Vehicle control method and device, vehicle and electronic equipment

Abstract

The invention relates to a vehicle control method and device, a vehicle and electronic equipment, and relates to the field of vehicle control. The method comprises the steps that first control information of a vehicle is obtained, and the first control information comprises at least one of parking control information, driving control information and safety auxiliary control information; the parking control information, the driving control information and the safety auxiliary control information are respectively generated by a parking planning control unit, a driving planning control unit and a safety auxiliary control unit of the vehicle based on environment information of the vehicle; determining target control information of the vehicle based on the operation information, the mode information and the first control information of the vehicle; wherein the mode information is used for indicating the activation state of the parking planning control unit and the activation state of the driving planning control unit; the target control information is utilized to control vehicle operation, the safety and stability of the intelligent auxiliary driving system can be improved, and the driving safety of a user is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle control method, device, vehicle, and electronic equipment. Background Art

[0002] With the continuous evolution of intelligent driving technology, intelligent assisted driving systems are becoming increasingly versatile, with a growing degree of integration between these functions. While this trend of multifunctional integration provides users with a more comprehensive and intelligent driving experience, it also significantly increases system complexity, posing unprecedented challenges to system safety and stability. Due to differences in the operating logic and control strategies of different functions, conflicts can arise when multiple functions operate simultaneously or interact with each other, potentially preventing safe vehicle operation.

[0003] Currently, relevant technologies have proposed a functionally redundant software architecture for advanced autonomous driving. This architecture has broad applicability, adapting to different hardware architectures and a variety of application scenarios, and providing certain technical support for the reliability of advanced autonomous driving systems. However, this solution does not fully consider the interactive safety issues during the concurrent execution of multiple functions. For example, when a potential conflict between functions is detected, the system cannot coordinate the control commands issued by each function, which may cause control confusion in the vehicle when multiple functions are executed concurrently, thereby affecting the safety and stability of vehicle driving. Summary of the Invention

[0004] One of the purposes of this application is to provide a vehicle control method, device, vehicle and electronic equipment that can avoid decision conflicts caused by multi-functional coupling, improve the safety and stability of the intelligent assisted driving system, and ensure user driving safety.

[0005] In order to achieve the above objectives, the technical solutions adopted in this application are as follows: According to a first aspect provided by the present application, a vehicle control method is provided, comprising: obtaining first control information of the vehicle, wherein the first control information includes at least one of parking control information, driving control information, and safety assistance control information; the parking control information, driving control information, and safety assistance control information are respectively generated by the vehicle's parking planning control unit, driving planning control unit, and safety assistance control unit based on the vehicle's environmental information. Based on the vehicle's operating information, mode information, and the first control information, target control information of the vehicle is determined; wherein the mode information is used to indicate the activation status of the parking planning control unit and the activation status of the driving planning control unit. The target control information is used to control the vehicle's operation.

[0006] Based on the above technical means, the parking planning control unit, driving planning control unit, and safety assistance control unit can independently generate parking control information, driving control information, and safety assistance control information. Different controllers are responsible for the logical control of different functions and lack interaction with each other. On this basis, this application couples the control information issued by each controller through vehicle operation information and mode information (i.e., the activation status of the indicated parking planning control unit and driving planning control unit), obtaining target control information that is precisely adapted to the actual scenario, effectively avoiding the control confusion caused by conflicting control information, and thus improving the safety and stability of vehicle driving.

[0007] In one possible approach, the operating information includes vehicle speed. Based on this information, the target control information of the vehicle is determined based on the vehicle operating information, mode information, and first control information. This includes determining a target driving state of the vehicle based on the vehicle speed, mode information, and first control information; the target driving state is one of manual driving, driving with planned driving control, and parking with planned driving control. The target control information of the vehicle is determined based on the target driving state.

[0008] According to the above-mentioned technical means, the present application can accurately determine the target driving state that the vehicle should currently be in through the coordinated analysis of vehicle speed, mode information and first control information; then, based on the target driving state, the control emphasis is reasonably made (for example, when the target driving state is manual driving, the control is biased towards safety auxiliary control; when the target driving state is driving planning control driving, the control is biased towards safety auxiliary control and driving planning control), thereby providing a precisely adapted control strategy for vehicle operation.

[0009] In one possible manner, the target driving state of the vehicle is determined based on the vehicle speed, mode information and first control information, including: in response to determining that the vehicle meets one of the first preset condition or the second preset condition, determining the target driving state of the vehicle based on the vehicle speed.

[0010] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes parking control information but does not include driving control information. The second preset condition is that the mode information indicates that the driving planning control unit is activated, and the first control information includes driving control information but does not include parking control information.

[0011] According to the above technical measures, the first and second preset conditions in this application correspond to parking and driving scenarios, respectively. The first (or second) preset condition limits the issuance of parking control information (or driving control information) by the parking planning control unit (or driving planning control unit) when the parking planning control unit (or driving planning control unit) is activated. When the parking planning control unit (or driving planning control unit) is normally triggered, the parking planning control unit (or driving planning control unit) will issue driving control information (or parking control information) when it is not falsely triggered. Alternatively, when the parking planning control unit issues parking control information while the driving planning control unit simultaneously issues driving control information when it is not falsely triggered. This application eliminates situations that do not meet the first and second preset conditions (including manual driving situations where both the parking planning control unit and the driving planning control unit are inactive, and false triggering situations when the parking planning control unit or the driving planning control unit is active) by matching and verifying the mode information with the first control information. Subsequently, if the first and second preset conditions are met, the vehicle speed is further used to determine whether the vehicle is currently in driving control or parking planning control.

[0012] In one possible approach, determining the target driving state of the vehicle based on the vehicle speed includes: in response to determining that the vehicle speed is greater than a first speed threshold, or the vehicle simultaneously satisfies a second preset condition and the vehicle speed is less than a second speed threshold, determining that the target driving state is driving planning control driving.

[0013] Based on the above technical means, this application uses the first speed threshold as the basic judgment condition to quickly distinguish between high-speed and low-speed vehicle operation scenarios. When the vehicle speed is greater than the first speed threshold, it indicates that the vehicle is operating at high speed. For safety reasons, the vehicle is not allowed to enter the parking planning control driving process, so the target driving state is directly determined as driving planning control driving. When the vehicle speed is less than the second speed threshold, it indicates that the vehicle is operating at low speed. The vehicle meets the second preset condition, indicating that the user intends to drive with driving planning control. In consideration of the user's intention, the target driving state is determined as driving planning control driving.

[0014] In one possible embodiment, the method further includes: in response to determining that the vehicle simultaneously satisfies a first preset condition and the vehicle speed is greater than a first vehicle speed threshold, controlling the parking planning control unit to switch to an inactivated state and activating the driving planning control unit.

[0015] According to the above technical means, in this application, when the vehicle simultaneously meets the first preset condition (the parking planning control unit is activated and only parking control information is present) and the vehicle speed is greater than the first vehicle speed threshold, it means that the parking planning control unit is activated at a high speed that is not suitable for parking. At this time, the parking planning control unit is forcibly shut down and the driving planning control unit is activated, which can effectively prevent parking in high-speed driving scenarios and ensure driving safety.

[0016] In one possible approach, determining the target driving state of the vehicle based on the vehicle speed includes: in response to determining that the vehicle simultaneously satisfies a first preset condition, the vehicle speed is less than a second vehicle speed threshold, and the parking planning control unit is activated during the previous control, determining that the target driving state is parking planning control driving.

[0017] According to the above technical means, this application simultaneously satisfies the first preset condition (the parking planning control unit is activated and there is only parking control information) and the vehicle speed is less than the second vehicle speed threshold, which means that the vehicle is running at a low speed and the parking planning control unit is activated. At this time, it is necessary to further determine whether the parking planning control unit of the vehicle was activated during the previous control. If it was, the parking planning control driving can be entered normally; if not, in order to avoid false triggering caused by the vehicle suddenly switching to parking without transition, exit to manual driving, thereby ensuring the safety of control.

[0018] In one possible manner, determining the target driving state of the vehicle based on the vehicle speed includes: in response to determining that the target driving state is not parking planning control driving and driving planning control driving, determining the target driving state to be manual driving.

[0019] According to the above technical means, when the system determines through conditional judgment that the current triggering conditions for neither parking planning control driving nor driving planning control driving are met, the application automatically determines the target driving state as manual driving. This method can ensure that driving control can be returned to the driver in a timely and smooth manner, avoiding the vehicle from falling into an out-of-control state due to the lack of control mode, and providing safety protection for driving safety.

[0020] In one possible embodiment, the method further includes: in response to determining that the target driving state is manual driving, notifying a user to take over; and after the user confirms the takeover, in response to determining that the mode information indicates that the driving planning control unit is activated, or the first control information includes driving control information, controlling the driving planning control unit to switch to an inactive state. In response to determining that the mode information indicates that the parking planning control unit is activated, or the first control information includes parking control information, controlling the parking planning control unit to switch to an inactive state.

[0021] Based on the aforementioned technical measures, when the target driving state is determined to be manual, the system first notifies the user to take over, ensuring a smooth transfer of driving control. After the user confirms the takeover, the corresponding driving or parking planning control unit is shut down based on the mode information and control information, effectively preventing conflicts caused by simultaneous manual operation and automatic control instructions.

[0022] In one possible approach, the first control information includes safety assist control information; the operational information further includes pedal status information and seat belt status information. Based on this, target control information for the vehicle is determined based on the target driving state. This includes determining, in response to determining the target driving state is manual driving or planned driving, the vehicle's response to the safety assist control information based on vehicle speed, pedal status information, and seat belt status information. The target control information is then determined based on the response.

[0023] According to the above technical means, the first control information includes safety auxiliary control information, which means that the safety auxiliary control unit has issued the safety auxiliary control information, indicating that the safety auxiliary control unit has determined that there is a driving risk in the current driving scene and that deceleration is required. The pedal status information reflects the driver's operating intention. The seat belt status information reflects the passenger's protective preparation. In the state of manual driving or driving planning control, this application combines the vehicle speed, pedal status and seat belt status to determine whether it is currently possible to respond to the safety auxiliary control information, thereby realizing the scenario-based adaptation of the safety strategy and improving the accuracy of risk response.

[0024] In one possible approach, the pedal status information includes brake pedal opening, accelerator pedal opening, and accelerator pedal depression rate. Based on this, the vehicle's response to the safety assistance control information is determined based on the vehicle speed, pedal status information, and seatbelt status information. This includes determining that the vehicle does not respond to the safety assistance control information in response to determining that the vehicle meets any one of the third preset conditions.

[0025] Among them, the third preset condition includes: the vehicle speed is greater than the third speed threshold and the seat belt status information is not fastened; the vehicle speed is greater than the third speed threshold, the seat belt status information is fastened and the vehicle meets one of the fourth preset condition or the fifth preset condition; the vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is turning.

[0026] Among them, the fourth preset condition is that the brake pedal opening is equal to 0 and the accelerator pedal opening is greater than the first preset opening; the fifth preset condition is that the brake pedal opening is equal to 0, the accelerator pedal opening is greater than 0 and the accelerator pedal pedaling rate is greater than the first preset pedaling rate.

[0027] According to the above technical means, in this application, when the vehicle speed is greater than the third speed threshold and the seat belt is not fastened, the system determines that the driver may be in special driving needs (such as high-speed driving), and does not respond to the safety assistance control information at this time to avoid sudden deceleration and passenger safety caused by; when the vehicle speed is high and the seat belt is fastened, further judgment is made in combination with the pedal status. If the driver continues to press the accelerator pedal deeply (that is, the fourth preset condition is met) or accelerates quickly (that is, the fifth preset condition is met), it is determined that the driver has an active driving intention, and the safety assistance control information is not responded to at this time to reduce unnecessary intervention and ensure driving smoothness; when the vehicle speed is not greater than the third speed threshold and the vehicle's steering wheel is turning (that is, the steering wheel is turned manually), it is determined that the driver has an active driving intention, and the safety assistance control information is also not responded to at this time to reduce unnecessary intervention.

[0028] In one possible embodiment, the safety assistance control information includes first safety assistance control information and second safety assistance control information; the deceleration force of the first safety assistance control information is greater than the deceleration force of the second safety assistance control information. Based on this, a response to the safety assistance control information of the vehicle is determined based on the vehicle speed, the pedal status information, and the seat belt status information, including: determining that the vehicle responds to the first safety assistance control information in response to determining that the vehicle speed is greater than a third speed threshold, the seat belt status information indicates that the vehicle is fastened, and the vehicle meets any one of the sixth preset conditions; or in response to determining that the vehicle speed is less than the third speed threshold, the vehicle's steering wheel is not being turned, and the seat belt status information indicates that the vehicle is fastened.

[0029] Among them, the sixth preset condition includes: the brake pedal opening is greater than 0 and the accelerator pedal opening is 0; the brake pedal opening and the accelerator pedal opening are both 0; the vehicle does not meet any of the fourth preset condition and the fifth preset condition.

[0030] Based on the above technical means, the present application dynamically matches safety assistance control information of corresponding strength based on a combination of information such as vehicle speed, seatbelt status, and pedal opening. When the vehicle speed exceeds a third threshold, the seatbelt is fastened, and a sixth pre-set condition is met (e.g., the driver is braking, the driver is not braking or accelerating, or the driver is not performing abnormal acceleration), or when the vehicle is driving at a low speed with the steering wheel not turning (no active driver driving intention), and the seatbelt is fastened, a first safety assistance control information with a stronger deceleration force is triggered to enable the vehicle to quickly escape the dangerous situation.

[0031] In one possible approach, based on vehicle speed, pedal status information, and seat belt status information, a response to the vehicle's safety assist control information is determined, including: in response to determining that the vehicle speed is not greater than a third vehicle speed threshold, the vehicle's steering wheel is not turning, and the seat belt status information indicates that the seat belt is not fastened, determining that the vehicle responds to second safety assist control information.

[0032] According to the above technical means, when the vehicle speed is not greater than the third speed threshold, the steering wheel is not turned and the seat belt is not fastened, in order to ensure safety during deceleration, the second safety auxiliary control information with a smaller deceleration force is triggered so that the vehicle can slowly escape from the dangerous scene.

[0033] In one possible manner, target control information is determined based on a response situation, including: in response to determining that the vehicle responds to the first safety auxiliary control information or the second safety auxiliary control information, determining the first safety auxiliary control information or the second safety auxiliary control information as the target control information.

[0034] Based on the above technical means, when the application determines that the vehicle needs to respond to the first or second safety auxiliary control information, it directly determines it as the target control information, avoiding additional conversion steps. In an emergency or dangerous scenario, once the system triggers the safety auxiliary control information, it can execute it as the target control information as quickly as possible, minimizing the time from risk identification to action execution and improving the timeliness of active safety protection.

[0035] In one possible approach, the operating information also includes acceleration, deceleration, and steering wheel angle. Based on this information and the response, target control information is determined, including: in response to determining that the vehicle is not responding to safety assistance control information and the target driving state is driving planning control driving, determining whether the vehicle meets driving safety conditions; wherein the driving safety conditions are that the acceleration, deceleration, and steering wheel angle are all within corresponding set driving safety value ranges. In response to determining that the vehicle meets the driving safety conditions, the driving control information is determined as the target control information; in response to determining that the vehicle does not meet the driving safety conditions, the user is notified to take over and control the driving planning control unit to switch to an inactive state.

[0036] Based on the above technical means, this application incorporates acceleration, deceleration, and steering wheel angle into the determination of driving safety conditions, enabling the system to detect anomalies in vehicle operation in real time and ensure that driving planning and control always operate within safe boundaries. When any of the acceleration, deceleration, and steering wheel angle parameters are not within the corresponding driving safety value range, the driving planning control unit is shut down and control is transferred, preventing the autonomous driving system from continuing to operate in dangerous conditions.

[0037] In one possible approach, the operating information also includes acceleration, deceleration, and steering wheel angle. Based on this information, the target control information for the vehicle is determined based on the target driving state. This includes: In response to determining that the target driving state is parking planning control driving, determining whether the vehicle meets parking safety conditions; the parking safety conditions are that the acceleration, deceleration, and steering wheel angle are all within corresponding set parking safety value ranges. In response to determining that the vehicle meets the parking safety conditions, the parking control information is determined as the target control information. In response to determining that the vehicle does not meet the parking safety conditions, the user is notified to take over and control the parking planning control unit to switch to an inactive state.

[0038] Based on the above technical means, this application can quickly determine whether a vehicle meets parking safety conditions by monitoring multiple dimensions of information, including acceleration, deceleration, and steering wheel angle. When parking safety conditions are met, the system stably executes parking control information, ensuring a smooth and coherent parking action. When parking safety conditions are not met, the system proactively transfers control and clearly notifies the user, thus ensuring the driver's ultimate control of the vehicle and enhancing user trust in the automatic parking function.

[0039] According to a second aspect of the present application, a vehicle control device is provided, which includes: an acquisition unit, a determination unit, and a control unit.

[0040] An acquisition unit is used to acquire first control information of the vehicle, wherein the first control information includes at least one of parking control information, driving control information and safety assistance control information; the parking control information, driving control information and safety assistance control information are respectively generated by the vehicle's parking planning control unit, driving planning control unit and safety assistance control unit based on the vehicle's environmental information.

[0041] The determination unit is used to determine target control information of the vehicle based on the vehicle's operating information, mode information and first control information; wherein the mode information is used to indicate the activation state of the parking planning control unit and the activation state of the driving planning control unit.

[0042] The control unit is used to control the vehicle operation using the target control information.

[0043] In one possible embodiment, the operating information includes vehicle speed. Based on this, the determination unit further includes: a first determination subunit and a second determination subunit. The first determination subunit is configured to determine a target driving state of the vehicle based on the vehicle speed, mode information, and the first control information; the target driving state is one of manual driving, driving with planned driving control, and parking with planned driving control. The second determination subunit is configured to determine target control information for the vehicle based on the target driving state.

[0044] In one possible manner, the first determining subunit is specifically configured to, in response to determining that the vehicle satisfies one of the first preset condition or the second preset condition, determine the target driving state of the vehicle based on the vehicle speed.

[0045] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes parking control information but does not include driving control information. The second preset condition is that the mode information indicates that the driving planning control unit is activated, and the first control information includes driving control information but does not include parking control information.

[0046] In one possible embodiment, the first determination subunit is specifically used to determine that the target driving state is driving planning control driving in response to determining that the vehicle speed is greater than a first speed threshold, or the vehicle simultaneously satisfies a second preset condition and the vehicle speed is less than a second speed threshold.

[0047] In one possible embodiment, the determination unit further includes a first control subunit, wherein the control subunit is configured to control the parking planning control unit to be inactivated and the driving planning control unit to be activated in response to determining that the vehicle simultaneously satisfies the first preset condition and the vehicle speed is greater than a first vehicle speed threshold.

[0048] In one possible embodiment, the first determination subunit is specifically configured to determine that the target driving state is parking planning control driving in response to determining that the vehicle simultaneously satisfies a first preset condition, the vehicle speed is less than a second vehicle speed threshold, and the parking planning control unit is activated during the previous control.

[0049] In one possible manner, the first determining subunit is specifically configured to, in response to determining that the target driving state is not parking planning control driving and driving planning control driving, determine that the target driving state is manual driving.

[0050] In one possible embodiment, the determination unit further includes: a communication subunit and a second control subunit. The communication subunit is configured to notify the user to take over in response to determining that the target driving state is manual driving. The second control subunit is configured to, after the user confirms the takeover, control the driving planning control unit to switch to an inactive state in response to determining that the mode information indicates that the driving planning control unit is activated, or the first control information includes driving control information; and control the parking planning control unit to switch to an inactive state in response to determining that the mode information indicates that the parking planning control unit is activated, or the first control information includes parking control information.

[0051] In one possible embodiment, the first control information includes safety assist control information, and the operating information further includes pedal status information and seat belt status information. Based on this, the second determination subunit is specifically configured to, in response to determining that the target driving state is manual driving or planned driving, determine the vehicle's response to the safety assist control information based on vehicle speed, pedal status information, and seat belt status information; and determine target control information based on the response.

[0052] In one possible embodiment, the pedal state information includes brake pedal opening, accelerator pedal opening, and accelerator pedal depression rate. Based on this, the second determination subunit is specifically configured to, in response to determining that the vehicle satisfies any one of the third preset conditions, determine that the vehicle does not respond to the safety assistance control information.

[0053] Among them, the third preset condition includes: the vehicle speed is greater than the third speed threshold and the seat belt status information is not fastened; the vehicle speed is greater than the third speed threshold, the seat belt status information is fastened and the vehicle meets one of the fourth preset condition or the fifth preset condition; the vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is turning.

[0054] Among them, the fourth preset condition is that the brake pedal opening is equal to 0 and the accelerator pedal opening is greater than the first preset opening; the fifth preset condition is that the brake pedal opening is equal to 0, the accelerator pedal opening is greater than 0 and the accelerator pedal pedaling rate is greater than the first preset pedaling rate.

[0055] In one possible embodiment, the safety assistance control information includes first safety assistance control information and second safety assistance control information; the deceleration force of the first safety assistance control information is greater than the deceleration force of the second safety assistance control information. Based on this, the second determination subunit is specifically configured to determine that the vehicle responds to the first safety assistance control information in response to determining that the vehicle speed is greater than a third speed threshold, the seat belt status information indicates that the seat belt is fastened, and the vehicle meets any one of the sixth preset conditions; or that the vehicle speed is less than the third speed threshold, the steering wheel of the vehicle is not being turned, and the seat belt status information indicates that the seat belt is fastened.

[0056] Among them, the sixth preset condition includes: the brake pedal opening is greater than 0 and the accelerator pedal opening is 0; the brake pedal opening and the accelerator pedal opening are both 0; the vehicle does not meet any of the fourth preset condition and the fifth preset condition.

[0057] In one possible embodiment, the second determining subunit is specifically configured to determine that the vehicle responds to the second safety auxiliary control information in response to determining that the vehicle speed is not greater than a third vehicle speed threshold, the steering wheel of the vehicle is not rotating, and the seat belt status information is that the seat belt is not fastened.

[0058] In one possible manner, the second determining subunit is specifically configured to, in response to determining that the vehicle responds to the first safety auxiliary control information or the second safety auxiliary control information, determine the first safety auxiliary control information or the second safety auxiliary control information as the target control information.

[0059] In one possible embodiment, the second determination subunit is specifically configured to, in response to determining that the vehicle is not responding to safety assistance control information and the target driving state is driving planning control driving, determine whether the vehicle meets driving safety conditions; wherein the driving safety conditions are that the acceleration, deceleration, and steering wheel angle are all within corresponding set driving safety value ranges. In response to determining that the vehicle meets the driving safety conditions, the driving control information is determined as the target control information; in response to determining that the vehicle does not meet the driving safety conditions, the user is notified to take over and control the driving planning control unit to switch to an inactive state.

[0060] In one possible embodiment, the second determination subunit further includes: a judgment subunit, a third determination subunit, and a notification subunit. The judgment subunit is configured to, in response to determining that the target driving state is parking planning control driving, determine whether the vehicle meets parking safety conditions; wherein the parking safety conditions are that the acceleration, deceleration, and steering wheel angle are all within a corresponding set parking safety numerical range. The third determination subunit is configured to, in response to determining that the vehicle meets the parking safety conditions, determine the parking control information as the target control information. The notification subunit is configured to, in response to determining that the vehicle does not meet the parking safety conditions, notify the user to take over and control the parking planning control unit to switch to an inactive state.

[0061] According to a third aspect provided by the present application, a vehicle is provided, which adopts a vehicle control device configured with the above-mentioned second aspect.

[0062] According to the fourth aspect provided by the present application, an electronic device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation method thereof.

[0063] According to the fifth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of an electronic device, the electronic device is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0064] According to the sixth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the method of the above-mentioned first aspect and any possible implementation method thereof.

[0065] Therefore, the above technical features of this application have the following beneficial effects: (1) The parking planning control unit, driving planning control unit, and safety assistance control unit can independently generate parking control information, driving control information, and safety assistance control information. Different controllers are responsible for the logical control of different functions and lack interaction with each other. On this basis, this application couples the control information issued by each controller through vehicle operation information and mode information (i.e., the activation status of the indicated parking planning control unit and driving planning control unit) to obtain target control information that accurately adapts to the actual scenario, effectively avoiding the control confusion caused by the conflict of various control information, thereby improving the safety and stability of vehicle driving.

[0066] (2) Through the coordinated analysis of vehicle speed, mode information and the first control information, the target driving state that the vehicle should currently be in can be accurately determined; then, based on the target driving state, the control direction can be reasonably biased (for example, when the target driving state is manual driving, the control is biased towards safety auxiliary control; when the target driving state is driving planning control driving, the control is biased towards safety auxiliary control and driving planning control), thereby providing a precisely adapted control strategy for vehicle operation.

[0067] (3) The first preset condition and the second preset condition correspond to the parking scenario and the driving scenario respectively. The first preset condition (or the second preset condition) limits the parking planning control unit (or the driving planning control unit) from sending parking control information (or driving control information) when the parking planning control unit (or the driving planning control unit) is activated. When the parking planning control unit (or the driving planning control unit) is normally triggered, the parking planning control unit (or the driving planning control unit) sends driving control information (or parking control information) when it is not falsely triggered, or when the parking planning control unit sends parking control information when it is not falsely triggered, the driving planning control unit sends driving control information at the same time. This application excludes situations that do not meet the first preset condition and the second preset condition (including manual driving situations where both the parking planning control unit and the driving planning control unit are not activated, and false triggering situations when the parking planning control unit or the driving planning control unit is activated) by matching and verifying the mode information with the first control information. Afterwards, when the first preset condition and the second preset condition are met, it is further determined based on the vehicle speed whether the vehicle is currently in driving planning control driving or parking planning control driving.

[0068] (4) Using the first speed threshold as the basic judgment condition, it is possible to quickly distinguish between high-speed and low-speed driving scenarios of the vehicle. When the vehicle speed is greater than the first speed threshold, it means that the vehicle is running at high speed. At this time, for safety reasons, the vehicle is not allowed to enter the parking planning control driving process, so the target driving state is directly determined as driving planning control driving. When the vehicle speed is less than the second speed threshold, it means that the vehicle is running at low speed. If the vehicle meets the second preset condition, it means that the user intends to drive with parking planning control driving. In consideration of respecting the user's intention, the target driving state is determined as driving planning control driving.

[0069] (5) When the vehicle simultaneously meets the first preset condition (the parking planning control unit is activated and only parking control information is present) and the vehicle speed is greater than the first speed threshold, it means that the parking planning control unit is activated at a high speed that is not suitable for parking. At this time, the parking planning control unit is forcibly shut down and the driving planning control unit is activated. This can effectively prevent parking in high-speed driving scenarios and ensure driving safety.

[0070] (6) When the first preset condition (the parking planning control unit is activated and only parking control information is present) and the vehicle speed is less than the second speed threshold are met at the same time, it means that the vehicle is running at a low speed and the parking planning control unit is activated. At this time, it is necessary to further determine whether the parking planning control unit of the vehicle was activated during the previous control. If it was, the parking planning control driving can be entered normally; if not, in order to avoid the vehicle suddenly switching to parking without excessive triggering, exit to manual driving, thereby ensuring the safety of control.

[0071] (7) When the target driving state is determined to be manual driving, the system first notifies the user to take over, ensuring a smooth transfer of driving control. After the user confirms the takeover, the corresponding driving or parking planning control unit is shut down according to the mode information and control information, which can effectively prevent conflicts caused by the simultaneous action of manual operation and automatic control instructions.

[0072] (8) The first control information includes safety assistance control information, which indicates that the safety assistance control unit has issued the safety assistance control information, indicating that the safety assistance control unit has determined that there is a driving risk in the current driving scenario and that deceleration is required. The pedal status information reflects the driver's operating intention. The seat belt status information reflects the passenger's protective preparation. In the case of manual driving or driving planning control, this application combines vehicle speed, pedal status, and seat belt status to determine whether the current safety assistance control information can be responded to, thereby achieving scenario-based adaptation of the safety strategy and improving the accuracy of risk response.

[0073] (9) When the vehicle speed is greater than the third speed threshold and the seat belt is not fastened, the system determines that the driver may be in a special driving demand (such as high-speed driving), and does not respond to the safety assistance control information at this time to avoid sudden deceleration and passenger safety; when the vehicle speed is high and the seat belt is fastened, the system further judges based on the pedal status. If the driver continues to press the accelerator pedal deeply (i.e., meets the fourth preset condition) or accelerates quickly (i.e., meets the fifth preset condition), the system identifies it as an active driving intention, reduces unnecessary intervention, and ensures driving smoothness; when the vehicle speed is not greater than the third speed threshold and the vehicle's steering wheel is turning (i.e., the steering wheel is turned manually), the system determines that the driver is intervening in the steering wheel, and at this time responds to the driver's active control intention. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 An architectural diagram of a vehicle control system provided in an embodiment of the present application; Figure 2 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 1 ; Figure 3 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 2 ; Figure 4 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 3 ; Figure 5 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 4 ; Figure 6 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 5 ; Figure 7 A schematic diagram of a vehicle control method provided in an embodiment of the present application Figure 6 ; Figure 8 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application; Figure 9 A block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0076] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0077] In the embodiments of this application, words such as "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be interpreted as being more preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0078] First, the relevant technologies involved in this application are explained to facilitate understanding by those skilled in the art.

[0079] With the continuous evolution of intelligent driving technology, intelligent assisted driving systems are becoming increasingly versatile, with a growing degree of integration between these functions. While this trend of multifunctional integration provides users with a more comprehensive and intelligent driving experience, it also significantly increases system complexity, posing unprecedented challenges to system safety and stability. Due to differences in the operating logic and control strategies of different functions, conflicts can arise when multiple functions operate simultaneously or interact with each other, potentially preventing safe vehicle operation.

[0080] Currently, relevant technologies have proposed a functionally redundant software architecture for advanced autonomous driving. This architecture has broad applicability, adapting to different hardware architectures and a variety of application scenarios, and providing certain technical support for the reliability of advanced autonomous driving systems. However, this solution does not fully consider the interactive safety issues during the concurrent execution of multiple functions. For example, when a potential conflict between functions is detected, the system cannot coordinate the control commands issued by each function, which may cause control confusion in the vehicle when multiple functions are executed concurrently, thereby affecting the safety and stability of vehicle driving.

[0081] To solve the above technical problems, an embodiment of the present application provides a vehicle control method, which couples the control information issued by each controller through vehicle operation information and mode information (i.e., the activation status of the indicated parking planning control unit and the driving planning control unit) to obtain target control information that is accurately adapted to the actual scenario, effectively avoiding the control confusion caused by conflicts between the control information, and thereby improving the safety and stability of vehicle driving.

[0082] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0083] The vehicle control method provided in the embodiments of the present application can be applied in a vehicle. A vehicle may also be referred to as a vehicle, a mobile carrier, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), or a driverless vehicle.

[0084] In the embodiments of this application, the vehicle may be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, or police car), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various specialized vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose any specific limitations on this.

[0085] Figure 1 This is a diagram of the architecture of a vehicle control system provided in an embodiment of the present application. Figure 1 As shown, the system architecture includes: a sensor 101 deployed in a vehicle 100 , a perception fusion device 102 , a parking planning control unit 103 , a driving planning control unit 104 , a safety assistance control unit 105 and a vehicle control device 106 .

[0086] Among them, the sensor 101 may include a camera, a lidar, a millimeter-wave radar, an ultrasonic radar, a speed sensor, an acceleration sensor, a deceleration sensor, a brake pedal sensor, an accelerator pedal sensor, and a steering wheel angle sensor, etc., which is not limited in this application.

[0087] Optional, Figure 1 A communication connection can be established between the vehicle control device 106 and the sensor 101, parking planning control unit 103, driving planning control unit 104, and safety assistance control unit 105. A communication connection can be established between the perception fusion device 102 and the sensor 101, parking planning control unit 103, driving planning control unit 104, and safety assistance control unit 105. A communication connection can be established between the parking planning control unit 103 and the safety assistance control unit 105.

[0088] In this embodiment of the present application, sensor 101 may transmit collected environmental information surrounding vehicle 100 to perception fusion device 102, and may transmit collected operational information of vehicle 100 to vehicle control device 106. Perception fusion device 102 may fuse the environmental information and extract specific information from the fused environmental information and transmit it to parking planning control unit 103, driving planning control unit 104, and safety assistance control unit 105. Optionally, perception fusion device 102 may transmit obstacle information and parking space information surrounding vehicle 100 to parking planning control unit 103.

[0089] Optionally, the perception fusion device 102 may send obstacle information around the vehicle 100 (such as forward obstacle information, side obstacle information) and information about other vehicles around the vehicle 100 to the driving planning control unit 104 .

[0090] Optionally, the perception fusion device 102 may send obstacle information around the vehicle 100 (such as forward obstacle information) to the safety auxiliary control unit 105 .

[0091] Accordingly, the parking planning control unit 103, the driving planning control unit 104, and the safety assistance control unit 105 can respectively generate parking control information, driving control information, and safety assistance control information based on the received environmental information, and send the parking control information, driving control information, and safety assistance control information to the vehicle control device 106.

[0092] Accordingly, the vehicle control device 106 may use the received parking control information, driving control information, and / or safety assist control information as first control information for the vehicle 100, and then determine target control information for the vehicle 100 based on the received operating information, mode information, and first control information of the vehicle 100. Finally, the vehicle control device 106 may use the target control information to control the operation of the vehicle 100.

[0093] Optionally, the safety assistance control unit 105 may also send information about low-speed obstacles (such as other vehicles and pedestrians) around the vehicle 100 to the parking planning control unit 103. The parking planning control unit 103 may generate parking control information based on the received obstacle information and the fused environmental information, and send the parking control information to the vehicle control device 106.

[0094] It should be noted that the structure illustrated in the embodiments of this application does not limit the vehicle 100. The vehicle 100 may include more or fewer components than shown, or some components may be combined or separated, or arranged differently. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0095] For ease of understanding, the safety protection method for the vehicle power supply system provided in this application is specifically introduced below with reference to the accompanying drawings.

[0096] Figure 2 A flow chart of a vehicle control method provided in an embodiment of the present application is shown as follows: Figure 2 As shown, the method includes: S201: Acquire first control information of a vehicle.

[0097] The first control information includes at least one of parking control information, driving control information, and safety assistance control information. The parking control information, driving control information, and safety assistance control information are generated by the vehicle's parking planning control unit, driving planning control unit, and safety assistance control unit, respectively, based on the vehicle's environmental information.

[0098] Among them, parking control information may include information such as forward, reverse, steering, acceleration and deceleration; driving control information may include information such as forward, steering, acceleration and deceleration; safety auxiliary control information may include information such as forward and deceleration.

[0099] Optionally, the environmental information may include obstacle information around the vehicle, operation information of other vehicles around the vehicle, road information on which the vehicle is located, etc., without limitation.

[0100] S202: Determine target control information of the vehicle based on the vehicle's operation information, mode information, and first control information.

[0101] The mode information is used to indicate the activation status of the parking planning control unit and the activation status of the driving planning control unit. Specifically, the vehicle is provided with a first switch for controlling the activation and deactivation of the parking planning control unit and a second switch for controlling the activation and deactivation of the driving planning control unit. The driver can manually control the first switch or the second switch to control the activation or deactivation of the parking planning control unit or the driving planning control unit.

[0102] The operating information may include vehicle speed, pedal status information, seat belt status information, acceleration, deceleration, and steering wheel angle, etc., without limitation. The pedal status information may include brake pedal opening, accelerator pedal opening, and accelerator pedal depression rate, etc., without limitation.

[0103] In some embodiments, the vehicle control device can obtain the vehicle's operating information through sensors in real time. Afterwards, the vehicle control device can match and verify the mode information with the first control information to determine whether the mode information and the first control information are consistent. Then, based on the consistency result of the mode information and the first control information, the target driving state that the vehicle should currently be in can be determined in combination with the vehicle's operating information. Then, the vehicle control device can determine the target control information of the vehicle based on the target driving state. The specific determination method can refer to the following Figure 3 The introduction in , will not be repeated here.

[0104] S203: Use the target control information to control the vehicle operation.

[0105] The target control information may include at least one of forward, backward, steering angle, acceleration and deceleration information.

[0106] In some embodiments, the vehicle control device may generate corresponding control instructions based on the target control information so that the vehicle operates according to the control instructions.

[0107] Based on the above technical solution, the control information issued by each controller is coupled through vehicle operation information and mode information (i.e., the activation status of the indicated parking planning control unit and driving planning control unit) to obtain target control information that accurately adapts to the actual scenario, effectively avoiding the control confusion caused by conflicts between various control information, thereby improving the safety and stability of vehicle driving.

[0108] In an optional embodiment, as Figure 3 As shown, the above S202 may specifically include: S301-S302.

[0109] S301: Determine a target driving state of the vehicle based on vehicle speed, mode information, and first control information.

[0110] The target driving state is one of manual driving, driving planning and control driving, and parking planning and control driving.

[0111] In some embodiments, the vehicle control device may determine the target driving state of the vehicle based on the vehicle speed in response to determining that the vehicle satisfies one of the first preset condition or the second preset condition.

[0112] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes parking control information but does not include driving control information. The second preset condition is that the mode information indicates that the driving planning control unit is activated, and the first control information includes driving control information but does not include parking control information.

[0113] It is understandable that the first preset condition corresponds to the parking scenario, which limits the activation of the parking planning control unit and normally triggers the parking planning control unit to issue parking control information. The second preset condition corresponds to the driving scenario, which limits the activation of the driving planning control unit and normally triggers the driving planning control unit to issue vehicle control information. The present application can determine the consistency between the activation state of the parking planning control unit, the activation state of the driving planning control unit, and the first control information by determining whether the vehicle meets the first preset condition and the second preset condition. For example, the mode information indicates that the parking planning control unit is activated, but triggers the driving planning control unit to issue vehicle control information, or the mode information indicates that the driving planning control unit is activated, but triggers the parking planning control unit to issue parking control information. These two situations indicate that consistency is not met. At this time, the system is abnormal and needs to exit the intelligent driving assistance control and enter manual driving. After the consistency is met, it is further determined based on the vehicle speed whether the vehicle should be in driving planning control driving or parking planning control driving.

[0114] In the embodiment of the present application, the target driving state can be one of manual driving, driving planning and control driving, and parking planning and control driving. The following method for determining the target driving state of a vehicle is described in detail using 1.1, the target driving state is driving planning and control driving, 1.2, the target driving state is parking planning and control driving, and 1.3, the target driving state is manual driving as examples.

[0115] 1.1. The target driving state is driving planning and control.

[0116] In some embodiments, the vehicle control device may determine that the target driving state is driving planning control driving in response to determining that the vehicle speed is greater than a first speed threshold, or that the vehicle simultaneously satisfies a second preset condition and the vehicle speed is less than a second speed threshold.

[0117] Optionally, the first vehicle speed threshold and the second vehicle speed threshold can be determined according to actual needs, and this application does not impose any restrictions on this.

[0118] It is understood that when the vehicle speed is greater than the first speed threshold, it indicates that the vehicle is currently in a high-speed state. For safety reasons, the vehicle is not allowed to enter the parking plan control driving mode. Therefore, the system can directly determine the target driving state as driving plan control driving. When the vehicle speed is less than the second speed threshold, it indicates that the vehicle is currently in a low-speed state. If the vehicle meets the second preset condition, it indicates that the user intends to drive in a planned manner. To respect the user's intention, the system can determine the target driving state as driving plan control driving.

[0119] In some embodiments, the vehicle control device may control the parking planning control unit to switch to an inactive state and the driving planning control unit to switch to an active state in response to determining that the vehicle simultaneously satisfies a first preset condition and the vehicle speed is greater than a first vehicle speed threshold.

[0120] It can be understood that when the vehicle simultaneously meets the first preset condition and the vehicle speed is greater than the first speed threshold, it means that the vehicle is running at high speed but the parking planning control unit is in an activated state. At this time, the system forcibly shuts down the parking planning control unit and activates the driving planning control unit to prevent parking control from occurring in high-speed driving scenarios.

[0121] 1.2. The target driving state is parking planning and control driving.

[0122] In some embodiments, the vehicle control device may determine that the target driving state is parking planning control driving in response to determining that the vehicle simultaneously satisfies a first preset condition, the vehicle speed is less than a second vehicle speed threshold, and the parking planning control unit is activated during the previous control.

[0123] It can be understood that when the vehicle simultaneously meets the first preset condition and the vehicle speed is less than the second speed threshold, it means that the vehicle is running at a low speed and the parking planning control unit is in an activated state. At this time, by further determining whether the vehicle's parking planning control unit was activated during the previous control, if it is activated, the vehicle can normally enter the parking planning control driving. If it is not activated, in order to avoid the vehicle suddenly switching to parking without excessive false triggering, the vehicle control device can control the vehicle to enter manual driving to ensure the safety of vehicle driving.

[0124] 1.3. The target driving state is manual driving.

[0125] In some embodiments, the vehicle control device may determine that the target driving state is manual driving in response to determining that the target driving state is not parking plan control driving and driving plan control driving.

[0126] In response to determining that the target driving state is manual driving, the vehicle control device may notify the user to take over. After the user confirms the takeover, the vehicle control device may control the driving planning control unit to switch to an inactive state in response to determining that the mode information indicates activation of the driving planning control unit or that the first control information includes driving control information. Alternatively, the vehicle control device may control the parking planning control unit to switch to an inactive state in response to determining that the mode information indicates activation of the parking planning control unit or that the first control information includes parking control information.

[0127] It is understandable that after determining that the target driving state is manual driving, in order to avoid the user's accidental triggering of the driving planning control unit and the parking planning control unit, the vehicle control device can forcibly shut down the driving planning control unit and the parking planning control unit so that the user can take over the control of the vehicle.

[0128] S302: Determine target control information of the vehicle based on the target driving state.

[0129] In an embodiment of the present application, when the target driving state is manual driving or planned driving, the vehicle control device may prioritize responding to the safety assistance control function. Specifically, if certain conditions are met, the safety assistance control information is prioritized as the vehicle's target control information. Parking control information includes safety assistance control information. Therefore, when the target driving state is planned driving, the vehicle control device may not respond to the safety assistance control information and may prioritize responding to the parking control function. Specifically, if certain conditions are met, the parking control information is prioritized as the vehicle's target control information.

[0130] Among them, safety auxiliary control functions may include forward emergency braking (autonomous emergency braking, AEB), low-speed autonomous emergency braking (LAEB), front cross traffic braking (FCTB), rear cross traffic braking (RCTB) and mis-acceleration intervention (MAI), etc., without limitation.

[0131] In light of the above, the following describes in detail the method for determining the target control information of a vehicle, taking 2.1, where the target driving state is manual driving or driving planning control driving, and 2.2, where the target driving state is parking planning control driving, as examples.

[0132] 2.1. The target driving state is manual driving or driving with driving planning and control.

[0133] In some embodiments, in response to determining that the target driving state is manual driving or planned driving, the vehicle control device may determine the vehicle's response to the safety assistance control information based on vehicle speed, pedal status information, and seat belt status information. Then, based on the response, the target control information is determined.

[0134] In an embodiment of the present application, the vehicle's response to the safety auxiliary control information may include the vehicle not responding to the safety auxiliary control information and the vehicle responding to the safety auxiliary control information. The following is introduced using a. the vehicle not responding to the safety auxiliary control information and b. the vehicle responding to the safety auxiliary control information as examples.

[0135] a. The vehicle does not respond to safety assistance control information.

[0136] In some embodiments, the vehicle control device may determine that the vehicle does not respond to the safety assistance control information in response to determining that the vehicle satisfies any one of the third preset conditions.

[0137] The third precondition includes: a-1. The vehicle speed is greater than the third vehicle speed threshold and the seat belt status information indicates that the seat belt is not fastened.

[0138] Optionally, the third vehicle speed threshold can be determined according to actual needs, and this application does not impose any limitation on this.

[0139] a-2. The vehicle speed is greater than the third vehicle speed threshold, the seat belt status information indicates that the seat belt is fastened, and the vehicle meets one of the fourth preset condition or the fifth preset condition.

[0140] The fourth preset condition is that the brake pedal opening is equal to 0 and the accelerator pedal opening is greater than the first preset opening. The fifth preset condition is that the brake pedal opening is equal to 0, the accelerator pedal opening is greater than 0, and the accelerator pedal depression rate is greater than the first preset depression rate.

[0141] Optionally, the first preset opening can be determined according to actual needs, and this application does not limit this.

[0142] Optionally, the first preset pedaling speed can be determined according to actual needs, and this application does not limit this.

[0143] a-3. The vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is turning.

[0144] Among them, the vehicle's steering wheel is turning, indicating that the vehicle's steering wheel is manually controlled.

[0145] It can be understood that when the vehicle speed is greater than the third speed threshold and the seat belt is not fastened, the system determines that the driver may be in special driving needs (such as high-speed driving), and does not respond to the safety assistance control information at this time to avoid sudden deceleration and passenger safety caused by sudden deceleration; when the vehicle speed is high and the seat belt is fastened, further judgment is made in combination with the pedal status. If the driver continues to press the accelerator pedal deeply (that is, the fourth preset condition is met) or accelerates quickly (that is, the fifth preset condition is met), the system will identify it as an active driving intention, reduce unnecessary intervention, and ensure driving smoothness; when the vehicle speed is not greater than the third speed threshold and the vehicle's steering wheel is turning (that is, the steering wheel is turned manually), the system determines that the driver is intervening in the steering wheel, and at this time, the driver's active control is given priority.

[0146] b. The vehicle responds to safety assistance control information.

[0147] The safety assistance control information includes first safety assistance control information and second safety assistance control information. The deceleration force of the first safety assistance control information is greater than the deceleration force of the second safety assistance control information.

[0148] In some embodiments, the vehicle control device may determine that the vehicle responds to the first safety auxiliary control information in response to determining that the vehicle speed is greater than a third vehicle speed threshold, the seat belt status information is fastened and the vehicle meets any one of the sixth preset conditions, or the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel of the vehicle is not turning and the seat belt status information is fastened.

[0149] The sixth precondition includes: b-1. The brake pedal opening is greater than 0 and the accelerator pedal opening is 0.

[0150] b-2. The brake pedal opening and the accelerator pedal opening are both 0.

[0151] b-3. The vehicle does not meet any of the fourth and fifth preset conditions.

[0152] It is understood that the sixth preset condition includes the driver braking, the driver not braking or accelerating, or the driver not performing abnormal acceleration. The driver braking indicates the driver's intention to brake (i.e., decelerate), in which case the first safety auxiliary control information with a stronger deceleration force can be triggered to quickly escape the dangerous situation. The driver not braking or accelerating indicates the driver's lack of intention to decelerate or accelerate, in which case the first safety auxiliary control information can be triggered to quickly escape the dangerous situation. The driver not performing abnormal acceleration indicates the driver's lack of active acceleration intention, in which case the first safety auxiliary control information with a stronger deceleration force can be triggered to quickly escape the dangerous situation. The vehicle speed is no greater than the third speed threshold, the steering wheel is not turning, and the seat belt is fastened, indicating that the vehicle is traveling at a low speed, the driver has no intention to control the vehicle, and the driver's seat belt is fastened. In this case, the first safety auxiliary control information can be triggered to quickly escape the dangerous situation.

[0153] In other embodiments, the vehicle control device may determine that the vehicle responds to the second safety auxiliary control information in response to determining that the vehicle speed is not greater than a third vehicle speed threshold, the vehicle's steering wheel is not turning, and the seat belt status information is that the seat belt is not fastened.

[0154] It can be understood that when the vehicle speed is not greater than the third speed threshold, the steering wheel is not turned and the seat belt is not fastened, in order to ensure safety during deceleration, the second safety auxiliary control information with a smaller deceleration force is triggered so that the vehicle can slowly escape from the dangerous scene.

[0155] In combination with the above, in some embodiments, after determining the vehicle's response to the safety auxiliary control information, the vehicle control device may determine the first safety auxiliary control information or the second safety auxiliary control information as the target control information in response to determining that the vehicle responds to the first safety auxiliary control information or the second safety auxiliary control information.

[0156] In other embodiments, the vehicle control device may determine whether the vehicle meets driving safety conditions in response to determining that the vehicle is not responding to safety assistance control information and the target driving state is driving planning control. Subsequently, the vehicle control device may determine the driving control information as the target control information in response to determining that the vehicle meets the driving safety conditions. Alternatively, the vehicle control device may notify the user to take over and control the driving planning control unit to switch to an inactive state in response to determining that the vehicle does not meet the driving safety conditions.

[0157] The driving safety condition requires that the acceleration, deceleration, and steering wheel angle all be within the corresponding set driving safety value ranges. The corresponding driving safety value ranges for acceleration, deceleration, and steering wheel angle can be determined based on actual needs and are not detailed here.

[0158] 2.2. The target driving state is parking planning and control driving.

[0159] In some embodiments, the vehicle control device may determine whether the vehicle meets parking safety conditions in response to determining that the target driving state is parking planning control driving. The vehicle control device may then determine the parking control information as the target control information in response to determining that the vehicle meets the parking safety conditions, or, in response to determining that the vehicle does not meet the parking safety conditions, notify the user to take over and control the parking planning control unit to switch to an inactive state.

[0160] The parking safety condition requires that the acceleration, deceleration, and steering wheel angle all be within a corresponding set parking safety value range. The parking safety value ranges set for acceleration, deceleration, and steering wheel angle can be determined based on actual needs and are not detailed here.

[0161] Based on the above technical solution, through the coordinated analysis of vehicle speed, mode information and the first control information, the target driving state that the vehicle should currently be in can be accurately determined; then, based on the target driving state, the control direction can be reasonably biased (for example, when the target driving state is manual driving, the control is biased towards safety auxiliary control; when the target driving state is driving with planning control, the control is biased towards safety auxiliary control and driving planning control; when the target driving state is driving with parking planning control, the control is biased towards parking planning control), thereby providing a precisely adapted control strategy for vehicle operation.

[0162] The following will combine the above embodiments to describe in detail the method for determining the target driving state of the vehicle in S301. Figure 4 As shown, the method may further include: S401. Determine whether the mode information indicates that the driving planning control unit and the parking planning control unit are inactivated, and the first control information does not include driving control information and parking control information. If so, execute S402; if not, execute S403.

[0163] It can be understood that when the driving planning control unit and the parking planning control unit are not activated and the first control information does not include driving control information and parking control information, the vehicle is in manual driving mode.

[0164] S402: Determine that the target driving state is manual driving.

[0165] S403: Determine whether the mode information indicates that the driving planning control unit and the parking planning control unit are inactivated, and the first control information includes driving control information or parking control information. If so, execute S402; if not, execute S404.

[0166] It should be noted that after S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactivated state to exit intelligent driving.

[0167] S404. Determine whether the mode information indicates that the driving planning control unit is activated and the first control information includes parking control information but does not include driving control information, or whether the mode information indicates that the parking planning control unit is activated and the first control information includes driving control information but does not include parking control information. If so, execute S402; if not, execute S405.

[0168] It can be understood that when the driving planning control unit is activated and the first control information includes parking control information, or the parking planning control unit is activated and the first control information includes driving control information, it indicates that an abnormal conflict has occurred in the system. Therefore, after S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactivated state again to exit intelligent driving.

[0169] S405: Determine whether the vehicle speed is greater than a first vehicle speed threshold. If so, execute S406; if not, execute S409.

[0170] S406 , determining whether the mode information indicates that the parking planning control unit is activated or the first control information includes parking control information; if so, executing S408 ; otherwise, executing S407 .

[0171] S407: Determine that the target driving state is driving under driving plan control.

[0172] S408 , controlling the parking planning control unit to switch to an inactive state and the driving planning control unit to switch to an active state.

[0173] S409: Determine whether the vehicle speed is less than a second vehicle speed threshold. If so, execute S410; if not, execute S405.

[0174] S410 , determining whether the mode information indicates that the parking planning control unit is activated; if so, executing S411 ; otherwise, executing S414 .

[0175] S411: Determine whether the parking planning control unit was activated during the previous control. If so, execute S412; if not, execute S402.

[0176] After S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactive state again to exit intelligent driving.

[0177] S412: Determine whether the first control information includes driving control information but does not include parking control information. If so, execute S402; if not, execute S413.

[0178] After S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactive state again to exit intelligent driving.

[0179] S413: Determine that the target driving state is parking planning control driving.

[0180] S414. Determine whether the mode information indicates that the driving planning control unit is activated. If so, execute S415; if not, execute S402.

[0181] After S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactive state again to exit intelligent driving.

[0182] S415: Determine whether the first control information includes parking control information. If so, execute S402; if not, execute S407.

[0183] After S402 is executed, the user needs to be notified to take over. After the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to an inactive state again to exit intelligent driving.

[0184] In an optional embodiment, when the target driving state is manual driving or driving plan control driving, as shown in FIG. Figure 5 As shown, the above S302 may specifically include: S501. Determine whether the vehicle speed is greater than a third vehicle speed threshold. If so, execute S502; if not, execute S508.

[0185] S502: Determine whether the seat belt status information is fastened. If so, execute S503; if not, execute S507.

[0186] S503: Determine whether the brake pedal opening is greater than 0. If so, execute S504; if not, execute S505.

[0187] The brake pedal opening being greater than 0 may include that both the brake pedal and the accelerator pedal are depressed, or the brake pedal is depressed but the accelerator pedal is not depressed.

[0188] S504: Determine whether the vehicle responds to the first safety auxiliary control information.

[0189] S505: Determine whether the opening of the accelerator pedal is greater than 0. If so, execute S506; if not, execute S504.

[0190] S506: Determine whether the accelerator pedal opening is greater than a first preset opening or the accelerator pedal depression rate is greater than a first preset depression rate. If so, execute S507; if not, execute S504.

[0191] S507: Determine whether the vehicle does not respond to the safety assistance control information.

[0192] It can be understood that the vehicle does not respond to the safety assistance control information, that is, the vehicle does not respond to the first safety assistance control information nor the second safety assistance control information.

[0193] In some embodiments, after determining that the vehicle does not respond to the safety assistance control information, the following steps may be performed: Figure 6 The method shown is not described in detail here.

[0194] S508: Determine whether the steering wheel of the vehicle is turned. If so, execute S507; if not, execute S509.

[0195] S509: Determine whether the seat belt status information is fastened. If so, execute S504; if not, execute S510.

[0196] S510: Determine whether the vehicle responds to the second safety auxiliary control information.

[0197] like Figure 6 As shown, after determining that the vehicle does not respond to the safety auxiliary control information, the following steps may be performed: S601: Determine whether the acceleration, deceleration, and steering wheel angle are all within the corresponding set driving safety value range. If so, execute S602; if not, execute S603.

[0198] S602: Respond to driving control information.

[0199] S603: Notify the user to take over and control the driving planning control unit to switch to an inactive state.

[0200] In an optional embodiment, when the target driving state is parking planning control driving, as shown in FIG. Figure 7 As shown, the above S302 may specifically include: S701: Determine whether the acceleration, deceleration, and steering wheel angle are all within the corresponding set parking safety value range. If so, execute S702; if not, execute S703.

[0201] S702: Respond to parking control information.

[0202] S703: Notify the user to take over and control the parking planning control unit to switch to an inactive state.

[0203] After S703 is executed, the vehicle brakes need to be controlled to stop running, and after the vehicle stops, the driving gear (such as D gear, R gear) is switched to P gear (Parking gear).

[0204] Figure 8 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown in FIG. Figure 8 As shown, the vehicle control device includes: an acquisition unit 801, a determination unit 802 and a control unit 803.

[0205] An acquisition unit 801 is used to acquire first control information of the vehicle, wherein the first control information includes at least one of parking control information, driving control information, and safety assistance control information; the parking control information, driving control information, and safety assistance control information are respectively generated by the vehicle's parking planning control unit, driving planning control unit, and safety assistance control unit based on the vehicle's environmental information.

[0206] The determination unit 802 is used to determine the target control information of the vehicle based on the vehicle's operating information, mode information and first control information; wherein the mode information is used to indicate the activation state of the parking planning control unit and the activation state of the driving planning control unit.

[0207] The control unit 803 is used to control the operation of the vehicle using the target control information.

[0208] In one possible embodiment, the operating information includes vehicle speed. Based on this, determination unit 802 further includes a first determination subunit and a second determination subunit. The first determination subunit is configured to determine a target driving state of the vehicle based on the vehicle speed, mode information, and the first control information; the target driving state is one of manual driving, driving with planned driving control, and parking with planned driving control. The second determination subunit is configured to determine target control information for the vehicle based on the target driving state.

[0209] In one possible manner, the first determining subunit is specifically configured to, in response to determining that the vehicle satisfies one of the first preset condition or the second preset condition, determine the target driving state of the vehicle based on the vehicle speed.

[0210] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes parking control information but does not include driving control information. The second preset condition is that the mode information indicates that the driving planning control unit is activated, and the first control information includes driving control information but does not include parking control information.

[0211] In one possible embodiment, the first determination subunit is specifically used to determine that the target driving state is driving planning control driving in response to determining that the vehicle speed is greater than a first speed threshold, or the vehicle simultaneously satisfies a second preset condition and the vehicle speed is less than a second speed threshold.

[0212] In one possible embodiment, the determining unit 802 further includes a first control subunit, wherein the control subunit is configured to control the parking planning control unit to switch to an inactive state and the driving planning control unit to switch to an active state in response to determining that the vehicle simultaneously satisfies the first preset condition and the vehicle speed is greater than a first vehicle speed threshold.

[0213] In one possible embodiment, the first determination subunit is specifically configured to determine that the target driving state is parking planning control driving in response to determining that the vehicle simultaneously satisfies a first preset condition, the vehicle speed is less than a second vehicle speed threshold, and the parking planning control unit is activated during the previous control.

[0214] In one possible manner, the first determining subunit is specifically configured to, in response to determining that the target driving state is not parking planning control driving and driving planning control driving, determine that the target driving state is manual driving.

[0215] In one possible embodiment, the determination unit 802 further includes: a communication subunit and a second control subunit. The communication subunit is configured to notify the user to take over in response to determining that the target driving state is manual driving. The second control subunit is configured to, after the user confirms the takeover, control the driving planning control unit to switch to an inactive state in response to determining that the mode information indicates activation of the driving planning control unit or that the first control information includes driving control information; and control the parking planning control unit to switch to an inactive state in response to determining that the mode information indicates activation of the parking planning control unit or that the first control information includes parking control information.

[0216] In one possible embodiment, the first control information includes safety assist control information, and the operating information further includes pedal status information and seat belt status information. Based on this, the second determination subunit is specifically configured to, in response to determining that the target driving state is manual driving or planned driving, determine the vehicle's response to the safety assist control information based on vehicle speed, pedal status information, and seat belt status information; and determine target control information based on the response.

[0217] In one possible embodiment, the pedal state information includes brake pedal opening, accelerator pedal opening, and accelerator pedal depression rate. Based on this, the second determination subunit is specifically configured to, in response to determining that the vehicle satisfies any one of the third preset conditions, determine that the vehicle does not respond to the safety assistance control information.

[0218] Among them, the third preset condition includes: the vehicle speed is greater than the third speed threshold and the seat belt status information is not fastened; the vehicle speed is greater than the third speed threshold, the seat belt status information is fastened and the vehicle meets one of the fourth preset condition or the fifth preset condition; the vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is turning.

[0219] Among them, the fourth preset condition is that the brake pedal opening is equal to 0 and the accelerator pedal opening is greater than the first preset opening; the fifth preset condition is that the brake pedal opening is equal to 0, the accelerator pedal opening is greater than 0 and the accelerator pedal pedaling rate is greater than the first preset pedaling rate.

[0220] In one possible embodiment, the safety assistance control information includes first safety assistance control information and second safety assistance control information; the deceleration force of the first safety assistance control information is greater than the deceleration force of the second safety assistance control information. Based on this, the second determination subunit is specifically configured to determine that the vehicle responds to the first safety assistance control information in response to determining that the vehicle speed is greater than a third speed threshold, the seat belt status information indicates that the seat belt is fastened, and the vehicle meets any one of the sixth preset conditions; or that the vehicle speed is less than the third speed threshold, the steering wheel of the vehicle is not being turned, and the seat belt status information indicates that the seat belt is fastened.

[0221] Among them, the sixth preset condition includes: the brake pedal opening is greater than 0 and the accelerator pedal opening is 0; the brake pedal opening and the accelerator pedal opening are both 0; the vehicle does not meet any of the fourth preset condition and the fifth preset condition.

[0222] In one possible embodiment, the second determining subunit is specifically configured to determine that the vehicle responds to the second safety auxiliary control information in response to determining that the vehicle speed is not greater than a third vehicle speed threshold, the steering wheel of the vehicle is not rotating, and the seat belt status information is that the seat belt is not fastened.

[0223] In one possible manner, the second determining subunit is specifically configured to, in response to determining that the vehicle responds to the first safety auxiliary control information or the second safety auxiliary control information, determine the first safety auxiliary control information or the second safety auxiliary control information as the target control information.

[0224] In one possible embodiment, the second determination subunit is specifically configured to, in response to determining that the vehicle is not responding to safety assistance control information and the target driving state is driving planning control driving, determine whether the vehicle meets driving safety conditions; wherein the driving safety conditions are that the acceleration, deceleration, and steering wheel angle are all within corresponding set driving safety value ranges. In response to determining that the vehicle meets the driving safety conditions, the driving control information is determined as the target control information; in response to determining that the vehicle does not meet the driving safety conditions, the user is notified to take over and control the driving planning control unit to switch to an inactive state.

[0225] In one possible embodiment, the second determination subunit further includes: a judgment subunit, a third determination subunit, and a notification subunit. The judgment subunit is configured to, in response to determining that the target driving state is parking planning control driving, determine whether the vehicle meets parking safety conditions; wherein the parking safety conditions are that the acceleration, deceleration, and steering wheel angle are all within a corresponding set parking safety numerical range. The third determination subunit is configured to, in response to determining that the vehicle meets the parking safety conditions, determine the parking control information as the target control information. The notification subunit is configured to, in response to determining that the vehicle does not meet the parking safety conditions, notify the user to take over and control the parking planning control unit to switch to an inactive state.

[0226] Figure 9 This is a block diagram of an electronic device provided in an embodiment of the present application. Figure 9 As shown, the electronic device includes but is not limited to: a processor 901 and a memory 902 .

[0227] The memory 902 is configured to store executable instructions of the processor 901. It is understood that the processor 901 is configured to execute instructions to implement the battery charging method in the above embodiment.

[0228] It should be noted that those skilled in the art can understand that Figure 9 The electronic device structure shown in the figure does not limit the electronic device, and the electronic device may include Figure 9 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0229] The processor 901 is the control center of the electronic device. It uses various interfaces and lines to connect the various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 902 and calling data stored in the memory 902, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 901 may include one or more processing units. Optionally, the processor 901 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 901.

[0230] Memory 902 can be used to store software programs and various data. Memory 902 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). Furthermore, memory 902 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device.

[0231] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 902 including instructions. The above instructions can be executed by a processor 901 of an electronic device to implement the method in the above embodiment.

[0232] In actual implementation, Figure 8 The functions of the acquisition unit 801, the determination unit 802 and the control unit 803 can all be represented by Figure 9 The processor 901 in the embodiment calls the computer program stored in the memory 902. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0233] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, for example, the non-transitory computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0234] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by the processor 901 of the electronic device to implement the method in the above embodiment.

[0235] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned method embodiment are implemented and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0236] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0237] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0238] Units described as separate components may or may not be physically separate, and components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0239] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0240] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application, or the part that contributes to the existing technology, or all or part of the technical solution can be embodied in the form of a software product. The software product is stored in a storage medium and includes a number of instructions for causing a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or optical disk, etc. Various media that can store program code.

[0241] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining first control information of the vehicle, wherein the first control information includes at least one of parking control information, driving control information, and safety assistance control information; the parking control information, the driving control information, and the safety assistance control information are respectively generated by a parking planning control unit, a driving planning control unit, and a safety assistance control unit of the vehicle based on environmental information of the vehicle; determining target control information of the vehicle based on operating information, mode information, and the first control information of the vehicle; wherein the mode information indicates an activation state of the parking planning control unit and an activation state of the driving planning control unit; and the operating information includes a vehicle speed; The target control information is used to control the operation of the vehicle.

2. The vehicle control method according to claim 1, characterized in that: The determining target control information of the vehicle based on the operation information, mode information and the first control information of the vehicle includes: Determining a target driving state of the vehicle based on the vehicle speed, the mode information, and the first control information; wherein the target driving state is one of manual driving, driving with planned control, and parking with planned control; Based on the target driving state, target control information of the vehicle is determined.

3. The vehicle control method according to claim 2, characterized in that: The determining the target driving state of the vehicle based on the vehicle speed, the mode information, and the first control information includes: In response to determining that the vehicle satisfies one of a first preset condition or a second preset condition, determining a target driving state of the vehicle based on the vehicle speed; The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes parking control information but does not include driving control information; The second preset condition is that the mode information indicates that the driving planning control unit is activated, and the first control information includes driving control information but does not include parking control information.

4. The vehicle control method according to claim 3, characterized in that: The determining the target driving state of the vehicle based on the vehicle speed includes: In response to determining that the vehicle speed is greater than a first vehicle speed threshold, or the vehicle simultaneously satisfies a second preset condition and the vehicle speed is less than a second vehicle speed threshold, determining that the target driving state is driving plan control driving.

5. The vehicle control method according to claim 3, characterized in that: The method further comprises: In response to determining that the vehicle simultaneously satisfies the first preset condition and the vehicle speed is greater than a first vehicle speed threshold, the parking planning control unit is controlled to switch to an inactive state and the driving planning control unit is controlled to switch to an active state.

6. The vehicle control method according to claim 4, characterized in that: The determining the target driving state of the vehicle based on the vehicle speed includes: In response to determining that the vehicle simultaneously satisfies a first preset condition, the vehicle speed is less than a second vehicle speed threshold, and the parking planning control unit is activated during a previous control, the target driving state is determined to be parking planning control driving.

7. The vehicle control method according to claim 6, characterized in that: The determining the target driving state of the vehicle based on the vehicle speed includes: In response to determining that the target driving state is not parking plan control driving and driving plan control driving, the target driving state is determined to be manual driving.

8. The vehicle control method according to claim 7, characterized in that: The method further comprises: In response to determining that the target driving state is manual driving, notifying a user to take over; and after the user confirms taking over, in response to determining that the mode information indicates that the driving planning control unit is activated, or the first control information includes driving control information, controlling the driving planning control unit to switch to an inactivated state; In response to determining that the mode information indicates that the parking planning control unit is activated, or the first control information includes parking control information, the parking planning control unit is controlled to switch to an inactive state.

9. The vehicle control method according to any one of claims 2 to 8, characterized in that: The first control information includes safety auxiliary control information; The operation information also includes: pedal status information and seat belt status information; The determining target control information of the vehicle based on the target driving state includes: In response to determining that the target driving state is the manual driving or the driving plan control driving, determining a response of the vehicle to the safety assistance control information based on the vehicle speed, the pedal state information, and the seat belt state information; Based on the response situation, the target control information is determined.

10. The vehicle control method according to claim 9, characterized in that: The pedal status information includes: brake pedal opening, accelerator pedal opening and accelerator pedal pressing rate; The determining, based on the vehicle speed, the pedal state information, and the seat belt state information, of a response of the vehicle to the safety auxiliary control information includes: In response to determining that the vehicle satisfies any one of third preset conditions, determining that the vehicle does not respond to the safety assistance control information; The third preset condition includes: The vehicle speed is greater than a third vehicle speed threshold and the seat belt status information indicates that the seat belt is not fastened; The vehicle speed is greater than a third vehicle speed threshold, the seat belt status information indicates that the seat belt is fastened, and the vehicle meets one of a fourth preset condition or a fifth preset condition; The vehicle speed is not greater than the third vehicle speed threshold and the steering wheel of the vehicle is rotating; The fourth preset condition is that the brake pedal opening is equal to 0 and the accelerator pedal opening is greater than the first preset opening; The fifth preset condition is that the brake pedal opening is equal to 0, the accelerator pedal opening is greater than 0, and the accelerator pedal depression rate is greater than a first preset depression rate.

11. The vehicle control method according to claim 10, characterized in that: The safety assistance control information includes first safety assistance control information and second safety assistance control information; the deceleration force of the first safety assistance control information is greater than the deceleration force of the second safety assistance control information; The determining, based on the vehicle speed, the pedal state information, and the seat belt state information, of a response condition of the safety auxiliary control information of the vehicle includes: In response to determining that the vehicle speed is greater than a third vehicle speed threshold, the seat belt status information indicates that the vehicle is fastened, and the vehicle satisfies any one of a sixth preset condition, or that the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel of the vehicle is not being turned, and the seat belt status information indicates that the vehicle is fastened, determining that the vehicle is responsive to the first safety assist control information; The sixth preset condition includes: The brake pedal opening is greater than 0 and the accelerator pedal opening is 0; The brake pedal opening and the accelerator pedal opening are both 0; The vehicle does not satisfy any one of the fourth preset condition and the fifth preset condition.

12. The vehicle control method according to claim 11, characterized in that: The determining, based on the vehicle speed, the pedal state information, and the seat belt state information, of a response condition of the safety auxiliary control information of the vehicle includes: In response to determining that the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel of the vehicle is not turning, and the seat belt status information is unbelted, it is determined that the vehicle responds to the second safety assist control information.

13. The vehicle control method according to claim 12, characterized in that: The determining the target control information based on the response situation includes: In response to determining that the vehicle responds to the first safety assistance control information or the second safety assistance control information, the first safety assistance control information or the second safety assistance control information is determined as the target control information.

14. The vehicle control method according to claim 10, characterized in that: The operation information further includes: acceleration, deceleration, and steering wheel angle; and determining the target control information based on the response condition includes: In response to determining that the vehicle does not respond to the safety assistance control information and the target driving state is the driving plan control driving, determining whether the vehicle meets a driving safety condition; wherein the driving safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within corresponding set driving safety value ranges; In response to determining that the vehicle satisfies the driving safety condition, determining the driving control information as the target control information; In response to determining that the vehicle does not meet the driving safety condition, a user is notified to take over and control the driving planning control unit to switch to an inactive state.

15. The vehicle control method according to any one of claims 2 to 8, characterized in that: The operating information also includes: acceleration, deceleration and steering wheel angle; The determining target control information of the vehicle based on the target driving state includes: In response to determining that the target driving state is the parking plan control driving, determining whether the vehicle satisfies a parking safety condition; wherein the parking safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within corresponding set parking safety value ranges; In response to determining that the vehicle satisfies the parking safety condition, determining the parking control information as the target control information; In response to determining that the vehicle does not satisfy the parking safety condition, a user is notified to take over and the parking planning control unit is controlled to switch to an inactive state.

16. A vehicle control device, characterized in that: The device comprises: an acquiring unit configured to acquire first control information of the vehicle, wherein the first control information includes at least one of parking control information, driving control information, and safety assistance control information; the parking control information, the driving control information, and the safety assistance control information are respectively generated by a parking planning control unit, a driving planning control unit, and a safety assistance control unit of the vehicle based on environmental information of the vehicle; a determining unit configured to determine target control information of the vehicle based on operating information, mode information, and the first control information of the vehicle; wherein the mode information indicates an activation state of the parking planning control unit and an activation state of the driving planning control unit; and the operating information includes a vehicle speed; A control unit is used to control the operation of the vehicle using the target control information.

17. A vehicle, characterized in that: The vehicle is equipped with the vehicle control device according to claim 16.

18. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the vehicle control method according to any one of claims 1 to 15.

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