Control method for yaw suppression, electronic device and vehicle

Abstract

The application provides a yaw suppression control method, an electronic device and a vehicle, belongs to the technical field of auxiliary driving, and can utilize optimization of a path retransmission condition requested to a vehicle machine, solve a function failure problem caused by the fact that an intelligent driving domain controller has no navigation path in a yaw suppression area, guarantee normal operation of the intelligent driving domain controller in the yaw suppression area, reduce active operation of a user, and improve the experience of the user in man-machine co-driving. When the vehicle leaves the yaw suppression area, the temporary path request condition is restored to the initial path request condition, and path request control is performed according to the initial path request condition. It is guaranteed that the user can quickly activate the auxiliary driving function after returning to the main road after power restart in the yaw suppression area, the problem that the auxiliary driving function cannot be activated after the user returns to the main road without refreshing the navigation or re-planning the route is solved, and the problem that the user experience is affected because the navigation path cannot be acquired in time and the auxiliary driving is unavailable is avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle driver assistance technology, and in particular to a yaw suppression control method, electronic equipment, and vehicle. Background Technology

[0002] With the development of the automotive industry, vehicles are increasingly involved in our daily lives and work. Facing diverse scenarios and needs, intelligent vehicle services are becoming an increasingly important highlight and selling point. Advanced driver assistance technology (ADAS) is one such important highlight. ADAS technology can now achieve point-to-point fully intelligent driving. Navigation maps are a crucial module for realizing this function. Through ordinary map navigation, the user's planned driving route and related map information are sent to the intelligent driving domain controller, which then sends the data back to the cloud for matching with crowdsourced maps, thereby achieving driving planning and control. However, in navigation-impaired scenarios, the inability to obtain planned routes in a timely manner limits ADAS functions, resulting in a poor user experience. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a yaw suppression control method, electronic device and vehicle, which optimizes the request conditions for the planned path to achieve real-time acquisition of the vehicle's planned path in yaw scenarios, avoids the inability to obtain the route in time, and avoids the unavailability of assisted driving and the impact on user experience.

[0004] To achieve the above objectives, this application provides a yaw suppression control method applied to an intelligent driving domain controller, comprising: Determine whether the suppression release condition is met based on the navigation status and the vehicle's infotainment system status; In response to the satisfaction of the suppression release condition, the initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed according to the temporary path request condition, and the vehicle is monitored to see if it leaves the yaw suppression area. In response to the vehicle leaving the yaw suppression area, the temporary path request conditions are restored to the initial path request conditions, and path request control is performed based on the initial path request conditions.

[0005] Optionally, after restoring the temporary path request conditions to the initial path request conditions, the method further includes: The disengagement timer is activated when the vehicle leaves the yaw suppression area to obtain the disengagement duration. Yaw recalculation control is performed based on the disengagement time.

[0006] Optionally, determining whether the suppression release condition is met based on the navigation state and the vehicle system state includes: In response to the navigation state being yawed, determine whether the navigation state conditions are met based on the current vehicle position; In response to the vehicle system being in the "start" state, the system determines the historical state data after the navigation state changes to the "yaw" state, and determines whether the vehicle system state conditions are met based on the historical state data. In response to the simultaneous satisfaction of the navigation state condition and the vehicle system state condition, the suppression release condition is determined.

[0007] Optionally, determining whether the navigation status conditions are met based on the current vehicle location includes: In response to the current vehicle position being within the yaw suppression area, it is determined that the navigation state condition is met; In response to the current vehicle position being outside the yaw suppression area, it is determined that the navigation state condition is not met.

[0008] Optionally, determining whether the vehicle system state conditions are met based on the historical state data includes: Traverse the historical state data to obtain the traversal result; If the traversal result shows that there is closed status data in the historical status data, it is determined that the vehicle system status condition is met. If the traversal result shows that there is no closed status data in the historical status data, it is determined that the vehicle system status condition is not met.

[0009] Optionally, the step of performing assisted driving control based on the temporary route request conditions includes: In response to the vehicle's infotainment system switching from a closed state to an active state, a self-test is performed to obtain the self-test results; In response to the self-test result being a pass, it is determined that the temporary path request conditions are met, a path retransmission request is sent to the vehicle's infotainment system, and when the navigation state is in a yaw state, the path retransmission request is retransmitted to the vehicle's infotainment system according to a preset first request period. Map information is determined based on the navigation path fed back by the vehicle system, and assisted driving control is performed based on the map information and the real-time environmental perception information sent by the vehicle system.

[0010] Optionally, the step of performing path request control based on the initial path request conditions includes: In response to the navigation state being normal, determine the historical time of the last path retransmission request sent; The request sending time is determined based on the historical time and the preset second request period; When the actual time equals the request sending time, a route retransmission request is sent to the vehicle system, and when the navigation status is normal, the route retransmission request is retransmitted to the vehicle system according to the second request cycle.

[0011] Optionally, the yaw recalculation control based on the disengagement duration includes: In response to the departure time being greater than or equal to a preset threshold time, and the vehicle not sending a route retransmission request after leaving the yaw suppression area, a route retransmission request is sent to the vehicle to determine a new navigation map based on the navigation path fed back by the vehicle.

[0012] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0013] Based on the same inventive concept, this disclosure also provides a vehicle including the electronic equipment described above.

[0014] As described above, the yaw suppression control method, electronic equipment, and vehicle provided in this application determine whether the suppression release condition is met based on the navigation status and the vehicle's infotainment system status. When the suppression release condition is met, the initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed based on the temporary path request condition. The system also monitors whether the vehicle has left the yaw suppression area. By optimizing the path retransmission condition for the vehicle's infotainment system, the system solves the problem of functional failure caused by the lack of a navigation path for the intelligent driving domain controller within the yaw suppression area. This ensures the normal operation of the intelligent driving domain controller within the yaw suppression area, reduces user intervention, and improves the user's human-machine co-driving experience. When the vehicle leaves the yaw suppression area, the temporary path request condition is restored to the initial path request condition, and path request control is performed based on the initial path request condition. This ensures that the user can quickly activate the assisted driving function after powering down and restarting in the yaw suppression area and returning to the main road. This solves the problem that the assisted driving function cannot be activated without refreshing the navigation or replanning the route after returning to the main road, avoiding the inability to obtain navigation paths in a timely manner and the resulting unavailability of assisted driving, which would negatively impact the user experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of an assisted driving control system according to an embodiment of this application; Figure 2 This is a flowchart of the yaw suppression control method according to an embodiment of this application; Figure 3 This is a flowchart of the compensation control after leaving the yaw suppression region in an embodiment of this application; Figure 4 A flowchart for determining whether the suppression release condition is met in the embodiments of this application; Figure 5 This is a flowchart illustrating assisted driving control based on temporary path request conditions, as described in an embodiment of this application. Figure 6 This is a schematic diagram of another assisted driving control according to an embodiment of this application; Figure 7 This is a flowchart illustrating path request control based on initial path request conditions, as described in an embodiment of this application. Figure 8 This is a schematic diagram of the yaw suppression control device according to an embodiment of this application; Figure 9 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] It is important to understand in this article that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and that any naming is for distinction only and has no limiting meaning.

[0020] Based on the above background description, the following situations also exist in the related technologies: The yaw suppression strategy of navigation maps is a core technology for improving navigation accuracy and user experience. Especially in complex scenarios (such as service areas, tunnels, and intersections), it is necessary to balance the risks of false alarms and missed alarms. The core of yaw suppression is to filter out false alarms through multi-condition verification. If any suppression condition is met, the yaw warning will be canceled. That is, a veto control strategy is adopted. The suppression conditions include low speed suppression conditions, scene suppression conditions, signal quality suppression conditions, and behavioral intent suppression conditions.

[0021] Among them, the low speed suppression condition is: when the vehicle speed is lower than the preset threshold speed (e.g., 5km / h), it is determined that the vehicle is in a stopped or slow-moving state (such as refueling at a service area), and the low speed suppression condition is met, thus directly suppressing the lane deviation warning.

[0022] Scene suppression conditions: When a vehicle is located in a yaw suppression area such as a tunnel, parking lot, intersection, or service area, and the scene suppression conditions are met, yaw detection is paused. For example, when a vehicle enters a service area, the system marks it as a "no road network area," allowing it to move freely without triggering yaw recalculation.

[0023] Signal quality suppression condition: If the navigation signal quality score (such as signal-to-noise ratio) is lower than the threshold, the signal quality suppression condition is determined to be met. The yaw judgment distance threshold is dynamically increased. The adjustment method is: adjusted distance threshold = initial distance threshold × (1 + signal quality coefficient) to reduce false alarms caused by positioning drift.

[0024] Behavioral Intent Suppression Conditions: Steering Trend Matching: If the steering trend displayed by sensors (such as steering wheel angle) or the navigation system is consistent with the planned navigation direction (such as the vehicle veering to the left when turning left), it is considered normal steering rather than yawing, and yawing suppression will be implemented to suppress yawing warnings. Driver Intent Recognition: Detecting the turn signal activation or repeated observation of the rearview mirror, combined with the yawing direction, determines whether it is an active lane change. If it is an active lane change, indicating that the driver has actively deviated from the original navigation path, yawing suppression will be implemented to suppress yawing warnings.

[0025] Entering a yaw suppression zone is a common navigation suppression scenario during navigation, where a brief deviation from the planned path is normal behavior. To avoid false yaw detections, the navigation system employs targeted suppression strategies. When a vehicle enters a service area or other yaw suppression zone, the system extracts online road data within a preset range centered on the current location and creates a raster map. These roads divide the raster into multiple zones, with blank areas within each zone (i.e., the service area itself) marked as "yaw protection zones." Within these zones, the navigation system pauses yaw recalculation, allowing the vehicle to move freely. A ray-mapping algorithm is used to locate the vehicle's zone; if it's within a blank area, suppression logic is triggered to avoid wasting resources. Buffer zones are set at service area entrances / exits, and bolding boundary lines or binarizing the raster map ensures that vehicles are not falsely flagged as yawed when entering or leaving the service area.

[0026] Even after entering the yaw suppression zone, although the vehicle has deviated from the navigation path, the central control display still shows normal navigation and does not initiate yaw recalculation. However, if the user manually enters a service area (the assisted driving coverage does not currently support automatic entry and exit from toll stations), locks the car to rest, and the vehicle goes into sleep mode, and then unlocks and powers on again, the navigation path information is no longer cached after the intelligent driving domain controller starts up. Due to the yaw suppression strategy, yaw recalculation cannot be triggered within the service area, and the intelligent driving domain controller cannot obtain the navigation path. When the user returns to the main highway and needs to re-navigate, the assisted driving function cannot be activated in time, requiring the user to manually initiate yaw recalculation again, which seriously affects the user experience.

[0027] The yaw suppression control method, electronic device, and vehicle provided in this application determine whether the suppression release condition is met based on the navigation status and the vehicle's infotainment system status. When the suppression release condition is met, the initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed based on the temporary path request condition. The system also monitors whether the vehicle has left the yaw suppression area. By optimizing the path retransmission condition for the vehicle's infotainment system, the system solves the problem of functional failure caused by the lack of a navigation path for the intelligent driving domain controller within the yaw suppression area. This ensures the normal operation of the intelligent driving domain controller within the yaw suppression area, reduces user intervention, and improves the user's human-machine co-driving experience. When the vehicle leaves the yaw suppression area, the temporary path request condition is restored to the initial path request condition, and path request control is performed based on the initial path request condition. This ensures that the user can quickly activate the assisted driving function after powering down and restarting in the yaw suppression area and returning to the main road. This solves the problem that the assisted driving function cannot be activated without refreshing the navigation or replanning the route after returning to the main road, avoiding the inability to obtain navigation paths in a timely manner and the resulting unavailability of assisted driving, which would negatively impact the user experience.

[0028] The control method for yaw suppression provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0029] In some embodiments, the yaw suppression control method is applied to the intelligent driving domain controller.

[0030] Among them, the intelligent driving domain controller is a core component in the evolution of automotive electronic and electrical architecture from distributed to centralized. It undertakes functions such as perception fusion, decision-making and planning, and control execution in autonomous driving systems. The intelligent driving domain controller integrates data from multiple sensors (cameras, LiDAR, millimeter-wave radar, etc.) to achieve tasks such as environmental perception, localization, path planning, and decision-making and control. It replaces traditional distributed electronic control units, significantly reducing wiring complexity and improving data processing efficiency. Through algorithms such as Kalman filtering and neural networks, it integrates multi-source data to generate a unified environmental model. Based on the perception results, it controls vehicle steering, acceleration, braking, and other actions, supporting functions such as adaptive cruise control, automatic parking, and assisted driving.

[0031] The assisted driving control process based on the intelligent driving domain controller is as follows: Figure 1 As shown.

[0032] ① When a user specifies their destination and sets a navigation route while driving, the vehicle's infotainment system sends the user-set navigation route to the intelligent driving domain controller all at once.

[0033] ② The intelligent driving controller uploads the received navigation path to the crowdsourced map cloud. The crowdsourced map cloud obtains the map information corresponding to the navigation path through data matching and sends the map information as the matching result to the intelligent driving controller so that the intelligent driving controller can control the vehicle according to the map information.

[0034] ③ The crowdsourced map cloud sends the matched map information to the vehicle's intelligent driving controller. After the intelligent driving controller receives the real-time navigation information and finds that it is in a normal state (STATUS_GPS represents the normal state of normal navigation), (other conditions can be set according to the actual situation to determine whether a route retransmission request needs to be issued, which is not limited here), it controls the vehicle based on the perception results sent by the sensor and the map information, so as to realize point-to-point assisted driving control according to the navigation route.

[0035] The vehicle's infotainment system features a quick start strategy that remembers the application processes before power-off sleep mode. If the navigation system goes to sleep without exiting, it will automatically resume the previous navigation page after the vehicle restarts, continuing the previous navigation route without updating the route or resending it to the intelligent driving domain controller. Therefore, after a restart or other reasons that restore the vehicle's power, to avoid excessive resource consumption from repeated requests, the intelligent driving domain controller will request a route sending strategy from the infotainment system after monitoring it for 5 minutes to ensure the normal availability of the driver assistance functions.

[0036] In some embodiments, such as Figure 2 As shown, the yaw suppression control method includes: Step 201: Determine whether the suppression release conditions are met based on the navigation status and vehicle system status.

[0037] In practice, assisted driving control when yaw suppression is not available, such as Figure 1 As shown, however, when a user discovers that the vehicle navigation system is entering a yaw suppression area (such as a service area), the navigation path is inconsistent with the vehicle's position due to the limitations of the navigation map's yaw suppression strategy (such as yaw caused by entering a service area). In this case, the navigation map will not be recalculated for yaw, meaning that the intelligent driving domain controller cannot issue a path retransmission request. This is caused by the navigation map's yaw suppression strategy. When the navigation route does not include a yaw suppression zone as a waypoint, if the vehicle enters within 1 kilometer of the yaw suppression zone, even if the user drives the vehicle into the yaw suppression zone, the real-time positioning of the vehicle will detect that it has deviated from the original navigation route. The navigation status will change from the normal state STATUS_GPS (before entering the yaw suppression zone) to the yaw state STATUS_DEVIATED. Due to the yaw suppression policy, the in-vehicle navigation application will maintain the normal navigation page and will not initiate yaw recalculation until the vehicle leaves the yaw suppression zone and returns to the main road. Only then will the navigation status signal return to normal, satisfying the request conditions of the intelligent driving domain controller. After a certain period of time (e.g., 5 minutes), a route retransmission request will be resent to fully activate the assisted driving function. Yaw suppression avoids yaw alarms and improves the user experience.

[0038] Due to the yaw suppression strategy, when a user manually enters a yaw suppression zone (the assisted driving coverage currently does not support automatic entry and exit from service areas, toll booths, etc.), in scenarios where the user actively locks the vehicle to rest, puts the vehicle to sleep, and then unlocks and powers it back on, the navigation path cached by the intelligent driving domain controller before it went to sleep has been deleted after the intelligent driving domain controller starts up. Furthermore, due to the yaw suppression strategy, the intelligent driving domain controller only sends a route retransmission request to the vehicle's infotainment system when the navigation is in a normal state. When the vehicle is within the yaw suppression zone, the navigation remains skewed, preventing the intelligent driving domain controller from sending a route retransmission request and obtaining a new navigation path, thus limiting some functions of the assisted driving system.

[0039] The route retransmission request period is 5 minutes. If the user can leave the yaw suppression zone and return to the main road within 5 minutes, the problem of not being able to obtain a new navigation route can be avoided. However, in actual use, users generally do not leave the service area and return to the main road within 5 minutes. This leads to the problem that if the user returns to the highway, the assisted driving function cannot be activated unless the navigation is manually refreshed or restarted, which seriously affects the user experience.

[0040] To prevent yaw suppression from affecting driver assistance functions, yaw suppression needs to be released at necessary times. This requires determining whether the suppression release conditions are met based on the navigation status and vehicle system status. Yaw suppression can only be released when the suppression release conditions are met, so it is necessary to make judgments on whether the suppression release conditions are met in real time.

[0041] The determination of whether to lift the yaw restriction requires considering both the navigation status and the vehicle system status. For the navigation status, since yaw suppression control is only required when the vehicle veers off course, it is necessary to first determine that the navigation status is yawed and that yaw suppression exists, and then further determine the cause of the yaw.

[0042] If the yaw suppression is enabled due to user-initiated lane changes or turns, and the suppression strategy is based on the user's behavioral intent, then yaw suppression can prevent frequent yaw alarms. Therefore, yaw suppression should be kept enabled. If the navigation state conditions for releasing yaw suppression are not met, then it is further determined that the suppression release conditions are not met.

[0043] If yaw suppression is enabled because the navigation system signal strength is below a certain signal strength threshold, the yaw suppression strategy is to reduce false alarms caused by positioning drift. In this case, yaw suppression can avoid frequent yaw alarms caused by false alarms. Yaw suppression needs to be enabled, and the navigation state conditions for deactivating yaw suppression are not met.

[0044] If yaw suppression is enabled due to vehicle speed falling below a certain speed threshold, the yaw suppression strategy aims to reduce false alarms caused by slowing down or stopping. In this case, yaw suppression can prevent frequent yaw alarms caused by false alarms. Yaw suppression needs to be enabled, and the navigation state conditions for disabling yaw suppression are not met.

[0045] If yaw suppression is enabled when the user enters a yaw suppression zone such as a tunnel, parking lot, intersection, or service area, the vehicle is allowed to move independently within the yaw suppression zone to avoid frequent alarms. However, since the user may spend a long time within the yaw suppression zone, and may actively lock the vehicle to rest and restart it, the assisted driving functions may not automatically resume fully after the user leaves the yaw suppression zone. Therefore, it is necessary to deactivate yaw suppression to ensure that the intelligent driving domain controller can obtain the navigation path in a timely manner, thereby activating all assisted driving functions. At this point, it can be determined that the navigation state conditions for deactivating yaw suppression have been met, and it is determined that yaw suppression can be deactivated.

[0046] At the same time, it is also necessary to judge the vehicle system status. This is because if the user does not control the vehicle to hibernate and restart after entering the yaw suppression zone, but keeps it in the on state, the intelligent driving domain controller can cache the corresponding navigation path. Even if a new navigation path cannot be obtained again in the yaw suppression zone, the intelligent driving domain controller can still perform its assisted driving function according to the cached navigation path.

[0047] Therefore, if the vehicle infotainment system is in the "on" state, it is necessary to further determine whether there has been a vehicle-wide sleep power-off control operation after the vehicle enters the yaw suppression zone. If there is no vehicle-wide sleep power-off control, it means that the vehicle has remained in the "on" state after entering the yaw suppression zone, the cache in the intelligent driving domain controller will not be cleared, and the intelligent driving domain controller can perform all the functions of assisted driving without needing to obtain a new navigation path to activate the assisted driving function by releasing yaw suppression. This indicates that the vehicle infotainment system status conditions are not met, and therefore the suppression release conditions are not met.

[0048] If the vehicle infotainment system is on and the vehicle enters the yaw suppression zone, there is a vehicle sleep power-off control. After the vehicle restarts, the cache in the intelligent driving domain controller will be cleared. Due to the lack of navigation path information, the intelligent driving domain controller cannot perform all the functions of assisted driving. It needs to obtain a new navigation path by releasing yaw suppression to activate the assisted driving function and determine that the vehicle infotainment system status conditions are met.

[0049] Therefore, when both navigation status conditions and vehicle system status conditions are met simultaneously, it indicates that the vehicle has entered the yaw suppression zone and has been restarted within the yaw suppression zone. The navigation path cache within the intelligent driving domain controller has been cleared. Due to the lack of navigation path information, the intelligent driving domain controller cannot perform all functions of assisted driving. It needs to obtain a new navigation path by releasing yaw suppression to activate the assisted driving function, thus confirming that the suppression release condition is met.

[0050] Step 202: In response to the satisfaction of the suppression release condition, the initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed according to the temporary path request condition, and the vehicle is monitored to see if it leaves the yaw suppression area.

[0051] In practice, after determining that the suppression release conditions are met, it is not necessary to release all yaw suppression functions. At this time, it is still necessary to suppress yaw alarms caused by yaw, but it is necessary to release the suppression of navigation path acquisition.

[0052] According to such Figure 1It is known that the control method of the yaw suppression strategy is to introduce the navigation state into the initial path request conditions when the intelligent driving domain controller sends a path retransmission request. When other conditions are met (e.g., the intelligent driving controller passes the self-test and determines that it is in a normal state), the navigation state also needs to be in a normal state in order to determine that the initial path request conditions are met. Only then will a path retransmission request be sent to the vehicle system according to the preset request period, so as to complete the update and verification of the navigation path in a timely manner and avoid using the wrong navigation path for assisted driving control.

[0053] When the suppression release condition is met, the initial path request condition is replaced with a temporary path request condition. Compared with the initial path request condition, the temporary path request condition removes the requirement for navigation status. That is, as long as the intelligent driving domain controller passes the self-test, it can issue a path retransmission request. At this time, the intelligent driving domain controller will not be affected by the navigation status when obtaining the navigation path. Therefore, the assisted driving function will not be affected by the yaw suppression control and can be used normally within the yaw suppression area. This avoids the inability to obtain the navigation path, which would cause the assisted driving function to be unable to be activated, thus improving the user experience.

[0054] The initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed based on the temporary path request condition, ignoring the influence of navigation status. Navigation paths are periodically acquired for assisted driving control, and the vehicle is monitored in real time to see if it leaves the yaw suppression zone in order to restore the initial path request condition. If the user has not left the yaw suppression zone, assisted driving control continues to be performed based on the temporary path request condition. If the user has left the yaw suppression zone, assisted driving control is restored to using the initial path request condition to avoid affecting assisted driving on normal road sections.

[0055] Step 203: In response to the vehicle leaving the yaw suppression area, restore the temporary path request conditions to the initial path request conditions, and perform path request control according to the initial path request conditions.

[0056] In practice, once the vehicle leaves the yaw suppression zone, the yaw suppression is canceled, and any subsequent yaw is a genuine yaw condition. At this point, the intelligent driving domain controller needs to prevent yaw through assisted driving control. Therefore, it is necessary to restore the monitoring of the navigation status, that is, restore the temporary path request conditions to the initial path request conditions, and continue to make path requests according to the initial restoration conditions. In other words, when the navigation status is normal, a path retransmission request is sent to the vehicle's system every 5 minutes to re-obtain the navigation path, so as to update and verify the navigation path, ensure the accuracy of assisted driving, and realize intelligent assisted driving in subsequent driving processes.

[0057] In summary, the yaw suppression control method provided in this application, by optimizing the retransmission conditions for requesting a route from the vehicle's infotainment system, solves the problem of functional failure caused by the lack of a navigation route for the intelligent driving domain controller within the yaw suppression area. This ensures the normal operation of the intelligent driving domain controller within the yaw suppression area, reduces user intervention, and improves the user's experience in human-machine co-driving. When the vehicle leaves the yaw suppression area, the temporary route request conditions are restored to the initial route request conditions, and route request control is performed based on the initial conditions. This ensures that the user can quickly activate the assisted driving function after powering down and restarting in the yaw suppression area and returning to the main road. It solves the problem that the assisted driving function cannot be activated without refreshing the navigation or replanning the route after returning to the main road, avoiding the inability to obtain a navigation route in a timely manner and the resulting unavailability of assisted driving, which would negatively impact the user experience.

[0058] In some embodiments, such as Figure 3 As shown, after restoring the temporary path request conditions to the initial path request conditions, the process also includes: Step 301: Start the disengagement timer when the vehicle leaves the yaw suppression area and obtain the disengagement duration.

[0059] In practice, under temporary route request conditions, a route retransmission request needs to be sent according to a preset first request period; under initial route request conditions, a route retransmission request needs to be sent according to a preset second request period. The first request period and the second request period can be different. For example, the first request period is 3 minutes and the second request period is 5 minutes. This is because the temporary route request condition corresponding to the first request period is the condition of driving in the yaw suppression zone. At this time, the vehicle is driving in the yaw suppression zone where the driving route is relatively disordered, and there is a high probability that it will drive on the wrong road and that the vehicle will veer off course. The probability of needing the assistance driving function to correct the deviation is relatively high. Therefore, it is necessary to frequently update the navigation route to correct the serious deviation. So the first request period can be set to a smaller value.

[0060] The initial path request condition corresponding to the second request cycle is that the vehicle is traveling in a non-yawing suppression area. At this time, the vehicle is traveling on a relatively regular road, and the possibility of traveling on the wrong road is small. The possibility of the vehicle yawing is also small, and the probability of needing the driver assistance function to correct it is small. Therefore, there is no need to update the navigation path too frequently, so the second request cycle can be set to a larger value.

[0061] Furthermore, the first request period and the second request period can also be the same. To ensure a smoother switch between the temporary path request condition and the initial path request condition, both the first and second request periods can be set to 5 minutes to ensure the stability of the time sequence during condition switching. For example, if the first request period is 3 minutes and the second request period is 5 minutes, and a path retransmission request is sent under the initial path request condition followed by a 4-minute switch to the temporary path request condition, the time between the two requests is already greater than 3 minutes. In this case, a direct retransmission of the request can be chosen to ensure timeliness. Alternatively, a 2-minute wait can be made before sending the request, skipping a 3-minute blank period, and then sending the request in the second period to ensure the stability of the period calculation and avoid affecting the allocation of computing resources. If both the first and second request periods are set to 5 minutes, and a path retransmission request is sent under the initial path request condition followed by a 4-minute switch to the temporary path request condition, since the first and second request periods are the same, a path retransmission request can be sent directly after one minute, ensuring timeliness without disrupting the allocation of computing resources.

[0062] Taking an example where both the first and second request cycles are 5 minutes, to address abnormal control scenarios such as route loss or route changes by the vehicle's navigation system after a change in conditions, the intelligent driving domain controller might issue a route retransmission request after more than 5 minutes. In this case, after continuously monitoring the vehicle's navigation system for a certain period of time to ensure it is in a normal state, a route retransmission request needs to be sent to the vehicle's navigation system again to re-match the route. This ensures that users can quickly activate the assisted driving function after powering off and restarting in a service area and returning to the main road. This solves the previous problem where users could not activate the assisted driving function without refreshing the navigation or replanning the route after returning to the main road, thus improving the user's driving experience.

[0063] Therefore, when the vehicle leaves the yaw suppression area, the disengagement timer is activated, and the duration of the disengagement is used to assess whether there are abnormal control scenarios such as route loss or vehicle-to-vehicle route changes.

[0064] Step 302: Perform yaw recalculation control based on the disengagement time.

[0065] In some embodiments, yaw recalculation control based on disengagement duration includes: In response to a departure time greater than or equal to a preset threshold duration, and without sending a route retransmission request to the vehicle's infotainment system after leaving the yaw suppression area, a route retransmission request is sent to the vehicle's infotainment system to determine a new navigation map based on the navigation path fed back by the vehicle's infotainment system.

[0066] In practice, if the disconnection time is less than the preset threshold time, and the intelligent driving domain controller receives the channel navigation path, it means that there is no abnormal control scenario of route loss or vehicle-to-vehicle route change. In this case, no additional remedial measures are required. The timing can be stopped and the disconnection time can be cleared to prepare for the next disconnection timing.

[0067] If the time spent outside the yaw suppression zone is greater than or equal to the preset threshold, it means that the vehicle has not obtained a new navigation route for a long period of time after leaving the yaw suppression zone. At the same time, if it is confirmed that no route retransmission request has been sent to the vehicle's infotainment system after leaving the yaw suppression zone, it means that the route retransmission request has not been sent to the vehicle's infotainment system for a long time. The condition switching may affect the route request function, and there may be abnormal control scenarios such as route loss or the vehicle's infotainment system changing the route. In this case, additional remedial measures are required. The timer should be stopped and a route retransmission request should be sent to the vehicle's infotainment system immediately to determine a new navigation map based on the navigation route fed back by the vehicle's infotainment system. The driver assistance function should be activated based on the new navigation map to avoid the problem of the driver assistance function being unable to be activated for a long time and improve the user experience.

[0068] In some embodiments, such as Figure 4 As shown, the determination of whether the suppression release condition is met is based on the navigation status and the vehicle system status, including: Step 402: In response to the navigation state being yawed, determine whether the navigation state conditions are met based on the current vehicle position.

[0069] In practice, if the navigation status is in a yaw state, it means that the vehicle's current position has deviated from the navigation path. However, low vehicle speed, poor signal quality, subjective steering and lane-changing intentions of the user, and entering special areas can all lead to the activation of yaw suppression. In these cases, the navigation status is in a yaw state. Therefore, after determining that the navigation status is in a yaw state, it is necessary to further avoid interference from scenarios such as low vehicle speed, poor signal quality, and subjective steering intentions of the user. It is also necessary to further determine whether the navigation status conditions are met based on the current vehicle position.

[0070] In some embodiments, determining whether navigation status conditions are met based on the current vehicle location includes: Since the current vehicle position is within the yaw suppression area, it is determined that the navigation state conditions are met. Since the current vehicle position is outside the yaw suppression area, it is determined that the navigation state conditions are not met.

[0071] In practice, since vehicles are allowed to move independently within the yaw suppression zone, yaw suppression needs to be activated to avoid frequent alarms. After entering the yaw suppression zone, users may remain there for an extended period. In scenarios where rest stops are permitted, such as service areas, users may actively lock the vehicle and rest. After resting, users may need to restart the vehicle. Upon restarting, the navigation path in the intelligent driving domain controller is deleted, meaning that even after leaving the yaw suppression zone, the full assisted driving function cannot be automatically restored. Therefore, yaw suppression needs to be deactivated to ensure the intelligent driving domain controller can promptly obtain the navigation path, thereby activating all assisted driving functions. Thus, if the current vehicle position is within the yaw suppression zone, the navigation state condition for deactivating yaw suppression can be determined, and deactivation of yaw suppression is permitted. If the current vehicle position is outside the yaw suppression zone, it means the user has not entered areas that might cause the vehicle to restart, such as service areas. The cached navigation path in the intelligent driving domain controller will not be deleted, and there is no need to obtain a new navigation path or deactivate yaw suppression; therefore, the navigation state condition is not met.

[0072] Step 402: In response to the vehicle's infotainment system being in the "start" state, determine the historical state data after the navigation state changes to the "yaw" state, and determine whether the vehicle's infotainment system status conditions are met based on the historical state data.

[0073] In some embodiments, determining whether the vehicle system status conditions are met based on historical status data includes: Traverse the historical state data to obtain the traversal result; If the traversal result shows that there is closed status data in the historical status data, it is determined that the vehicle system status condition is met. The system responded that the traversal results showed no closed status data in the historical status data, indicating that the vehicle system status conditions were not met.

[0074] In practice, in addition to judging the navigation status dimension, it is also necessary to judge the vehicle system status dimension. This is because if the user does not control the vehicle to sleep and restart after entering the yaw suppression zone, but keeps it in the on state, the intelligent driving domain controller can still perform its assisted driving functions based on the cached navigation path, even if a new navigation path cannot be obtained again in the yaw suppression zone.

[0075] Therefore, if the vehicle's infotainment system is in the "on" state, it is necessary to further determine whether there has been a vehicle-wide sleep power-off control operation after the vehicle enters the yaw suppression area. This requires traversing the historical state data to obtain the traversal results. If the traversal results show that there is "off" state data in the historical state data, it means that the navigation path cached in the intelligent driving domain controller has been cleared. The intelligent driving domain controller cannot perform all functions of assisted driving due to the lack of navigation path information. It is necessary to remove yaw suppression to obtain a new navigation path to activate the assisted driving function and determine that the vehicle's infotainment system status conditions are met.

[0076] If the traversal result shows that there is no closed state data in the historical state data, it means that the vehicle has been kept in the open state after entering the yaw suppression area. The cache in the intelligent driving domain controller will not be cleared. The intelligent driving domain controller can perform all the functions of assisted driving. There is no need to obtain a new navigation path to activate the assisted driving function by releasing yaw suppression. It is determined that the vehicle system state conditions are not met, and thus the suppression release conditions are not met.

[0077] Step 403: In response to the simultaneous satisfaction of navigation state conditions and vehicle system state conditions, determine the suppression release condition.

[0078] In practice, when both navigation status conditions and vehicle system status conditions are met, it indicates that the vehicle has entered the yaw suppression zone and has been restarted within the yaw suppression zone. The navigation path cache within the intelligent driving domain controller has been cleared. Due to the lack of navigation path information, the intelligent driving domain controller cannot perform all functions of assisted driving. It is necessary to release yaw suppression to obtain a new navigation path to activate the assisted driving function, thus confirming that the suppression release condition is met.

[0079] In some embodiments, such as Figure 5 As shown, assisted driving control is performed based on temporary route request conditions, including: Step 501: In response to the vehicle's infotainment system switching from the off state to the on state, perform a function self-test and obtain the self-test result.

[0080] In practice, if the vehicle's infotainment system switches from off to on, the navigation status restriction is lifted when sending a route retransmission request. Once the intelligent driving domain controller is fully functional, it is allowed to send a route retransmission request to the vehicle's infotainment system. Therefore, the intelligent driving domain controller needs to perform a self-test to obtain the self-test results, and determine whether the intelligent driving domain controller is fully functional based on the self-test results.

[0081] Step 502: In response to the self-test result being a pass, determine that the temporary route request conditions are met, send a route retransmission request to the vehicle's infotainment system, and send a route retransmission request to the vehicle's infotainment system according to the preset first request cycle when the navigation status is in a yaw state.

[0082] In practice, if the self-test result is successful, it indicates that the intelligent driving domain controller is fully functional and the temporary path request conditions are met. At this point, the assisted driving control process proceeds as follows: Figure 6 As shown, a route retransmission request is immediately sent to the vehicle's infotainment system. To ensure the accuracy of the navigation route, it is necessary to update the navigation route in a timely manner. Therefore, when the navigation status is off track, a route retransmission request needs to be sent to the vehicle's infotainment system according to the preset first request cycle to ensure timely updates of the navigation route in the off track state and improve the accuracy of the assisted driving function.

[0083] Step 503: Determine map information based on the navigation route fed back by the vehicle system, and perform assisted driving control based on the map information and the real-time environmental perception information sent by the vehicle system.

[0084] In practice, after obtaining the navigation path, the intelligent driving controller uploads the received navigation path to a crowdsourced map cloud. The crowdsourced map cloud obtains the map information corresponding to the navigation path through data matching and sends the matched map information to the intelligent driving controller, allowing the intelligent driving controller to control the vehicle based on the map information. The crowdsourced map cloud then sends the matched map information to the intelligent driving controller on the vehicle. After receiving real-time navigation information indicating a yaw state, the intelligent driving controller uses the map information and real-time environmental perception information sent by sensors to control the vehicle, achieving assisted driving control within the yaw suppression area.

[0085] In some embodiments, such as Figure 7 As shown, path request control is performed based on the initial path request conditions, including: Step 701: In response to the navigation status being normal, determine the historical time of the last path retransmission request.

[0086] In practice, after the navigation state switches to the normal state, it means that the yaw suppression area has been exited. In order to achieve a smooth transition and avoid affecting the allocation of computing resources, the historical time of the last path retransmission request is determined, and the time of the next path retransmission request is determined based on the historical time.

[0087] Step 702: Determine the request sending time based on historical time and the preset second request cycle.

[0088] In practice, if the historical time is 07:00:00, the second request period is 5 minutes; otherwise, the request is sent at 07:05:00.

[0089] Step 703: Send a route retransmission request to the vehicle system when the actual time equals the request sending time, and send a route retransmission request to the vehicle system according to the second request cycle when the navigation status is normal.

[0090] In practice, if the actual time is 07:03:00, a route retransmission request will be sent to the vehicle's infotainment system when the actual time changes to 07:05:00. When the navigation status is normal, a route retransmission request will be sent to the vehicle's infotainment system according to the second request cycle to update the navigation route in a timely manner and improve the accuracy of assisted driving.

[0091] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0092] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0093] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a yaw suppression control device.

[0094] refer to Figure 8 The yaw suppression control device includes: The condition judgment module 10 is configured to determine whether the suppression release condition is met based on the navigation status and the vehicle system status. The condition switching module 20 is configured to: in response to the satisfaction of the suppression release condition, replace the initial path request condition with a temporary path request condition, perform assisted driving control according to the temporary path request condition, and monitor whether the vehicle leaves the yaw suppression area. The condition recovery module 30 is configured to: in response to the vehicle leaving the yaw suppression area, restore the temporary path request conditions to the initial path request conditions, and perform path request control based on the initial path request conditions.

[0095] Optionally, the condition recovery module 30 is also configured to: activate the disengagement timer when the vehicle leaves the yaw suppression area to obtain the disengagement duration; Yaw recalculation control is performed based on the disengagement time.

[0096] Optionally, the condition judgment module 10 is also configured as follows: In response to a yaw state in the navigation status, determine whether the navigation status conditions are met based on the current vehicle position; The system receives historical status data after the vehicle's infotainment system is in the "start" state and the navigation system changes to the "yawing" state, and determines whether the vehicle's infotainment system status conditions are met based on the historical status data. In response to the simultaneous satisfaction of navigation state conditions and vehicle system state conditions, the suppression release condition is determined.

[0097] Optionally, the condition judgment module 10 is also configured as follows: Since the current vehicle position is within the yaw suppression area, it is determined that the navigation state conditions are met. Since the current vehicle position is outside the yaw suppression area, it is determined that the navigation state conditions are not met.

[0098] Optionally, the condition judgment module 10 is also configured as follows: Traverse the historical state data to obtain the traversal result; If the traversal result shows that there is closed status data in the historical status data, it is determined that the vehicle system status condition is met. The system responded that the traversal results showed no closed status data in the historical status data, indicating that the vehicle system status conditions were not met.

[0099] Optionally, the condition switching module 20 is also configured to: In response to the vehicle's infotainment system switching from a closed state to an active state, a self-test is performed to obtain the self-test results; In response to a self-test result indicating that the self-test has passed and the conditions for a temporary route request have been met, a route retransmission request is sent to the vehicle's infotainment system. When the navigation status is in a yaw state, a route retransmission request is sent to the vehicle's infotainment system according to a preset first request cycle. The system determines map information based on the navigation route fed back by the vehicle's infotainment system, and performs assisted driving control based on the map information and real-time environmental perception information sent by the vehicle's infotainment system.

[0100] Optionally, the condition recovery module 30 is also configured as follows: In response to a normal navigation status, determine the historical time of the last path retransmission request sent; The request sending time is determined based on historical time and a preset second request cycle; When the actual time equals the request sending time, a route retransmission request is sent to the vehicle's infotainment system, and when the navigation status is normal, a route retransmission request is sent to the vehicle's infotainment system according to the second request cycle.

[0101] Optionally, the condition recovery module 30 is also configured as follows: In response to a departure time greater than or equal to a preset threshold duration, and without sending a route retransmission request to the vehicle's infotainment system after leaving the yaw suppression area, a route retransmission request is sent to the vehicle's infotainment system to determine a new navigation map based on the navigation path fed back by the vehicle's infotainment system.

[0102] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0103] The apparatus of the above embodiments is used to implement the control method for yaw suppression in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0104] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the yaw suppression control method described in any of the above embodiments.

[0105] Figure 9 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0106] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0107] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0108] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0109] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0110] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0111] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0112] The electronic devices described above are used to implement the corresponding yaw suppression control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the yaw suppression control method as described in any of the above embodiments.

[0114] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0115] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the yaw suppression control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0116] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the electronic equipment or yaw suppression control device of the above embodiments, and executes the yaw suppression control method as described in any of the above embodiments through the electronic equipment or yaw suppression control device of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0118] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0119] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0120] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0121] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0122] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0123] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0124] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A yaw suppression control method, characterized in that, Applied to intelligent driving domain controllers, the method includes: Determine whether the suppression release condition is met based on the navigation status and the vehicle's infotainment system status; The step of determining whether the suppression release condition is met based on the navigation status and the vehicle system status includes: In response to the navigation state being a yaw state, determine whether the navigation state conditions are met based on the current vehicle position; in response to the current vehicle position being within the yaw suppression area, determine that the navigation state conditions are met; in response to the current vehicle position being outside the yaw suppression area, determine that the navigation state conditions are not met. In response to the vehicle system being in the "start" state, the system determines the historical state data after the navigation state changes to the "yaw" state, and determines whether the vehicle system state conditions are met based on the historical state data. In response to the simultaneous satisfaction of the navigation state condition and the vehicle system state condition, a suppression release condition is determined; In response to the suppression release condition being met, the initial path request condition is replaced with a temporary path request condition, and assisted driving control is performed according to the temporary path request condition, while monitoring whether the vehicle has left the yaw suppression area; wherein, compared with the initial path request condition, the temporary path request condition removes the requirement for the navigation state, and the intelligent driving domain controller can issue a path retransmission request once the self-test is passed. In response to the vehicle leaving the yaw suppression area, the temporary path request conditions are restored to the initial path request conditions, and path request control is performed based on the initial path request conditions.

2. The yaw suppression control method according to claim 1, characterized in that, After restoring the temporary path request conditions to the initial path request conditions, the method further includes: The disengagement timer is activated when the vehicle leaves the yaw suppression area to obtain the disengagement duration. Yaw recalculation control is performed based on the disengagement time.

3. The yaw suppression control method according to claim 1, characterized in that, The step of determining whether the vehicle system status conditions are met based on the historical status data includes: Traverse the historical state data to obtain the traversal result; If the traversal result shows that there is closed status data in the historical status data, it is determined that the vehicle system status condition is met. If the traversal result shows that there is no closed status data in the historical status data, it is determined that the vehicle system status condition is not met.

4. The yaw suppression control method according to claim 1, characterized in that, The assisted driving control based on the temporary route request conditions includes: In response to the vehicle's infotainment system switching from a closed state to an active state, a self-test is performed to obtain the self-test results; In response to the self-test result being a pass, it is determined that the temporary path request conditions are met, a path retransmission request is sent to the vehicle's infotainment system, and when the navigation state is in a yaw state, the path retransmission request is retransmitted to the vehicle's infotainment system according to a preset first request period. Map information is determined based on the navigation path fed back by the vehicle system, and assisted driving control is performed based on the map information and the real-time environmental perception information sent by the vehicle system.

5. The yaw suppression control method according to claim 1, characterized in that, The path request control based on the initial path request conditions includes: In response to the navigation state being normal, determine the historical time of the last path retransmission request sent; The request sending time is determined based on the historical time and the preset second request period; When the actual time equals the request sending time, a route retransmission request is sent to the vehicle system, and when the navigation status is normal, the route retransmission request is retransmitted to the vehicle system according to the second request cycle.

6. The yaw suppression control method according to claim 2, characterized in that, The yaw recalculation control based on the disengagement duration includes: In response to the departure time being greater than or equal to a preset threshold time, and the vehicle not sending a route retransmission request after leaving the yaw suppression area, a route retransmission request is sent to the vehicle to determine a new navigation map based on the navigation path fed back by the vehicle.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, Including the electronic device as described in claim 7.

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