exits the deceleration phase or enters the acceleration phase. Exemplarily, the vehicle control device can project a display element in front of the first vehicle through a projection module arranged at the position of the vehicle lamp of the first vehicle to prompt the user that the vehicle exits the deceleration phase or enters the acceleration phase.

[0173] In Figure 5 the illustrated embodiment, the vehicle control device can obtain out-of-sight information (such as information about a risky section) and, based on the out-of-sight information, determine the starting deceleration position at which the first vehicle should decelerate, so as to decelerate in advance. The embodiments of the present application can greatly reduce the accident probability of the vehicle itself and significantly improve the driving safety and comfort of the vehicle when encountering sudden road anomalies.

[0174] The above describes the scenarios to which the embodiments of the present application are applied and the methods provided by the present application. Next, the devices of the embodiments of the present application are provided. It can be understood that the multiple devices provided by the embodiments of the present application, such as the vehicle control device 11, the first vehicle 10, etc., in order to implement the functions in the above method embodiments, include corresponding hardware structures, software units, or combinations of hardware structures and software structures for executing each function. Those skilled in the art should easily realize that the various functions, devices, and modules described in combination with the embodiments disclosed herein can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different device implementation methods in different usage scenarios to implement the foregoing method embodiments, and different implementation methods of the device should not be considered to exceed the scope of the embodiments of the present application.

[0175] The following lists several possible devices.

[0176] Please refer to Figure 13 , Figure 13The figure is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. The vehicle control device 11 includes an acquisition module 1101 and a processing module 1102. The vehicle control device 11 can be an independent device, or the vehicle control device 11 can also be a software module and / or a hardware module in an independent device, such as a chip or a computer program.

[0177] The vehicle control device 11 is used to implement the foregoing vehicle control method, for example, to implement Figure 5 the method and its possible implementation manners in the illustrated embodiment. Among them, the acquisition module 1101 is used to acquire information, and the processing module 1102 is used to process the information, such as implementing one or more operations such as the foregoing determination, control, adjustment, update, and obtaining through data processing. In some cases, the processing module 1102 can also control the vehicle, for example, it can output control information such as a deceleration position, a deceleration curve, and a desired speed, or output control instructions, such as instructions for outputting control of one or more vehicle subsystems such as a power system, a braking system, or a steering system.

[0178] In a possible implementation manner, the acquisition module 1101 is used to acquire information about a risk section from an external vehicle device, and the processing module 1102 is used to determine a start deceleration position based at least on the information about the risk section. The specific operations performed by the vehicle control device 11 can be referred to the descriptions in the foregoing embodiments, for example, referring to Figure 5 the descriptions in the method embodiments shown.

[0179] In yet another possible implementation manner, the processing module 1102 is further used to control the first vehicle to decelerate at the start deceleration position so that the first vehicle does not exceed the desired speed when reaching the target position.

[0180] In yet another possible implementation manner, the processing module 1102 is further used to determine the starting position of the risk section based on the information about the risk section, and determine the start deceleration position based on the starting position of the risk section and the deceleration strategy.

[0181] In yet another possible implementation manner, the processing module 1102 is further used to determine the deceleration strategy based on the first deceleration gear indication input by the user, or the processing module 1102 is further used to determine the start deceleration position based on the starting position of the risk section and the first deceleration gear indication input by the user. Further, the acquisition module is further used to acquire the first deceleration gear indication input by the user.

[0182] In yet another possible implementation manner, the processing module 1102 is further used to determine the deceleration strategy according to the driving habit information of the driver of the first vehicle, or the processing module 1102 is further used to determine the start deceleration position based on the starting position of the risk section and the driving habit information of the driver of the first vehicle.

[0183] In yet another possible implementation, the processing module 1102 is further configured to obtain a speed reduction strategy based on the scenario state data of the first vehicle, or the processing module 1102 is further configured to determine the start deceleration position based on the starting position of the risk section and the scenario state data of the first vehicle.

[0184] In yet another possible implementation, the processing module 1102 is further configured to output a first prompt message for prompting the user that the vehicle enters the deceleration phase.

[0185] In yet another possible implementation, the processing module 1102 is further configured to update the start deceleration position in response to a first update instruction input by the user.

[0186] In yet another possible implementation, the processing module 1102 is further configured to determine the traffic flow speed based on the movement information of the surrounding vehicles of the first vehicle when reaching the target position or at a second distance from the target position.

[0187] In yet another possible implementation, the processing module 1102 is further configured to: when the traffic flow speed is less than or less than or equal to the desired speed, control and adjust the speed of the first vehicle according to the movement information of the vehicle in front of the first vehicle, and / or when the traffic flow speed is greater than the desired speed, the vehicle control device adjusts the value of the desired speed to the value of the traffic flow speed.

[0188] In yet another possible implementation, the processing module 1102 is further configured to determine the desired speed based on the risk level of the risk section.

[0189] In yet another possible implementation, the processing module 1102 is further configured to adjust the value of the desired speed in response to a speed adjustment instruction input by the user.

[0190] In yet another possible implementation, the processing module 1102 is further configured to control the speed of the second vehicle to increase after passing through the risk section.

[0191] In yet another possible implementation, the processing module 1102 is further configured to output a second prompt message for prompting the user that the vehicle exits the deceleration phase or the vehicle enters the acceleration phase.

[0192] Figure 14 The following shows a schematic structural diagram of yet another vehicle control device provided by an embodiment of the present application. The vehicle control device 11 is a device with computing capabilities, and the device here can be an entity independent device, or a software and / or hardware module in an independent device. Optionally, the vehicle control device 11 can be included in a vehicle, for example, included in Figure 2 the vehicle 10 shown.

[0193] As Figure 11As shown, the vehicle control device 11 includes: a processor 111 and a memory 112. Optionally, the vehicle control device 11 may further include one or more of a connection line 114, a communication interface 113, etc. Exemplarily, the processor 111 and the memory 112 communicate with each other through the connection line 114. It should be understood that the embodiments of the present application do not strictly limit the number of processors and memories in the vehicle control device 11.

[0194] The memory 112 is used to provide storage space, and computer programs or data, etc. can be stored in the storage space. The memory 112 may include a volatile memory, such as a random access memory (RAM). The memory 112 may also include a non-volatile memory, such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD), or a solid state drive (SSD), etc.

[0195] The processor 111 is a module for performing operations, and may include any one or more of a controller, a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a coprocessor (assisting the central processor to complete corresponding processing and applications), an application specific integrated circuit (ASIC), a microcontroller unit (MCU), a virtual machine, a container, etc.

[0196] The communication interface 113 is used to provide information input or output for at least one processor, such as a read-in line interface, a read-out line interface, etc. And / or, the communication interface 113 may be used to receive data sent from the outside and / or send data to the outside. The communication interface 113 may be a wired link interface including, for example, an Ethernet cable, or may be a wireless link (Wi-Fi, Bluetooth, general wireless transmission, and other wireless communication technologies, etc.) interface. Optionally, the communication interface 113 may further include a transmitter (such as a radio frequency transmitter, an antenna, etc.) coupled to the interface, or a receiver, etc.

[0197] The connection line 114 can be a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, or the like. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 11 only one line is shown in Figure 11 , but it does not mean that there is only one bus or one type of bus. The connection line 114 can include a path for transmitting information between various components of the vehicle control device 11 (for example, the memory 112, the processor 111, and the communication interface 113).

[0198] In a possible implementation, the memory 112 stores executable instructions, and the processor 111 executes the executable instructions to implement the aforementioned vehicle control method, for example, to implement Figure 5 the method and its possible implementation manners in the illustrated embodiments.

[0199] The embodiment of the present application further provides a chip, including a processor and a communication interface. Among them, the communication interface is used to output and / or output data (including instructions), and / or, the communication interface is used to receive and / or send data. When the processor executes the program instructions in the memory, the aforementioned vehicle control method is executed, for example, to implement Figure 5 the method in the illustrated embodiments.

[0200] The embodiment of the present application further provides a computer-readable storage medium. Instructions are stored in the computer-readable storage medium. When the instructions are run by at least one processor, the aforementioned vehicle control method is implemented, for example, to implement Figure 5 the method in the illustrated embodiments. Among them, the computer-readable storage medium can be any available medium that a computing device can store, or a data storage device such as a data center that contains one or more available media. The computer-readable storage medium can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid-state drive), etc.

[0201] The present application provides a computer program product. The computer program product includes computer instructions. When the instructions are run on at least one processor, the aforementioned vehicle control method is implemented, for example, to implement Figure 5 the method in the illustrated embodiments. Optionally, the computer program product can be a software installation package or an image package. In the case where the aforementioned method needs to be used, the computer program product can be downloaded and executed on the computing device.

[0202] The present application provides a vehicle, which includes the aforementioned vehicle control device 11, or the vehicle includes the aforementioned chip, or the vehicle includes the aforementioned computer storage medium, or the vehicle deploys the aforementioned computer program product.

[0203] In addition, several additional explanations for the present application are required:

[0204] I. Unless otherwise specified, the meaning of "a plurality of" is two or more.

[0205] II. If there are no special specifications and logical conflicts, the terms and / or descriptions between different embodiments of the present application are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0206] III. The various digital numbers involved in the present application are only for the convenience of description and are not used to limit the protection scope of the present application. The magnitude of the serial numbers involved in the present application does not mean the order of execution. The execution order of each process should be determined by its function and inherent logic. For example, the terms "first", "second", "third", "fourth" and other various term numbers in the specification, claims and drawings of the present application (if any) are used to distinguish similar objects and do not have to be used to describe a specific order or sequence. Among them, such data can be interchanged under appropriate circumstances so that the embodiments described here can be implemented in an order other than that shown or described here.

[0207] At the same time, any embodiment or design scheme described in the present application as "exemplarily" or "for example" should not be construed as being more preferred or having more advantages than other embodiments or design schemes. Exactly speaking, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific way for easy understanding.

[0208] IV. The terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0209] V. In the present application, "for indicating" can be understood as "enabling", and "enabling" can include direct enabling and indirect enabling. When describing that a certain piece of information is used to enable A, it may include that the information directly enables A or indirectly enables A, and it does not necessarily mean that A is carried in the information.

[0210] The information enabled by information is called the information to be enabled. In the specific implementation process, there are many ways to enable the information to be enabled. For example, but not limited to, the information to be enabled can be directly enabled, such as the information to be enabled itself or the index of the information to be enabled, etc. It is also possible to indirectly enable the information to be enabled by enabling other information, where there is an association relationship between the other information and the information to be enabled. It is also possible to only enable a part of the information to be enabled, while the other parts of the information to be enabled are known or pre-agreed. For example, it is also possible to achieve the enabling of specific information by relying on the arrangement order of each piece of information pre-agreed (such as stipulated in the protocol), thereby reducing the enabling overhead to a certain extent. At the same time, it is also possible to identify the common parts of each piece of information and enable them uniformly to reduce the enabling overhead caused by enabling the same information separately.

[0211] VI. In this application, "pre-defined" may include pre-configuration. For example, when a piece of information is pre-defined, it means that it is pre-calculated or received before performing the action of using a piece of information. Among them, "pre-defined" can be implemented by pre-saving the corresponding code, table or other means that can be used to indicate relevant information in a device (such as a controller or a vehicle). This application does not limit its specific implementation method.

[0212] VII. The "storage" or "saving" involved in this application may refer to saving in one or more memories. The one or more memories may be set separately or integrated in an encoder or decoder, a processor, or a communication device. The one or more memories may also be partially set separately and partially integrated in a decoder, a processor, or a communication device. The type of memory can be any form of storage medium, and this is not limited.

[0213] VIII. In the schematic diagrams in the attached drawings of this application specification, the arrows or boxes shown by dotted lines represent optional steps or optional modules.

[0214] IX. Unless otherwise specified, " / " indicates that the objects associated before and after are an "or" relationship. For example, A / B can represent A or B; "and / or" in this application 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 represent: A exists alone, A and B exist simultaneously, and B exists alone. Among them, A and B can be singular or plural.

[0215] X. The names of the devices, equipment, modules, information, and parameters in this application are only examples. In the specific implementation process, the names of the above things can have other designs. For example, the vehicle control device can also be replaced with a control device, etc.

Claims

1. A vehicle control method, characterized in that, Applied to a first vehicle, the method includes: Obtaining information on a risk section from an off-vehicle device, where the risk section is included in the driving route of the first vehicle and is outside the line-of-sight range of the first vehicle; Determining at least based on the information on the risk section a starting deceleration position, which is used to indicate the position where the first vehicle starts to decelerate; Wherein, the starting deceleration position is between the current position of the first vehicle and the starting position of the risk section, and there is a first distance d1 between the starting deceleration position and the starting position of the risk section, d1 > 0.

2. The method according to claim 1, wherein The risk section belongs to at least one of the following types of sections: a congested section, an accident area, a construction area, a temporarily occupied area, a high-accident section, a high-frequency takeover section for intelligent driving, or a dangerous section feedback by a user.

3. The method according to claim 1 or 2, characterized in that, The current speed of the first vehicle is higher than a predefined first speed or the first vehicle is on a road supporting high-speed driving; And / or, the first vehicle has an intelligent driving function and the intelligent driving function is in an on state.

4. The method according to any one of claims 1 to 3, characterized in that The first distance d1 is preset.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: Controlling the first vehicle to decelerate at the starting deceleration position so that the first vehicle does not exceed a first desired speed when reaching a target position; Wherein, the current speed of the first vehicle is higher than the desired speed, and the target position is between the starting deceleration position and the starting position of the risk section.

6. The method according to any one of claims 1-5, characterized in that, The determining at least based on the information on the risk section a starting deceleration position includes: Determining the starting position of the risk section based on the information on the risk section; Determining the starting deceleration position based on the starting position of the risk section and a deceleration strategy, where the deceleration strategy is used to indicate the deceleration of the first vehicle.

7. The method according to claim 6, wherein The method further includes: Determining the deceleration strategy based on a first deceleration gear indication input by a user, where the first deceleration gear indication is used to indicate one of a plurality of deceleration gears, and the deceleration strategies corresponding to the plurality of deceleration gears are different.

8. The method according to claim 6, characterized in that The method further includes: Determining the deceleration strategy according to the driving habit information of the driver of the first vehicle.

9. The method according to any one of claims 1-8, characterized in that, The method further includes: Outputting a first prompt message, which is used to prompt the user that the vehicle enters the deceleration stage.

10. The method according to any one of claims 1-4, characterized in that, After determining at least based on the information on the risk section a starting deceleration position, the method further includes: Responding to a first update indication input by a user, updating the starting deceleration position, and the updated starting deceleration position is used to indicate the position where the first vehicle starts to decelerate specified by the user.

11. The method according to any one of claims 1-9, characterized in that The method further includes: When reaching the target position or at a second distance from the target position, determining the traffic flow speed based on the movement information of the surrounding vehicles of the first vehicle, where the second distance is less than or equal to the line-of-sight of the first vehicle; Adjusting the value of the desired speed using the traffic flow speed.

12. The method according to claim 11, wherein The adjusting the desired speed using the traffic flow speed includes: When the traffic flow speed is less than or less than or equal to the desired speed, controlling and adjusting the speed of the first vehicle according to the movement information of the vehicle in front of the first vehicle.

13. The method according to claim 11 or 12, characterized in that Adjusting the desired speed by using the traffic flow speed includes: When the traffic flow speed is greater than the desired speed, adjusting the value of the desired speed to the value of the traffic flow speed.

14. The method according to any one of claims 1-13, characterized in that, The method further includes: Adjusting the value of the desired speed in response to a speed adjustment instruction input by a user.

15. The method according to any one of claims 1-14, characterized in that, The method further includes: After passing through the risk section, controlling to increase the speed of the second vehicle.

16. The method according to claim 15, wherein The method further includes: Outputting a second prompt message for prompting the user that the vehicle exits the deceleration stage or enters the acceleration stage.

17. The method according to any one of claims 1 to 16, characterized in that, The target position is the starting position of the risk section.

18. The method according to any one of claims 1 to 17, characterized in that The off-vehicle device includes a map server, and the information of the risk section is carried in the road condition information provided by the map server to the first vehicle.

19. The method according to any one of claims 1-17, characterized in that, The off-vehicle device includes a second vehicle or a vehicle networking server, and the vehicle networking server is at least connected to the second vehicle. The information of the risk section is carried in the vehicle perception information, and the vehicle perception information includes the information sensed by the second vehicle.

20. The method according to any one of claims 1 to 17, characterized in that The off-vehicle device includes a server, and the information of the risk section is determined by the server based on the driving data of at least one vehicle.

21. A vehicle control device, characterized in that, The vehicle control device includes an acquisition module and a control module, and the vehicle control module is used to implement the method according to any one of claims 1-20.

22. A vehicle control device, characterized in that, It includes at least one processor and a memory, the memory is used to store a computer program, and the at least one processor is used to call the computer program so that the vehicle control device implements the method according to any one of claims 1-20.

23. A chip system, characterized in that, The chip system includes at least one processor and a communication interface, the communication interface is used to input and / or output data, and the at least one processor is used to call computer instructions so that the chip system implements the method according to any one of claims 1-20.

24. A vehicle, characterized in that, The vehicle control device according to claim 21 or 22 of the vehicle. Alternatively, the vehicle includes the chip system according to claim 23.

25. A computer-readable storage medium, characterized in that, It includes computer program instructions, and when the computer program instructions are executed by at least one processor, the method according to any one of claims 1-20 is implemented.

26. A computer program product comprising instructions, characterized in that, When the instructions are executed by at least one processor, the method according to any one of claims 1-20 is implemented.

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