Vehicle control method and device, vehicle and electronic device

Abstract

The application relates to a vehicle control method and device, a vehicle and an electronic device, and relates to the field of vehicle control. The method comprises the following steps: obtaining first control information of a vehicle, wherein 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; target control information of the vehicle is determined based on running information, mode information and the first control information of the vehicle; the mode information is used for indicating an activation state of the parking planning control unit and an activation state of the driving planning control unit; and the vehicle is controlled to run by using the target control information, so that the safety and stability of an intelligent auxiliary driving system can be improved, and the driving safety of a user can be ensured.

Description

TECHNICAL FIELD

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

[0002] With the continuous evolution of intelligent driving technology, the functions of intelligent auxiliary driving systems are increasingly rich, and the degree of integration between different functions is also increasingly high. Although this trend of multi-functional integration provides users with a more comprehensive and intelligent driving experience, it also significantly increases the complexity of the system, bringing unprecedented challenges to the safety and stability of the system. Due to the differences in the running logic and control strategy of different functions, when multiple functions run simultaneously or interact with each other, conflicts between functions may occur, resulting in the vehicle being unable to run safely.

[0003] Currently, the related technology proposes a function redundancy software architecture for advanced automatic driving, which has wide applicability and can adapt to different hardware architectures and various application scenarios, providing certain technical support for the reliability of the advanced automatic driving system. However, this solution does not fully consider the interaction safety problem when multiple functions are executed concurrently, for example, when potential conflicts between functions are detected, the system cannot coordinate the control instructions issued by each function, which may lead to control chaos when multiple functions are executed concurrently, thereby affecting the safety and stability of vehicle driving. SUMMARY

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

[0005] In order to achieve the above purpose, the technical solution adopted by the present application is as follows:

[0006] According to a first aspect of the present application, a vehicle control method is provided, which comprises: obtaining first control information of a vehicle, wherein 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. Based on running information, mode information and the first control information of the vehicle, target control information of the vehicle is determined; 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. The vehicle is controlled to run by using the target control information.

[0007] According to the above technical means, the parking planning control unit, the driving planning control unit and the safety auxiliary control unit can independently generate parking control information, driving control information and safety auxiliary control information, different controllers are responsible for the logical control of different functions, and there is lack of interaction between each other. On this basis, the application couples each control information issued by each controller through vehicle running information and mode information (i.e. the activation state of the indicated parking planning control unit and the driving planning control unit), obtains target control information accurately adapted to the actual scene, effectively avoids the problem of control confusion caused by the conflict of each control information, and further improves the safety and stability of vehicle driving.

[0008] In a possible manner, the running information includes a vehicle speed. On this basis, based on the running information, the mode information and the first control information of the vehicle, the target control information of the vehicle is determined, including: based on the vehicle speed, the mode information and the first control information, determining a target driving state of the vehicle; wherein the target driving state is one of manual driving, driving planning control driving and parking planning control driving. Based on the target driving state, the target control information of the vehicle is determined.

[0009] According to the above technical means, the application can accurately determine the target driving state of the vehicle through the cooperative analysis of the vehicle speed, the mode information and the first control information. Then, based on the target driving state, the control bias is reasonably performed (for example, when the target driving state is manual driving, the control is biased to safety auxiliary control; when the target driving state is driving planning control driving, the control is biased to safety auxiliary control and driving planning control), thereby providing a precise and adaptive control strategy for vehicle operation.

[0010] In a possible manner, based on the vehicle speed, the mode information and the first control information, the target driving state of the vehicle is determined, including: in response to determining that the vehicle satisfies one of a first preset condition or a second preset condition, determining the target driving state of the vehicle based on the vehicle speed.

[0011] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes the parking control information but does not include the 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 the driving control information but does not include the parking control information.

[0012] According to the above technical means, the first preset condition and the second preset condition in the application correspond to the parking scene and the driving scene respectively, the first preset condition (or the second preset condition) limits that when the parking planning control unit (or the driving planning control unit) is in the activated state, the parking planning control unit (or the driving planning control unit) issues the parking control information (or the driving control information) under the condition of normal triggering, and the parking planning control unit (or the driving planning control unit) issues the driving control information (or the parking control information) under the condition of no false triggering, or the parking planning control unit issues the parking control information and the driving planning control unit issues the driving control information under the condition of no false triggering. The application excludes the situation (including the manual driving situation in which the parking planning control unit and the driving planning control unit are not activated, and the false triggering situation when the parking planning control unit or the driving planning control unit is activated) that does not meet the first preset condition and the second preset condition by matching and verifying the mode information and the first control information. Then, in the case of meeting the first preset condition and the second preset condition, it is further determined according to the vehicle speed whether the vehicle should be in the driving planning control driving or the parking planning control driving.

[0013] In a possible manner, the target driving state of the vehicle is determined based on the vehicle speed, including: in response to determining that the vehicle speed is greater than a first vehicle speed threshold, or the vehicle simultaneously meets a second preset condition and the vehicle speed is less than a second vehicle speed threshold, determining that the target driving state is the driving planning control driving.

[0014] According to the above technical means, the first vehicle speed threshold is used as a basic judgment condition to quickly distinguish between high-speed and low-speed running scenes of the vehicle. When the vehicle speed is greater than the first vehicle speed threshold, it means that the vehicle is running at high speed, and in view of safety, the vehicle is not allowed to enter the process of parking planning control driving, so the target driving state is directly determined as the driving planning control driving. When the vehicle speed is less than the second vehicle speed threshold, it means that the vehicle is running at low speed, and the vehicle meets the second preset condition, which means that the user intends to drive in the driving planning control driving, and the target driving state is determined as the driving planning control driving in consideration of respecting the user's intention.

[0015] In a possible manner, the above method further includes: in response to determining that the vehicle simultaneously meets the first preset condition and the vehicle speed is greater than the first vehicle speed threshold, controlling the parking planning control unit to switch to the inactivated state and the driving planning control unit to be activated.

[0016] According to the above technical means, when the vehicle simultaneously meets the first preset condition (the parking planning control unit is activated and only the 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 in the high-speed state that is not suitable for parking, and at this time, the parking planning control unit is forcibly closed and the driving planning control unit is activated, which can effectively prevent the vehicle from parking in the high-speed driving scene and ensure the safety of driving.

[0017] In a possible implementation, determining the target driving state of the vehicle based on the vehicle speed comprises: in response to determining that the vehicle meets the first preset condition, the vehicle speed is less than the second vehicle speed threshold, and the parking planning control unit is activated at the previous control, determining that the target driving state is parking planning control driving.

[0018] According to the technical means, the first preset condition (the parking planning control unit is activated and only parking control information is provided) and the vehicle speed less than the second vehicle speed threshold are met, which means that the vehicle is running at a low speed and the parking planning control unit is activated. At this time, it is further determined whether the parking planning control unit of the vehicle is activated at the previous control. If yes, the vehicle can normally enter the parking planning control driving. If not, the vehicle is exited to the manual driving to avoid the mis-triggering caused by the sudden switching of the vehicle to parking without transition, thereby ensuring the safety of the control.

[0019] In a possible implementation, determining the target driving state of the vehicle based on the vehicle speed comprises: in response to determining that the target driving state is neither parking planning control driving nor driving planning control driving, determining that the target driving state is manual driving.

[0020] According to the technical means, when the system determines that the current conditions do not meet the triggering conditions of the parking planning control driving and the driving planning control driving, the target driving state is automatically determined as the manual driving. This method can ensure that the driving control right is timely and smoothly returned to the driver, avoids the vehicle from being out of control due to the lack of control mode, and provides safety guarantee for driving safety.

[0021] In a possible implementation, 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 to take over, in response to determining that the mode information indicates that the driving planning control unit is activated, or the first control information comprises 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 comprises parking control information, controlling the parking planning control unit to switch to the inactivated state.

[0022] According to the technical means, when the target driving state is determined as the manual driving, the system notifies the user to take over to ensure the smooth transfer of the driving control right. After the user confirms to take over, the corresponding driving or parking planning control unit is closed according to the mode information and the control information, which can effectively prevent the conflict caused by the simultaneous action of the manual operation and the automatic control instruction.

[0023] In a possible implementation, the first control information comprises safety auxiliary control information; the running information further comprises pedal state information and seat belt state information. On this basis, the target control information of the vehicle is determined based on the target driving state, comprising: in response to determining that the target driving state is manual driving or driving planning control driving, determining the response of the vehicle to the safety auxiliary control information based on the vehicle speed, the pedal state information and the seat belt state information. The target control information is determined based on the response.

[0024] According to the above technical means, the first control information comprises safety auxiliary control information, which represents that the safety auxiliary control unit issues the safety auxiliary control information, indicating that the safety auxiliary control unit identifies that the current driving scene has driving risk and needs to slow down. The pedal state information reflects the operation intention of the driver. The seat belt state information reflects the passenger protection preparation. The application determines whether the safety auxiliary control information can be responded to in combination with the vehicle speed, the pedal state and the seat belt state in the manual driving or driving planning control driving state, realizes the scene adaptation of the safety strategy, and improves the accuracy of risk response.

[0025] In a possible implementation, the pedal state information comprises brake pedal opening degree, accelerator pedal opening degree and accelerator pedal pressing rate. On this basis, the response of the vehicle to the safety auxiliary control information is determined based on the vehicle speed, the pedal state information and the seat belt state information, comprising: in response to determining that the vehicle satisfies any one of the third preset conditions, it is determined that the vehicle does not respond to the safety auxiliary control information.

[0026] The third preset condition comprises: the vehicle speed is greater than a third vehicle speed threshold and the seat belt state information is not buckled; the vehicle speed is greater than the third vehicle speed threshold, the seat belt state information is buckled and the vehicle satisfies 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.

[0027] The fourth preset condition is that the brake pedal opening degree is equal to 0 and the opening degree of the accelerator pedal is greater than a first preset opening degree; the fifth preset condition is that the brake pedal opening degree is equal to 0, the opening degree of the accelerator pedal is greater than 0 and the accelerator pedal pressing rate is greater than a first preset pressing rate.

[0028] According to the above technical means, when the vehicle speed is greater than the third speed threshold and the safety belt is not buckled, the system determines that the driver may be in a special driving demand (such as high-speed driving), and at this time, the safety auxiliary control information is not responded to, so as to avoid sudden speed reduction and passenger safety; when the vehicle speed is high and the safety belt is buckled, further judgment is made in combination with the pedal state, if the driver continuously steps on the accelerator pedal (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, at this time, the safety auxiliary control information is not responded to to reduce unnecessary intervention, and the driving fluency is ensured; when the vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is rotating (that is, the steering wheel is manually rotated), it is determined that the driver has an active driving intention, at this time, the safety auxiliary control information is also not responded to to reduce unnecessary intervention.

[0029] In a possible manner, the safety auxiliary control information includes first safety auxiliary control information and second safety auxiliary control information; the deceleration strength of the first safety auxiliary control information is greater than that of the second safety auxiliary control information. On this basis, the response of the safety auxiliary control information of the vehicle is determined based on the vehicle speed, the pedal state information and the safety belt state information, including: in response to determining that the vehicle speed is greater than the third speed threshold, the safety belt state information is buckled, and the vehicle meets any one of the sixth preset conditions, or the vehicle speed is not greater than the third speed threshold, the steering wheel of the vehicle is not rotating, and the safety belt state information is buckled, it is determined that the vehicle responds to the first safety auxiliary control information.

[0030] The sixth preset condition includes: the brake pedal opening is greater than 0 and the opening of the accelerator pedal is 0; the opening of the brake pedal and the opening of the accelerator pedal are both 0; the vehicle does not meet any one of the fourth preset condition and the fifth preset condition.

[0031] According to the above technical means, the safety auxiliary control information of corresponding strength is dynamically matched according to the combination of the vehicle speed, the safety belt state, the pedal opening and other information. When the vehicle speed is higher than the third threshold, the safety belt is buckled, and the sixth preset condition is met (such as the driver brakes, or the driver does not brake and accelerate, or the driver does not perform abnormal acceleration operation), or the vehicle is driven at low speed and the steering wheel is not rotating (there is no active driving intention of the driver), and the safety belt is buckled, the first safety auxiliary control information with greater deceleration strength is triggered, so that the vehicle quickly escapes from the dangerous scene.

[0032] In a possible manner, the response of the safety auxiliary control information of the vehicle is determined based on the vehicle speed, the pedal state information and the safety belt state information, including: in response to determining that the vehicle speed is not greater than the third speed threshold, the steering wheel of the vehicle is not rotating, and the safety belt state information is not buckled, it is determined that the vehicle responds to the second safety auxiliary control information.

[0033] According to the above technical means, when the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel is not turned, and the safety belt is not buckled, in order to ensure safety during deceleration, the second safety auxiliary control information with small deceleration strength is triggered, so that the vehicle slowly leaves the dangerous scene.

[0034] In a possible manner, the target control information is determined based on the response condition, 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.

[0035] According to the above technical means, when it is determined that the vehicle needs to respond to the first or second safety auxiliary control information, the present application directly determines it as the target control information, avoiding an additional conversion step. In an emergency dangerous scene, once the system triggers the safety auxiliary control information, it can execute it as the target control information at the fastest speed, maximally shortens the time from risk identification to action execution, and improves the timeliness of active safety protection.

[0036] In a possible manner, the operating information further includes: acceleration, deceleration, and steering wheel turning angle. On this basis, the target control information is determined based on the response condition, including: in response to determining that the vehicle does not respond to the safety auxiliary control information and the target driving state is the driving planning control driving, determining whether the vehicle meets the driving safety condition; wherein the driving safety condition is that the acceleration, deceleration, and steering wheel turning angle are all within the corresponding set driving safety value range. In response to determining that the vehicle meets the driving safety condition, the driving control information is determined as the target control information; in response to determining that the vehicle does not meet the driving safety condition, the user is notified to take over and control the driving planning control unit to switch to an inactive state.

[0037] According to the above technical means, the present application includes the acceleration, deceleration, and steering wheel turning angle in the determination of the driving safety condition, so that the system can capture the abnormality in the vehicle operation in real time, and ensure that the driving planning control driving always operates within the safety boundary. When any one of the acceleration, deceleration, and steering wheel turning angle is not within the corresponding driving safety value range, the driving planning control unit is closed and the control right is transferred, preventing the automatic driving system from continuing to operate in a dangerous working condition.

[0038] In a possible manner, the running information further includes: acceleration, deceleration, and steering wheel angle. On this basis, target control information of the vehicle is determined based on the target driving state, including: in response to determining that the target driving state is parking planning control driving, judging whether the vehicle meets a parking safety condition; wherein the parking safety condition is that the acceleration, deceleration, and steering wheel angle are all within a corresponding set parking safety numerical range. In response to determining that the vehicle meets the parking safety condition, the parking control information is determined as the target control information; in response to determining that the vehicle does not meet the parking safety condition, the user is notified to take over and control the parking planning control unit to switch to an inactive state.

[0039] According to the above technical means, the vehicle whether meets the parking safety condition can be quickly determined through multi-dimensional information monitoring such as acceleration, deceleration, and steering wheel angle. When the parking safety condition is met, the system stably executes the parking control information, ensuring the coherence and fluency of the parking action. When the parking safety condition is not met, the system actively transfers the control right and clearly notifies the user, which not only guarantees the final control right of the driver over the vehicle, but also enhances the trust of the user in the automatic parking function.

[0040] According to a second aspect provided by the present application, a vehicle control device is provided, including: an acquisition unit, a determination unit, and a control unit.

[0041] The acquisition unit is 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 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.

[0042] The determination unit is configured to determine target control information of the vehicle based on running information, mode information, and the first control information of the vehicle; wherein the mode information is used to indicate an activation state of the parking planning control unit and an activation state of the driving planning control unit.

[0043] The control unit is configured to control the vehicle to run by using the target control information.

[0044] In a possible manner, the running information includes vehicle speed. On this basis, 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, the mode information, and the first control information; wherein the target driving state is one of manual driving, driving planning control driving, and parking planning control driving. The second determination subunit is configured to determine target control information of the vehicle based on the target driving state.

[0045] In a possible implementation, the first determining subunit is specifically configured to determine the target driving state as the parking planning control driving in response to determining that the vehicle satisfies one of the first preset condition or the second preset condition.

[0046] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes the parking control information but does not include the 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 the driving control information but does not include the parking control information.

[0047] In a possible implementation, the first determining subunit is specifically configured to determine the target driving state as the driving planning control driving in response to determining that the vehicle speed is greater than the first vehicle speed threshold, or the vehicle satisfies the second preset condition and the vehicle speed is less than the second vehicle speed threshold.

[0048] In a possible implementation, the determining unit further includes a first control subunit. The control subunit is configured to control the parking planning control unit to switch to the inactivated state and the driving planning control unit to be activated in response to determining that the vehicle satisfies the first preset condition and the vehicle speed is greater than the first vehicle speed threshold.

[0049] In a possible implementation, the first determining subunit is specifically configured to determine the target driving state as the parking planning control driving in response to determining that the vehicle satisfies the first preset condition, the vehicle speed is less than the second vehicle speed threshold, and the parking planning control unit was activated in the previous control.

[0050] In a possible implementation, the first determining subunit is specifically configured to determine the target driving state as the manual driving in response to determining that the target driving state is neither the parking planning control driving nor the driving planning control driving.

[0051] In a possible implementation, the determining unit further includes a communication subunit and a second control subunit. The communication subunit is configured to notify a user to take over in response to determining that the target driving state is the manual driving. The second control subunit is configured to control the driving planning control unit to switch to the inactivated state in response to determining that the mode information indicates that the driving planning control unit is activated, or the first control information includes the driving control information, after the user confirms to take over. The second control subunit is configured to control the parking planning control unit to switch to the 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 the parking control information.

[0052] In a possible implementation, the first control information comprises safety auxiliary control information; the running information further comprises pedal state information and seat belt state information. On this basis, the second determining subunit is specifically configured to, in response to determining that the target driving state is manual driving or driving planning control driving, determine, based on the vehicle speed, the pedal state information and the seat belt state information, a response of the vehicle to the safety auxiliary control information; and determine the target control information based on the response.

[0053] In a possible implementation, the pedal state information comprises brake pedal opening degree, accelerator pedal opening degree and accelerator pedal pressing rate. On this basis, the second determining 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 auxiliary control information.

[0054] In a possible implementation, the third preset conditions comprise: the vehicle speed is greater than a third vehicle speed threshold and the seat belt state information is that the seat belt is not buckled; the vehicle speed is greater than the third vehicle speed threshold, the seat belt state information is that the seat belt is buckled, and the vehicle satisfies one of a fourth preset condition or a fifth preset condition; and the vehicle speed is not greater than the third vehicle speed threshold and a steering wheel of the vehicle is rotating.

[0055] In a possible implementation, the fourth preset condition is that the brake pedal opening degree is equal to 0 and the accelerator pedal opening degree is greater than a first preset opening degree; and the fifth preset condition is that the brake pedal opening degree is equal to 0, the accelerator pedal opening degree is greater than 0 and the accelerator pedal pressing rate is greater than a first preset pressing rate.

[0056] In a possible implementation, the safety auxiliary control information comprises first safety auxiliary control information and second safety auxiliary control information; and the deceleration strength of the first safety auxiliary control information is greater than that of the second safety auxiliary control information. On this basis, the second determining subunit is specifically configured to, in response to determining that the vehicle speed is greater than a third vehicle speed threshold, the seat belt state information is that the seat belt is buckled and the vehicle satisfies any one of a sixth preset condition, or the vehicle speed is not greater than the third vehicle speed threshold, a steering wheel of the vehicle is not rotating and the seat belt state information is that the seat belt is buckled, determine that the vehicle responds to the first safety auxiliary control information.

[0057] In a possible implementation, the sixth preset condition comprises: the brake pedal opening degree is greater than 0 and the accelerator pedal opening degree is 0; the brake pedal opening degree and the accelerator pedal opening degree are both 0; and the vehicle does not satisfy any one of the fourth preset condition and the fifth preset condition.

[0058] In a possible implementation, the second determining subunit is specifically configured to, 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 rotating and the seat belt state information is that the seat belt is not buckled, determine that the vehicle responds to the second safety auxiliary control information.

[0059] In a possible implementation, the second determining subunit is specifically configured to 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.

[0060] In a possible implementation, the second determining subunit is specifically configured to 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.

[0061] In a possible implementation, the second determining subunit further includes a judging subunit, a third determining subunit, and a notifying subunit. The judging subunit is configured to determine whether the vehicle meets a parking safety condition in response to determining that the target driving state is a parking planning control driving, where the parking safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within corresponding set parking safety value ranges. The third determining subunit is configured to determine parking control information as the target control information in response to determining that the vehicle meets the parking safety condition. The notifying subunit is configured to notify a user to take over and control the parking planning control unit to switch to an inactivated state in response to determining that the vehicle does not meet the parking safety condition.

[0062] According to a third aspect provided in the present application, a vehicle is provided, which is configured with the vehicle control device of the second aspect.

[0063] According to a fourth aspect provided in the present application, an electronic device is provided, which includes a processor, and a memory for storing processor-executable instructions, where the processor is configured to execute the instructions to implement the method of the first aspect and any possible implementation thereof.

[0064] According to a fifth aspect provided in the present application, a computer-readable storage medium is provided, which, when instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the method of the first aspect and any possible implementation thereof.

[0065] According to a sixth aspect provided in the present application, a computer program product is provided, which includes computer instructions, and when the computer instructions are run on an electronic device, the electronic device performs the method of the first aspect and any possible implementation thereof.

[0066] Therefore, the above technical features of the present application have the following beneficial effects:

[0067] (1) The parking planning control unit, the driving planning control unit and the safety auxiliary control unit can independently generate parking control information, driving control information and safety auxiliary control information, and different controllers are responsible for the logical control of different functions, and there is lack of interaction between them. On this basis, the present application couples the control information issued by each controller through vehicle running information and mode information (i.e. the activation state of the indicated parking planning control unit and driving planning control unit), obtains target control information that is precisely adapted to the actual scene, effectively avoids the problem of control confusion caused by the conflict of each control information, and further improves the safety and stability of vehicle driving.

[0068] (2) Through the cooperative analysis of vehicle speed, mode information and first control information, the target driving state in which the vehicle should currently be in can be accurately determined; then, based on the target driving state, the control direction is 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 precise and adaptive control strategy for vehicle operation.

[0069] (3) The first preset condition and the second preset condition correspond to the parking scene and the driving scene respectively, and the first preset condition (or the second preset condition) limits the parking planning control unit (or the driving planning control unit) to issue parking control information (or driving control information) when normally triggered under the activated state of the parking planning control unit (or the driving planning control unit), and the parking planning control unit (or the driving planning control unit) to issue driving control information (or parking control information) when not mis-triggered, or the parking planning control unit to issue parking control information while the driving planning control unit to issue driving control information when not mis-triggered. The present application excludes the cases that do not meet the first preset condition and the second preset condition (including the manual driving case where the parking planning control unit and the driving planning control unit are not activated, and the error triggering case when the parking planning control unit or the driving planning control unit is activated) through the matching verification of mode information and first control information. Then, under the condition that the first preset condition and the second preset condition are met, it is further determined whether the vehicle should currently be in driving planning control driving or parking planning control driving according to the vehicle speed.

[0070] (4) The first vehicle speed threshold is used as a basic judgment condition to quickly distinguish between high-speed and low-speed running scenarios of the vehicle. When the vehicle speed is greater than the first vehicle speed threshold, it indicates that the vehicle is running at high speed, and in view of safety, the vehicle is not allowed to enter the process of parking planning control driving, and thus the target driving state is directly determined as driving planning control driving. When the vehicle speed is less than the second vehicle speed threshold, it indicates that the vehicle is running at low speed, and the vehicle satisfies the second preset condition, indicating that the user wishes to drive in the driving planning control driving mode. In view of respecting the user's wishes, the target driving state is determined as driving planning control driving.

[0071] (5) When the vehicle satisfies the first preset condition (the parking planning control unit is activated and only parking control information is available) and the vehicle speed is greater than the first vehicle speed threshold, it means that the parking planning control unit is activated in a high-speed state that is not suitable for parking. At this time, the parking planning control unit is forcibly closed and the driving planning control unit is activated, which can effectively prevent parking in a high-speed driving scenario and ensure driving safety.

[0072] (6) When the first preset condition (the parking planning control unit is activated and only parking control information is available) and the vehicle speed are less than the second vehicle speed threshold, it means that the vehicle is running at 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 yes, the vehicle can normally enter the parking planning control driving; if not, to avoid the mis-triggering caused by sudden switching of the vehicle to parking, the vehicle is exited to manual driving, thereby ensuring the safety of control.

[0073] (7) When the target driving state is determined as manual driving, the system first notifies the user to take over to ensure smooth transfer of driving control. After the user confirms to take over, the corresponding driving or parking planning control unit is closed according to the mode information and control information, which can effectively prevent conflicts caused by simultaneous action of manual operation and automatic control instructions.

[0074] (8) The first control information includes safety auxiliary control information, which represents that the safety auxiliary control unit has issued safety auxiliary control information, indicating that the safety auxiliary control unit recognizes that the current driving scenario has driving risks and needs to slow down. The pedal state information reflects the driver's operation intention. The safety belt state information reflects the passenger protection preparation. In the manual driving or driving planning control driving state, the present application determines whether the safety auxiliary control information can be responded to in combination with the vehicle speed, the pedal state and the safety belt state, thereby realizing scene-based adaptation of safety strategies and improving the accuracy of risk response.

[0075] (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 is likely to be in a special driving demand (such as high-speed driving), at this time, the safety auxiliary control information is not responded to, to avoid sudden speed reduction and passenger safety; when the vehicle speed is high and the seat belt is fastened, further judgment is made in combination with the pedal state, if the driver continuously steps on the accelerator pedal (i.e. the fourth preset condition is met) or accelerates quickly (i.e. the fifth preset condition is met), the system determines that it is 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 steering wheel of the vehicle is rotating (i.e. the steering wheel is manually rotated), the system determines that the driver intervenes the steering wheel, at this time, the system responds to the driver's active control intention. BRIEF DESCRIPTION OF DRAWINGS

[0076] Figure 1 An architectural diagram of a vehicle control system is provided for the embodiments of the present application.

[0077] Figure 2 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 1 ;

[0078] Figure 3 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 2 ;

[0079] Figure 4 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 3 ;

[0080] Figure 4 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 5 ;

[0081] Figure 5 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 6 ;

[0082] Figure 6 A flowchart of a vehicle control method is provided for the embodiments of the present application. Figure 7 ;

[0083] Figure 8 A structural diagram of a vehicle control device is provided for the embodiments of the present application.

[0084] Figure 9 A block diagram of an electronic device is provided for the embodiments of the present application. DETAILED DESCRIPTION

[0085] In order for 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 described clearly and completely below with reference to the drawings.

[0086] It should be noted that the terms "first", "second", and the like in the description and in the claims of the present application and above-described accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present application as detailed in the appended claims.

[0087] In the embodiments of the present application, the words "exemplary", "such as", or "for example" are used to mean serving as an example, instance, or illustration. Any embodiment or design presented as "exemplary", "such as", or "for example" in the embodiments of the present application should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of "exemplary", "such as", or "for example" is intended to present concepts in a concrete manner.

[0088] First, the related art involved in the present application is explained and described to facilitate understanding by those skilled in the art.

[0089] With the continuous evolution of intelligent driving technology, the functions of intelligent auxiliary driving systems are becoming increasingly rich, and the degree of integration between different functions is also increasing. Although this trend of multi-functional integration provides users with a more comprehensive and intelligent driving experience, it has significantly increased the complexity of the system, bringing unprecedented challenges to the safety and stability of the system. Due to the differences in the running logic and control strategy of different functions, when multiple functions are running or interacting with each other, conflicts between functions may occur, resulting in the vehicle being unable to run safely.

[0090] Currently, the related art proposes a function redundancy software architecture for advanced automatic driving, which has wide applicability and can adapt to different hardware architectures and various application scenarios, providing certain technical support for the reliability of the advanced automatic driving system. However, this scheme does not fully consider the interaction safety problem when multiple functions are concurrently executed, for example, when potential conflicts between functions are detected, the system cannot coordinate the control instructions issued by each function, which may lead to control chaos when multiple functions are concurrently executed, thereby affecting the safety and stability of vehicle travel.

[0091] To solve the above technical problems, the embodiment of the present application provides a vehicle control method, which couples each control information issued by each controller through vehicle running information and mode information (i.e. the activation state of the indicated parking planning control unit and driving planning control unit), obtains target control information accurately adapted to the actual scene, effectively avoids the problem of control confusion caused by the conflict of each control information, and further improves the safety and stability of vehicle driving.

[0092] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all embodiments of the present application.

[0093] The vehicle control method provided by the embodiment of the present application can be applied in a vehicle. The vehicle can also be referred to as a traffic tool, 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), a driverless vehicle, etc.

[0094] In the embodiment of the present application, the vehicle can be a car, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, a fire truck, a police car, etc.), a driverless taxi, an intelligent and connected bus, an autonomous logistics vehicle, an electric truck, etc. In addition, the method is also applicable to various special vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, port vehicles, etc. The present application does not make specific limitations in this regard.

[0095] Figure 1 An architecture diagram of a vehicle control system provided by the embodiment of the present application is shown in FIG. 1. As shown in FIG. 1, the system architecture includes a sensor 101, a perception fusion device 102, a parking planning control unit 103, a driving planning control unit 104, a safety auxiliary control unit 105 and a vehicle control device 106 deployed in a vehicle 100. Figure 1

[0096] ​The sensor 101 can include a camera, a laser radar, a millimeter wave radar, an ultrasonic radar, a speed sensor, an acceleration sensor, a deceleration sensor, a brake pedal sensor, an accelerator pedal sensor, a steering wheel angle sensor, and the like, and the present application is not limited thereto.

[0097] Optionally, Figure 1 The vehicle control device 106 and the sensor 101, the parking planning control unit 103, the driving planning control unit 104, and the safety auxiliary control unit 105 can be communicatively connected. The perception fusion device 102 and the sensor 101, the parking planning control unit 103, the driving planning control unit 104, and the safety auxiliary control unit 105 can be communicatively connected. The parking planning control unit 103 and the safety auxiliary control unit 105 can be communicatively connected.

[0098] In the embodiment of the present application, the sensor 101 can send the collected environmental information around the vehicle 100 to the perception fusion device 102, and send the collected running information of the vehicle 100 to the vehicle control device 106. The perception fusion device 102 can perform fusion processing on the environmental information, and extract specific information from the fused environmental information and send it to the parking planning control unit 103, the driving planning control unit 104, and the safety auxiliary control unit 105. Optionally, the perception fusion device 102 can send the obstacle information and the parking space information around the vehicle 100 to the parking planning control unit 103.

[0099] Optionally, the perception fusion device 102 can send the obstacle information (such as forward obstacle information and lateral obstacle information) around the vehicle 100 and other vehicle information around the vehicle 100 to the driving planning control unit 104.

[0100] Optionally, the perception fusion device 102 can send the obstacle information (such as forward obstacle information) around the vehicle 100 to the safety auxiliary control unit 105.

[0101] Correspondingly, the parking planning control unit 103, the driving planning control unit 104, and the safety auxiliary control unit 105 can generate parking control information, driving control information, and safety auxiliary control information based on the received environmental information, respectively, and send the parking control information, the driving control information, and the safety auxiliary control information to the vehicle control device 106.

[0102] Correspondingly, the vehicle control device 106 can take the received parking control information, driving control information and / or safety assistance control information as first control information of the vehicle 100, and then determine target control information of the vehicle 100 based on the received running information, mode information and first control information of the vehicle 100. Finally, the vehicle control device 106 can control the vehicle 100 to run by using the target control information.

[0103] Optionally, the safety assistance control unit 105 can also send obstacle information (such as other vehicles, pedestrians, etc.) moving at low speed around the vehicle 100 to the parking planning control unit 103. The parking planning control unit 103 can generate parking control information based on the received obstacle information and the fused environment information, and send the parking control information to the vehicle control device 106.

[0104] It should be noted that the structure illustrated in the embodiments of the present application does not constitute a limitation on the vehicle 100. More or fewer components than those illustrated can be included, or certain components can be combined or split, or different components can be arranged. The illustrated components can be implemented in hardware, software, or a combination of software and hardware.

[0105] For ease of understanding, the safety protection method of the vehicle power supply system provided by the present application is specifically introduced below in combination with the accompanying drawings.

[0106] Figure 2 A flowchart of a vehicle control method provided by an embodiment of the present application is shown in FIG. 5. The method includes the following steps. Figure 2

[0107] S201, obtaining first control information of a vehicle.

[0108] 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 a parking planning control unit, a driving planning control unit and a safety assistance control unit of the vehicle based on environment information of the vehicle.

[0109] The parking control information can include information such as forward movement, backward movement, turning, acceleration and deceleration; the driving control information can include information such as forward movement, turning, acceleration and deceleration; and the safety assistance control information can include information such as forward movement and deceleration.

[0110] Optionally, the environment information can include obstacle information around the vehicle, running information of other vehicles around the vehicle, road information where the vehicle is located, etc., which are not limited.

[0111] S202, determining target control information of the vehicle based on running information, mode information and first control information of the vehicle.​

[0112] 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. Specifically, a first switch for controlling the activation and deactivation of the parking planning control unit and a first switch for controlling the activation and deactivation of the driving planning control unit are arranged on the vehicle. 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.

[0113] The running information can include vehicle speed, pedal state information, seat belt state information, acceleration, deceleration, steering wheel angle, etc., without limitation. The pedal state information can include brake pedal opening degree, accelerator pedal opening degree, and accelerator pedal stepping rate, etc., without limitation.

[0114] In some embodiments, the vehicle control device can obtain the running information of the vehicle in real time through the sensor. Then, the vehicle control device can perform matching verification on the mode information and 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 in which the vehicle should be currently in is determined in combination with the running information of the vehicle. 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 description in the following Figure 3 , which will not be repeated here.

[0115] S203, controlling the vehicle to run by using the target control information.

[0116] The target control information can include at least one of forward, reverse, steering angle, acceleration, and deceleration.

[0117] In some embodiments, the vehicle control device can generate a corresponding control instruction according to the target control information, so that the vehicle runs according to the control instruction.

[0118] Based on the above technical solutions, by coupling each control information issued by each controller based on the vehicle running information and the mode information (i.e., the activation state of the parking planning control unit and the driving planning control unit), the target control information that is accurately adapted to the actual scene is obtained, which effectively avoids the problem of control confusion caused by the conflict of each control information, and further improves the safety and stability of the vehicle running.

[0119] In an alternative embodiment, as shown in Figure 3 , the above S202 can specifically include S301-S302.

[0120] S301, determining the target driving state of the vehicle based on the vehicle speed, the mode information, and the first control information.

[0121] The target driving state is one of manual driving, highway planning control driving, and parking planning control driving.

[0122] In some embodiments, the vehicle control apparatus can 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.

[0123] 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 highway control information. The second preset condition is that the mode information indicates that the highway planning control unit is activated, and the first control information includes highway control information but does not include parking control information.

[0124] It can be understood that the first preset condition corresponds to a parking scenario, which limits the parking planning control unit to be activated and normally triggers the parking planning control unit to issue parking control information. The second preset condition corresponds to a highway scenario, which limits the highway planning control unit to be activated and normally triggers the highway planning control unit to issue highway control information. By determining whether the vehicle satisfies the first preset condition and the second preset condition, the consistency between the activation state of the parking planning control unit, the activation state of the highway planning control unit, and the first control information can be determined. For example, the mode information indicates that the parking planning control unit is activated, but triggers the highway planning control unit to issue highway control information, or the mode information indicates that the highway planning control unit is activated, but triggers the parking planning control unit to issue parking control information. These two cases indicate that the consistency is not satisfied, at which time the intelligent driving assistance control needs to be exited and manual driving is entered. After the consistency is satisfied, it is further determined which one of the highway planning control driving and the parking planning control driving the vehicle should be in based on the vehicle speed.

[0125] In the embodiments of the present application, the target driving state can be one of manual driving, highway planning control driving, and parking planning control driving. The following describes the method for determining the target driving state of the vehicle in detail with the following examples: 1.1, the target driving state is highway planning control driving; 1.2, the target driving state is parking planning control driving; and 1.3, the target driving state is manual driving.

[0126] 1.1, the target driving state is highway planning control driving.

[0127] In some embodiments, the vehicle control apparatus can determine that the target driving state is highway planning control driving in response to determining that the vehicle speed is greater than a first vehicle speed threshold or that the vehicle satisfies the second preset condition and the vehicle speed is less than a second vehicle speed threshold at the same time.

[0128] Optionally, the first vehicle speed threshold and the second vehicle speed threshold can be determined according to actual needs, and the present application does not limit this.

[0129] It can be understood that when the vehicle speed is greater than the first vehicle speed threshold, it indicates that the vehicle is in a high-speed running state at this time, and the vehicle is not allowed to enter the mode of parking planning control driving at this time for safety considerations, and therefore the system can directly determine the target driving state as driving planning control driving. When the vehicle speed is less than the second vehicle speed threshold, it indicates that the vehicle is in a low-speed running state at this time, and the vehicle satisfies the second preset condition, which indicates that the user's intention is to drive in the driving planning control driving mode. In order to respect the user's intention, the system can determine the target driving state as driving planning control driving.

[0130] In some embodiments, the vehicle control device can control the parking planning control unit to switch to the inactivated state and the driving planning control unit to switch to the activated state in response to determining that the vehicle satisfies the first preset condition and the vehicle speed is greater than the first vehicle speed threshold.

[0131] It can be understood that when the vehicle satisfies the first preset condition and the vehicle speed is greater than the first vehicle speed threshold at the same time, it means that the vehicle is in a high-speed running state, and the parking planning control unit is in an activated state at this time. At this time, the system forcibly closes the parking planning control unit and activates the driving planning control unit to prevent parking control from occurring in a high-speed driving scenario.

[0132] 1.2, the target driving state is parking planning control driving.

[0133] In some embodiments, the vehicle control device can determine the target driving state as parking planning control driving in response to determining that the vehicle satisfies the first preset condition, the vehicle speed is less than the second vehicle speed threshold, and the parking planning control unit was activated during the previous control.

[0134] It can be understood that when the vehicle satisfies the first preset condition and the vehicle speed is less than the second vehicle speed threshold at the same time, it means that the vehicle is in a low-speed running state and the parking planning control unit is in an activated state at this time. At this time, by further judging whether the parking planning control unit of the vehicle was activated during the previous control, if it was activated, the vehicle can normally enter the parking planning control driving mode, and if it was not activated, in order to avoid the mis-triggering caused by the sudden switching of the vehicle to parking, the vehicle control device can control the vehicle to enter manual driving to ensure the safety of vehicle driving.

[0135] 1.3, the target driving state is manual driving.

[0136] In some embodiments, the vehicle control device can determine the target driving state as manual driving in response to determining that the target driving state is not parking planning control driving and driving planning control driving.

[0137] In response to determining that the target driving state is manual driving, the vehicle control device can notify the user to take over. After the user confirms to take over, the vehicle control device can control the travel planning control unit to switch to the inactivated state in response to determining that the mode information indicates that the travel planning control unit is activated, or the first control information includes travel control information. Alternatively, the vehicle control device can also control the parking planning control unit to switch to the 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.

[0138] It can be understood that, after determining that the target driving state is manual driving, in order to avoid the user from mistakenly triggering the travel planning control unit and the parking planning control unit, the vehicle control device can forcibly close the travel planning control unit and the parking planning control unit, so as to enable the user to take over the control of the vehicle.

[0139] S302, determining target control information of the vehicle based on the target driving state.

[0140] In the embodiments of the present application, when the target driving state is manual driving or travel planning control driving, the vehicle control device can preferentially respond to the safety auxiliary control function, that is, in the case of meeting certain conditions, the safety auxiliary control information is preferentially determined as the target control information of the vehicle. The parking control information includes safety auxiliary control information, and therefore, when the target driving state is parking planning control driving, the vehicle control device can not need to respond to the safety auxiliary control information, and preferentially respond to the parking control function, that is, in the case of meeting certain conditions, the parking control information is preferentially determined as the target control information of the vehicle.

[0141] The safety auxiliary control function can include autonomous emergency braking (AEB), low-speed autonomous emergency braking (LAEB), front cross traffic braking (FCTB), rear cross traffic braking (RCTB), mis-acceleration intervention (MAI), etc., and is not limited thereto.

[0142] In combination with the above, the following takes 2.1, the target driving state is manual driving or travel planning control driving, and 2.2, the target driving state is parking planning control driving, as examples to introduce the method for determining the target control information of the vehicle in detail.

[0143] 2.1, the target driving state is manual driving or driving planning control driving.

[0144] In some embodiments, the vehicle control device can determine, in response to determining that the target driving state is manual driving or driving planning control driving, a response of the vehicle to the safety auxiliary control information based on the vehicle speed, the pedal state information and the seat belt state information. Then, the target control information is determined based on the response.

[0145] In the embodiments of the present application, the response of the vehicle to the safety auxiliary control information can include that the vehicle does not respond to the safety auxiliary control information and that the vehicle responds to the safety auxiliary control information, which are described below as an example.

[0146] a. The vehicle does not respond to the safety auxiliary control information.

[0147] In some embodiments, the vehicle control device can determine that the vehicle does not respond to the safety auxiliary control information in response to determining that the vehicle satisfies any one of the third preset conditions.

[0148] The third preset conditions include:

[0149] a-1, the vehicle speed is greater than a third vehicle speed threshold and the seat belt state information is not buckled.

[0150] Optionally, the third vehicle speed threshold can be determined according to actual needs, which is not limited in the present application.

[0151] a-2, the vehicle speed is greater than the third vehicle speed threshold, the seat belt state information is buckled, and the vehicle satisfies one of a fourth preset condition or a fifth preset condition.

[0152] The fourth preset condition is that the brake pedal opening degree is equal to 0 and the opening degree of the accelerator pedal is greater than a first preset opening degree. The fifth preset condition is that the brake pedal opening degree is equal to 0, the opening degree of the accelerator pedal is greater than 0, and the accelerator pedal stepping rate is greater than a first preset stepping rate.

[0153] Optionally, the first preset opening degree can be determined according to actual needs, which is not limited in the present application.

[0154] Optionally, the first preset stepping rate can be determined according to actual needs, which is not limited in the present application.

[0155] a-3, the vehicle speed is not greater than the third vehicle speed threshold and the steering wheel of the vehicle is rotating.

[0156] The steering wheel of the vehicle is rotating indicates that the steering wheel of the vehicle is controlled by a person.

[0157] 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 a special driving demand (such as high-speed driving), and at this time, the safety auxiliary control information is not responded to, so as to avoid passenger safety caused by sudden speed reduction; when the vehicle speed is high and the seat belt is fastened, further judgment is made in combination with the pedal state, and if the driver continuously steps on the accelerator pedal (i.e., the fourth preset condition is met) or accelerates quickly (i.e., the fifth preset condition is met), the system determines the active driving intention, reduces unnecessary intervention, and ensures the smoothness of driving; when the vehicle speed is not greater than the third speed threshold and the steering wheel of the vehicle is rotating (i.e., the steering wheel is manually rotated), the system determines that the driver intervenes the steering wheel, and at this time, the system is preferentially responded to the active control of the driver.

[0158] b. The vehicle responds to the safety auxiliary control information.

[0159] The safety auxiliary control information includes first safety auxiliary control information and second safety auxiliary control information. The deceleration intensity of the first safety auxiliary control information is greater than the deceleration intensity of the second safety auxiliary control information.

[0160] In some embodiments, the vehicle control device can determine that the vehicle responds to the first safety auxiliary control information in response to determining that any one of the vehicle speed is greater than the third speed threshold, the seat belt state information is fastened, and the vehicle meets the sixth preset condition, or the vehicle speed is not greater than the third speed threshold, the steering wheel of the vehicle is not rotating, and the seat belt state information is fastened.

[0161] The sixth preset condition includes:

[0162] b-1, the brake pedal opening degree is greater than 0 and the opening degree of the accelerator pedal is 0.

[0163] b-2, the opening degree of the brake pedal and the opening degree of the accelerator pedal are both 0.

[0164] b-3, the vehicle does not meet any one of the fourth preset condition and the fifth preset condition.

[0165] It can be understood that the sixth preset condition includes that the driver brakes, or the driver does not brake and accelerate, or the driver does not perform an abnormal acceleration operation. The driver brakes indicates that the driver has a braking (i.e., deceleration) intention, at this time, the first safety auxiliary control information with greater deceleration intensity can be triggered to make the vehicle quickly escape from the dangerous scene; the driver does not brake and accelerate indicates that the driver does not have a deceleration and acceleration intention, in order for the vehicle to quickly escape from the dangerous scene, the first safety auxiliary control information can be triggered; the driver does not perform an abnormal acceleration operation indicates that the driver does not have an active acceleration intention, at this time, the first safety auxiliary control information with greater deceleration intensity is triggered to make the vehicle quickly escape from the dangerous scene; when the vehicle speed is not greater than the third vehicle speed threshold and the steering wheel is not rotating and the safety belt is fastened, it indicates that the vehicle is in low-speed driving and the driver does not have a control intention and the driver's safety belt is fastened, at this time, the first safety auxiliary control information is triggered, which can make the vehicle quickly escape from the dangerous scene.

[0166] In some embodiments, the vehicle control device can determine that the vehicle responds to the second safety auxiliary control information 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 rotating, and the safety belt state information is that the safety belt is not fastened.

[0167] It can be understood that when the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel is not rotating, and the safety belt is not fastened, in order to ensure safety during deceleration, the second safety auxiliary control information with smaller deceleration intensity is triggered to make the vehicle slowly escape from the dangerous scene.

[0168] In combination with the above, in some embodiments, after determining the response of the vehicle to the safety auxiliary control information, the vehicle control device can 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.

[0169] In some embodiments, the vehicle control device can determine whether the vehicle meets the driving safety condition in response to determining that the vehicle does not respond to the safety auxiliary control information and the target driving state is the driving planning control driving. Subsequently, the vehicle control device can determine the driving control information as the target control information in response to determining that the vehicle meets the driving safety condition, or the vehicle control device can notify the user to take over and control the driving planning control unit to switch to the inactivated state in response to determining that the vehicle does not meet the driving safety condition.

[0170] The driving safety condition is that the acceleration, the deceleration, and the steering wheel rotation angle are all within the corresponding set driving safety value range. The corresponding set driving safety value range of the acceleration, the deceleration, and the steering wheel rotation angle can be determined according to actual needs, which is not described here.

[0171] 2.2, the target driving state is parking planning control driving.

[0172] In some embodiments, the vehicle control device can determine whether the vehicle satisfies a parking safety condition in response to determining that the target driving state is parking planning control driving. Then, the vehicle control device can determine the parking control information as the target control information in response to determining that the vehicle satisfies the parking safety condition, or notify the user to take over and control the parking planning control unit to switch to an inactive state in response to determining that the vehicle does not satisfy the parking safety condition.

[0173] The parking safety condition is that the acceleration, deceleration, and steering wheel angle are all within the corresponding set parking safety value range. The corresponding set parking safety value range of the acceleration, deceleration, and steering wheel angle can be determined according to actual needs, and will not be described here.

[0174] Based on the above technical solution, through the cooperative analysis of the vehicle speed, mode information, and first control information, the target driving state in which the vehicle should currently be in can be accurately determined. Then, based on the target driving state, the control direction is 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; when the target driving state is parking planning control driving, the control is biased towards parking planning control), thereby providing a precisely adapted control strategy for vehicle operation.

[0175] The following will combine the above embodiments to introduce the method for determining the target driving state of the vehicle in S301 in detail. As shown in Figure 4 The method can further include:

[0176] S401, determine whether the mode information indicates that the driving planning control unit and the parking planning control unit are inactive, and the first control information does not include driving control information and parking control information. If yes, execute S402, if no, execute S403.

[0177] It can be understood that in the case where the driving planning control unit and the parking planning control unit are inactive, and the first control information does not include driving control information and parking control information, the current mode is manual driving.

[0178] S402, determine the target driving state as manual driving.

[0179] S403, determine whether the mode information indicates that the driving planning control unit and the parking planning control unit are inactive, and the first control information includes driving control information or parking control information. If yes, execute S402, if no, execute S404.

[0180] It should be noted that after S402 is executed, the user needs to be notified to take over, and after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactive state again to exit the intelligent driving.

[0181] S404, if 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 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, S402 is executed; otherwise, S405 is executed.

[0182] 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 occurs in the system, and therefore after S402 is executed, the user needs to be notified to take over, and after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactive state again to exit the intelligent driving.

[0183] S405, if the speed is greater than the first speed threshold, S406 is executed; otherwise, S409 is executed.

[0184] S406, if the mode information indicates that the parking planning control unit is activated or the first control information includes parking control information, S408 is executed; otherwise, S407 is executed.

[0185] S407, the target driving state is determined to be driving planning control driving.

[0186] S408, the parking planning control unit is controlled to switch to the inactive state, and the driving planning control unit is controlled to switch to the activated state.

[0187] S409, if the speed is less than the second speed threshold, S410 is executed; otherwise, S405 is executed.

[0188] S410, if the mode information indicates that the parking planning control unit is activated, S411 is executed; otherwise, S414 is executed.

[0189] S411, if the parking planning control unit was activated in the last control, S412 is executed; otherwise, S402 is executed.

[0190] After S402 is executed, the user needs to be notified to take over, and after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactive state again to exit the intelligent driving.

[0191] S412, determining whether the first control information comprises the driving control information but does not comprise the parking control information, if yes, performing S402, if no, performing S413.

[0192] After performing S402, it is also needed to inform the user to take over, after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactivated state again to exit the intelligent driving.

[0193] S413, determining that the target driving state is the parking planning control driving.

[0194] S414, determining whether the mode information indicates that the driving planning control unit is activated, if yes, performing S415, if no, performing S402.

[0195] After performing S402, it is also needed to inform the user to take over, after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactivated state again to exit the intelligent driving.

[0196] S415, determining whether the first control information comprises the parking control information, if yes, performing S402, if no, performing S407.

[0197] After performing S402, it is also needed to inform the user to take over, after the user takes over, the driving planning control unit and the parking planning control unit are controlled to switch to the inactivated state again to exit the intelligent driving.

[0198] In an optional embodiment, as shown in the following table, in the case that the target driving state is the manual driving or the driving planning control driving, the above S302 can specifically comprise: Figure 5

[0199] S501, determining whether the vehicle speed is greater than a third vehicle speed threshold, if yes, performing S502, if no, performing S508.

[0200] S502, determining whether the seat belt state information is buckled, if yes, performing S503, if no, performing S507.

[0201] S503, determining whether the brake pedal opening degree is greater than 0, if yes, performing S504, if no, performing S505.

[0202] The brake pedal opening degree greater than 0 can comprise that the brake pedal and the accelerator pedal are both stepped down or the brake pedal is stepped down but the accelerator pedal is not stepped down.

[0203] S504, determining that the vehicle responds to the first safety auxiliary control information.

[0204] S505, determining whether the opening degree of the accelerator pedal is greater than 0, if yes, performing S506, if no, performing S504.​

[0205] S506, determine whether the opening degree of the accelerator pedal is greater than a first preset opening degree or the accelerator pedal pressing rate is greater than a first preset pressing rate, if yes, execute S507, if no, execute S504.

[0206] S507, determine that the vehicle does not respond to the safety auxiliary control information.

[0207] It can be understood that the vehicle does not respond to the safety auxiliary control information, that is, the vehicle does not respond to the first safety auxiliary control information nor the second safety auxiliary control information.

[0208] In some embodiments, after determining that the vehicle does not respond to the safety auxiliary control information, the method as shown in Figure 6 may be executed, which will not be described herein.

[0209] S508, determine whether the steering wheel of the vehicle is turned, if yes, execute S507, if no, execute S509.

[0210] S509, determine whether the safety belt state information is buckled, if yes, execute S504, if no, execute S510.

[0211] S510, determine that the vehicle responds to the second safety auxiliary control information.

[0212] As shown in Figure 6 , after determining that the vehicle does not respond to the safety auxiliary control information, specifically, the method can include:

[0213] S601, determine whether the acceleration, deceleration and steering wheel turning angle are all within the corresponding set driving safety numerical range, if yes, execute S602, if no, execute S603.

[0214] S602, respond to the driving control information.

[0215] S603, notify the user to take over and control the driving planning control unit to switch to an inactive state.

[0216] In an optional embodiment, in the case that the target driving state is a parking planning control driving, the above-mentioned S302 can specifically include: Figure 7

[0217] S701, determine whether the acceleration, deceleration and steering wheel turning angle are all within the corresponding set parking safety numerical range, if yes, execute S702, if no, execute S703.

[0218] S702, respond to the parking control information.

[0219] ​S703, notify the user to take over and control the parking planning control unit to switch to an inactive state.

[0220] After S703 is executed, it is also necessary to control the vehicle brake to stop running, and to switch the driving gear (such as D gear, R gear) to P gear (Parking gear, parking gear) after the vehicle is parked.

[0221] Figure 8 A structural schematic diagram of a vehicle control device provided by an embodiment of the present application is shown in FIG. 8. Figure 8 As shown in FIG. 8, the vehicle control device includes an acquisition unit 801, a determination unit 802, and a control unit 803.

[0222] The acquisition unit 801 is 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 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.

[0223] The determination unit 802 is configured to determine target control information of the vehicle based on running information, mode information, and the first control information of the vehicle; wherein the mode information is used to indicate an activation state of the parking planning control unit and an activation state of the driving planning control unit.

[0224] The control unit 803 is configured to control the vehicle to run by using the target control information.

[0225] In one possible implementation, the running information includes a vehicle speed. On this basis, the determination unit 802 further includes a first determination sub-unit and a second determination sub-unit. The first determination sub-unit is configured to determine 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 planning control driving, and parking planning control driving. The second determination sub-unit is configured to determine the target control information of the vehicle based on the target driving state.

[0226] In one possible implementation, the first determination sub-unit is specifically configured to determine the target driving state of the vehicle based on the vehicle speed in response to determining that the vehicle satisfies one of a first preset condition or a second preset condition.

[0227] The first preset condition is that the mode information indicates that the parking planning control unit is activated, and the first control information includes the parking control information but does not include the 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 the driving control information but does not include the parking control information.

[0228] In a possible implementation, the first determining sub-unit is specifically configured to determine that the target driving state is the driving planning control driving in response to determining that the vehicle speed is greater than the first vehicle speed threshold or that the vehicle meets the second preset condition and the vehicle speed is less than the second vehicle speed threshold.

[0229] In a possible implementation, the determining unit 802 further includes a first control sub-unit. The first control sub-unit is configured to control the parking planning control unit to switch to the inactivated state and the driving planning control unit to switch to the activated state in response to determining that the vehicle meets the first preset condition and the vehicle speed is greater than the first vehicle speed threshold.

[0230] In a possible implementation, the first determining sub-unit is specifically configured to determine that the target driving state is the parking planning control driving in response to determining that the vehicle meets the first preset condition, the vehicle speed is less than the second vehicle speed threshold, and the parking planning control unit was activated in the last control.

[0231] In a possible implementation, the first determining sub-unit is specifically configured to determine that the target driving state is the manual driving in response to determining that the target driving state is neither the parking planning control driving nor the driving planning control driving.

[0232] In a possible implementation, the determining unit 802 further includes a communication sub-unit and a second control sub-unit. The communication sub-unit is configured to notify the user to take over in response to determining that the target driving state is the manual driving. The second control sub-unit is configured to control the driving planning control unit to switch to the inactivated state in response to determining that the mode information indicates that the driving planning control unit is activated or that the first control information includes the driving control information after the user confirms to take over; and control the parking planning control unit to switch to the inactivated state in response to determining that the mode information indicates that the parking planning control unit is activated or that the first control information includes the parking control information.

[0233] In a possible implementation, the first control information includes safety auxiliary control information; and the running information further includes pedal state information and safety belt state information. On this basis, the second determining sub-unit is specifically configured to determine, in response to determining that the target driving state is the manual driving or the driving planning control driving, a response of the vehicle to the safety auxiliary control information based on the vehicle speed, the pedal state information, and the safety belt state information; and determine the target control information based on the response.

[0234] In a possible implementation, the pedal state information includes a brake pedal opening degree, an accelerator pedal opening degree, and an accelerator pedal depression rate. On this basis, the second determining sub-unit is specifically configured to determine that the vehicle does not respond to the safety auxiliary control information in response to determining that the vehicle meets any one of the third preset conditions.

[0235] The third preset condition comprises: the vehicle speed is greater than a third vehicle speed threshold and the safety belt state information is not buckled; the vehicle speed is greater than the third vehicle speed threshold, the safety belt state information is buckled, and the vehicle satisfies one of a fourth preset condition or a fifth preset condition; and the vehicle speed is not greater than the third vehicle speed threshold and the steering wheel of the vehicle is rotating.

[0236] The fourth preset condition is that the brake pedal opening degree is equal to 0 and the opening degree of the accelerator pedal is greater than a first preset opening degree; and the fifth preset condition is that the brake pedal opening degree is equal to 0, the opening degree of the accelerator pedal is greater than 0, and the accelerator pedal pedal rate is greater than a first preset pedal rate.

[0237] In a possible manner, the safety assistance control information comprises first safety assistance control information and second safety assistance control information; and the deceleration strength of the first safety assistance control information is greater than the deceleration strength of the second safety assistance control information. On this basis, 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 vehicle speed threshold, the safety belt state information is buckled, and the vehicle satisfies any one of a sixth preset condition, or the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel of the vehicle is not rotating, and the safety belt state information is buckled.

[0238] The sixth preset condition comprises: the brake pedal opening degree is greater than 0 and the opening degree of the accelerator pedal is 0; the brake pedal opening degree and the opening degree of the accelerator pedal are both 0; and the vehicle does not satisfy any one of the fourth preset condition and the fifth preset condition.

[0239] In a possible manner, the second determination subunit is specifically configured to determine that the vehicle responds to the second safety assistance control information 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 rotating, and the safety belt state information is not buckled.

[0240] In a possible manner, the second determination subunit is specifically configured to determine the first safety assistance control information or the second safety assistance control information as the target control information in response to determining that the vehicle responds to the first safety assistance control information or the second safety assistance control information.

[0241] In a possible manner, the second determination subunit is specifically configured to determine whether the vehicle satisfies a driving safety condition in response to determining that the vehicle does not respond to the safety assistance control information and the target driving state is a driving planning control driving; the driving safety condition is that the acceleration, the deceleration, and the steering wheel rotation angle are all within a corresponding set driving safety value range. The driving control information is determined as the target control information in response to determining that the vehicle satisfies the driving safety condition; and the user is notified to take over and control the driving planning control unit to switch to an inactivated state in response to determining that the vehicle does not satisfy the driving safety condition.

[0242] In a possible implementation, the second determining subunit further includes a judging subunit, a third determining subunit, and a notifying subunit. The judging subunit is configured to determine whether the vehicle meets a parking safety condition in response to determining that the target driving state is parking planning control driving, where the parking safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within corresponding set parking safety value ranges. The third determining subunit is configured to determine the parking control information as the target control information in response to determining that the vehicle meets the parking safety condition. The notifying subunit is configured to notify a user to take over and control the parking planning control unit to switch to an inactivated state in response to determining that the vehicle does not meet the parking safety condition.

[0243] Figure 9 A block diagram of an electronic device is provided in an embodiment of the present application. As shown in the figure, Figure 9 the electronic device includes but is not limited to a processor 901 and a memory 902.

[0244] The memory 902 is configured to store executable instructions of the processor 901. It can be understood that the processor 901 is configured to execute the instructions to implement the battery charging method in the above embodiments.

[0245] It should be noted that those skilled in the art can understand that the electronic device structure shown in the figure Figure 9 does not constitute a limitation on the electronic device. The electronic device can include more or fewer components than those shown in the figure, or combine certain components, or arrange different components. Figure 9

[0246] The processor 901 is the control center of the electronic device, connects all parts of the electronic device through various interfaces and lines, executes software programs and / or modules stored in the memory 902 and data stored in the memory 902, processes data, and thus monitors the whole electronic device. The processor 901 can include one or more processing units. Optionally, the processor 901 can integrate an application processor and a modem processor, where the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communication. It can be understood that the modem processor can also not be integrated into the processor 901.

[0247] ​The memory 902 can be used to store software programs and various data. The memory 902 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, application programs required by at least one functional module (such as a determination unit, a processing unit, etc.), and the like. In addition, the memory 902 can include a high-speed random access memory, and can also include a non-volatile memory, for example, at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state memory device.

[0248] In an example embodiment, a computer readable storage medium including instructions, for example, the memory 902 including instructions, is also provided, which can be executed by the processor 901 of the electronic device to implement the method in the above embodiment.

[0249] In actual implementation, Figure 8 The functions of the acquisition unit 801, the determination unit 802, and the control unit 803 in the example embodiment can be implemented by Figure 9 The processor 901 in the example embodiment can call the computer program stored in the memory 902 to implement. The specific execution process can refer to the description of the method part in the above embodiment, and will not be described here.

[0250] Optionally, the computer readable storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0251] In an example embodiment, the embodiment of 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 complete the method in the above embodiment.

[0252] It should be noted that the instructions in the above computer readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device to implement each process of the above method embodiment, and can achieve the same technical effect as the above method. To avoid repetition, it will not be described here.

[0253] Through the description of the above embodiments, those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0254] In several embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented in other manners. For example, the division of the apparatus embodiments is merely an example, and for example, the division of the modules or units can be different, and for example, multiple modules or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0255] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, i.e., may be located in one place, or may be distributed in multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0256] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can be physically present separately, or two or more units can be integrated into one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0257] If the integrated unit is realized in the form of 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 solutions of the embodiments of the present application essentially or the parts that make contributions to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product, which is stored in a storage medium, and includes a number of instructions to make a device (which can be a single chip, a chip, etc.) or a processor (processor) execute all or part of the steps of the embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk or an optical disk, and various storage media that can store program codes.

[0258] The above is merely a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any changes or replacements within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining first control information of a vehicle, wherein 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 running information, mode information and the first control information of the vehicle; wherein the mode information is used to indicate an activation state of the parking planning control unit and an activation state of the driving planning control unit; the running information comprises a vehicle speed; controlling the vehicle to run by using the target control information.

2. The vehicle control method according to claim 1, characterized by, The determination of the target control information of the vehicle based on the running information, the mode information and the first control information of the vehicle comprises: 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 planning control driving and parking planning control driving; determining the target control information of the vehicle based on the target driving state.

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

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

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

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

7. The vehicle control method according to claim 6, characterized by, The determination of the target driving state of the vehicle based on the vehicle speed comprises: in response to determining that the target driving state is not parking planning control driving and driving planning control driving, determining that the target driving state is manual driving.

8. The vehicle control method according to claim 7, characterized by 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 the takeover, in response to determining that the mode information indicates that the driving planning control unit is activated or the first control information comprises 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 comprises parking control information, controlling the parking planning control unit to switch to an inactivated state.

9. The vehicle control method according to any one of claims 2-8, characterized by, The first control information comprises safety auxiliary control information. The operating information further comprises pedal state information and safety belt state information. The target control information of the vehicle is determined based on the target driving state, comprising: in response to determining that the target driving state is the manual driving or the driving planning control driving, determining the response of the vehicle to the safety auxiliary control information based on the vehicle speed, the pedal state information and the safety belt state information; determining the target control information based on the response.

10. The vehicle control method according to claim 9, characterized by The pedal state information comprises brake pedal opening degree, accelerator pedal opening degree and accelerator pedal stepping rate. The response of the vehicle to the safety auxiliary control information is determined based on the vehicle speed, the pedal state information and the safety belt state information, comprising: in response to determining that the vehicle satisfies any one of third preset conditions, determining that the vehicle does not respond to the safety auxiliary control information; wherein the third preset conditions comprise: the vehicle speed is greater than a third vehicle speed threshold and the safety belt state information is not buckled; the vehicle speed is greater than a third vehicle speed threshold, the safety belt state information is buckled and the vehicle satisfies one of fourth preset conditions or fifth preset conditions; the vehicle speed is not greater than the third vehicle speed threshold and the steering wheel of the vehicle is rotating; wherein the fourth preset condition is that the brake pedal opening degree is equal to 0 and the opening degree of the accelerator pedal is greater than a first preset opening degree; the fifth preset condition is that the brake pedal opening degree is equal to 0, the opening degree of the accelerator pedal is greater than 0 and the accelerator pedal stepping rate is greater than a first preset stepping rate.

11. The vehicle control method according to claim 10, characterized by, The safety auxiliary control information comprises first safety auxiliary control information and second safety auxiliary control information; the deceleration degree of the first safety auxiliary control information is greater than that of the second safety auxiliary control information. The response of the vehicle to the safety auxiliary control information is determined based on the vehicle speed, the pedal state information and the safety belt state information, comprising: in response to determining that the vehicle speed is greater than a third vehicle speed threshold, the safety belt state information is buckled and the vehicle satisfies any one of sixth preset conditions, or the vehicle speed is not greater than the third vehicle speed threshold, the steering wheel of the vehicle is not rotating and the safety belt state information is buckled, determining that the vehicle responds to the first safety auxiliary control information; wherein the sixth preset conditions comprise: the brake pedal opening degree is greater than 0 and the opening degree of the accelerator pedal is 0; the brake pedal opening degree and the opening degree of the accelerator pedal 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 by, The response of the vehicle to the safety auxiliary control information is determined based on the vehicle speed, the pedal state information, and the safety belt state information, including: 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 rotating, and the safety belt state information is not buckled, determining that the vehicle responds to the second safety auxiliary control information.

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

14. The vehicle control method according to claim 10, characterized by, The operating information further includes acceleration, deceleration, and steering wheel angle; the target control information is determined based on the response, including: In response to determining that the vehicle does not respond to the safety auxiliary control information and the target driving state is the driving planning control driving, determining whether the vehicle meets the driving safety condition; wherein the driving safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within the corresponding set driving safety value range; In response to determining that the vehicle meets the driving safety condition, the driving control information is determined as the target control information; In response to determining that the vehicle does not meet the driving safety condition, informing the user 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 2-8, characterized by, The operating information further includes acceleration, deceleration, and steering wheel angle; The target control information of the vehicle is determined based on the target driving state, including: In response to determining that the target driving state is the parking planning control driving, determining whether the vehicle meets the parking safety condition; wherein the parking safety condition is that the acceleration, the deceleration, and the steering wheel angle are all within the corresponding set parking safety value range; In response to determining that the vehicle meets the parking safety condition, the parking control information is determined as the target control information; In response to determining that the vehicle does not meet the parking safety condition, informing the user to take over and control the parking planning control unit to switch to an inactive state.

16. A vehicle control device characterized by comprising: The device includes: An acquisition unit configured to acquire first control information of a vehicle, wherein the first control information includes 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 environmental information of the vehicle; A determination 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 is used to indicate an activation state of the parking planning control unit and an activation state of the driving planning control unit; the operating information includes a vehicle speed; A control unit configured to control the vehicle to operate by using the target control information.

17. A vehicle characterized by comprising: The vehicle is provided with the vehicle control device according to claim 16.

18. An electronic device, comprising: Comprise: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the vehicle control method according to any one of claims 1-15.

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