Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and the vehicle control method comprises the steps: obtaining a driving intention of the vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to physical control and used for controlling the vehicle; determining a matching degree between the driving intention and a target driving strategy, wherein the target driving strategy is determined according to environment information of the vehicle; if the matching degree meets a first matching condition, the vehicle is in a first mode, if the matching degree does not meet the first matching condition, the vehicle is in a second mode, and the first mode is different from the second mode.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and more particularly, to a vehicle control method and vehicle. BACKGROUND

[0002] A vehicle has a driving assistance system, such as an automatic emergency braking or a lane keeping assistance system, which usually plays an important role in improving driving safety. However, its judgment basis mainly or completely depends on the external environment information of the vehicle, and can be interrupted by the operation of the driver, and cannot effectively distinguish different situations such as "the driver does not realize the danger", "the driver actively performs the dangerous operation", "the driver has taken reasonable avoidance measures", etc., and cannot timely and decisively perform corresponding processing, and cannot guarantee the safety of the vehicle, the driver or the pedestrian. SUMMARY

[0003] Therefore, the present disclosure provides a vehicle control method and vehicle.

[0004] One aspect of the present disclosure provides a vehicle control method, comprising: obtaining a driving intention of a vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle; determining a matching degree of the driving intention and a target driving strategy, the target driving strategy being determined according to environment information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, and if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different.

[0005] According to an embodiment of the present disclosure, the vehicle is in the first mode, comprising: the vehicle is controlled by the first control instruction corresponding to the driving intention; or, the vehicle is controlled by the first control instruction corresponding to the driving intention and the target driving strategy.

[0006] According to an embodiment of the present disclosure, the vehicle is in the first mode, comprising: in response to the matching degree satisfying a second matching condition, the vehicle is controlled by the first control instruction, the second matching condition representing that a first control parameter corresponding to the first control instruction matches a second control parameter corresponding to a second control instruction corresponding to the target driving strategy; in response to the matching degree not satisfying the second matching condition, the vehicle is controlled by the first control instruction and the target driving strategy.

[0007] According to an embodiment of the present disclosure, the process that the vehicle is controlled by the first control instruction and the target driving strategy, comprising: generating auxiliary control information according to the first control instruction and the target driving strategy; adjusting a control parameter corresponding to the first control instruction according to the auxiliary control information to obtain a third control parameter, the adjustment degree of the auxiliary control information adjusting the control parameter corresponding to the first control instruction being determined according to the matching degree; controlling the vehicle according to the third control parameter.

[0008] According to an embodiment of the present disclosure, the vehicle control method comprises: obtaining vehicle state information, and / or environment information of the vehicle; in response to the vehicle state information representing that the vehicle has an accident, and / or the environment information of the vehicle representing that the vehicle has a risk of traffic accident, switching the vehicle from a first mode to a second mode based on a first control unit.

[0009] According to an embodiment of the present disclosure, determining the matching degree of the driving intention and the target driving strategy comprises: predicting a first motion trajectory of the vehicle under the control of the driving intention; predicting a second motion trajectory of the vehicle under the control of the target driving strategy; and determining the matching degree according to the first motion trajectory and the second motion trajectory.

[0010] According to an embodiment of the present disclosure, determining the matching degree of the driving intention and the target driving strategy comprises: determining the matching degree according to a first control parameter corresponding to the driving intention and a second control parameter corresponding to the target driving strategy.

[0011] According to an embodiment of the present disclosure, the vehicle being in the second mode comprises: the vehicle being controlled based on a second control instruction corresponding to the target driving strategy, and the first control instruction corresponding to the driving intention being unable to control the vehicle.

[0012] Another aspect of the present disclosure provides a vehicle control device, comprising: a first obtaining module configured to obtain a driving intention of a vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle; a first determining module configured to determine a matching degree of the driving intention and a target driving strategy, the target driving strategy being determined according to environment information of the vehicle; and a control module configured to: if the matching degree satisfies a first matching condition, the vehicle being in a first mode; and if the matching degree does not satisfy the first matching condition, the vehicle being in a second mode, wherein the first mode and the second mode are different.

[0013] Another aspect of the present disclosure provides an electronic device, comprising: at least one processor; and a memory connected with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle control method of any one of the preceding embodiments.

[0014] Another aspect of the present disclosure provides a computer-readable storage medium storing computer instructions, wherein the computer instructions are used to enable a computer to perform the vehicle control method according to any one of the preceding embodiments.

[0015] Another aspect of the present disclosure provides a computer program product, comprising computer programs / instructions, which, when executed by a processor, implement the operations of the vehicle control method of any one of the preceding embodiments.

[0016] Another aspect of the present disclosure provides a vehicle, comprising: a vehicle body comprising a driving device, the driving device being configured to generate a first control instruction for controlling the vehicle body in response to a received physical manipulation; a first control unit configured to generate a target driving strategy according to environmental information of the vehicle body; a processor connected to the driving device and the first control unit, and configured to obtain a driving intention of the vehicle, the driving intention representing the first control instruction generated by the driving device of the vehicle in response to the physical manipulation; determine a matching degree between the driving intention and the target driving strategy, the target driving strategy being determined according to the environmental information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, and if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different.

[0017] According to an embodiment of the present disclosure, the vehicle comprises: a second control unit configured to prevent the first control instruction corresponding to the driving intention from controlling the vehicle when the vehicle is in the second mode. BRIEF DESCRIPTION OF DRAWINGS

[0018] The above and other objects, features and advantages of the present disclosure will become more apparent from the following description when taken in conjunction with the accompanying drawings, in which:

[0019] Figure 1 A flowchart schematically illustrating a vehicle control method according to an embodiment of the present disclosure is shown;

[0020] Figure 2 A flowchart schematically illustrating a human-machine co-driving process in a vehicle control method according to an embodiment of the present disclosure is shown;

[0021] Figure 3 Another flowchart schematically illustrating a vehicle control method according to an embodiment of the present disclosure is shown;

[0022] Figure 4 A flowchart schematically illustrating a process of determining a matching degree in a vehicle control method according to an embodiment of the present disclosure is shown;

[0023] Figure 5 Another flowchart schematically illustrating a vehicle control method according to an embodiment of the present disclosure is shown;

[0024] Figure 6A A system block diagram according to an embodiment of the present disclosure is schematically shown;

[0025] Figure 6B A whole system flowchart according to an embodiment of the present disclosure is schematically shown;

[0026] Figure 7 A block diagram of a vehicle control device according to an embodiment of the present disclosure is schematically shown; and

[0027] Figure 8 A block diagram of an electronic device suitable for implementing the above-described methods according to embodiments of the disclosure is schematically shown. DETAILED DESCRIPTION

[0028] Hereinafter, embodiments of the disclosure will be described with reference to the accompanying drawings. It should be understood, however, that the description is merely exemplary of the disclosure and is not intended to limit the scope of the disclosure. In the following detailed description of the embodiments of the disclosure, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the disclosure. However, it would be apparent to one skilled in the art that the embodiments of the disclosure can be practiced without these specific details. In other instances, well-known structures and techniques have not been described in detail in order to avoid obscuring aspects of the disclosure.

[0029] The terms used herein are merely used to describe specific embodiments and are not intended to limit the disclosure. The terms "include", "comprise" and the like used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0030] All terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of the present specification, and should not be interpreted in an idealized or overly formal manner.

[0031] In the case of using expressions similar to "at least one of A, B, and C, etc.", it should be generally interpreted as including one or more of the items enumerated in the list (e.g., "a system having at least one of A, B, and C" should include, but not be limited to, a system having A alone, a system having B alone, a system having C alone, a system having both A and B, a system having both A and C, a system having both B and C, and / or a system having A, B, and C, etc.).

[0032] In the embodiments of the disclosure, the collection, updating, analysis, processing, use, transmission, provision, disclosure, storage, etc. of the data involved (for example, including but not limited to user personal information) comply with the relevant legal regulations, are used for legal purposes, and do not violate public order and good customs. In particular, necessary measures are taken for user personal information to prevent illegal access to user personal information data, and to maintain user personal information security, network security and national security.

[0033] Embodiments of the present disclosure provide a vehicle control method, comprising: obtaining a driving intention of a vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle; determining a matching degree of the driving intention and a target driving strategy, the target driving strategy being determined according to environmental information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, and if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different.

[0034] Figure 1 A flowchart of a vehicle control method according to an embodiment of the present disclosure is schematically shown.

[0035] As shown in Figure 1 , the vehicle control method can at least include operations S110-S130.

[0036] In operation S110, a driving intention of a vehicle is obtained, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle. The driving device can be a component such as a steering wheel, an accelerator pedal, a brake pedal, etc., which can be directly physically manipulated by a driver. The physical manipulation can be an action such as turning the steering wheel, stepping on or lifting the pedal, etc. The first control instruction is an original control signal generated in response to the physical manipulation, such as a steering wheel angle signal, a pedal opening degree signal, etc. The driving intention of the vehicle can be obtained by, for example, collecting signal parameters corresponding to the physical manipulation of the driver in real time or periodically through a sensor installed on the driving device, or by obtaining signals sent by the driving device to a vehicle processor, thereby obtaining the first control instruction representing the intention of the driver.

[0037] For example, when the driver steps on the accelerator pedal to 50% opening, the obtained driving intention is an acceleration instruction requesting to increase the driving force of the vehicle to a preset level. For another example, when the driver turns the steering wheel to the left by 30 degrees, the obtained driving intention is a first control instruction requesting the vehicle to turn to the left.

[0038] In operation S120, a matching degree of the driving intention and a target driving strategy is determined, the target driving strategy being determined according to environmental information of the vehicle. The environmental information can be vehicle driving environment data collected by a vehicle-mounted sensor such as a camera, a radar, a laser radar, etc., which can include static obstacle information, dynamic target (such as pedestrians, other vehicles) information, road boundary information, etc. around the vehicle. The target driving strategy is a driving strategy autonomously planned and generated based on the environmental information for the purpose of improving driving safety, which can be represented as a series of recommended control instructions or a safe driving trajectory. The matching degree is used to represent the consistency or similarity degree of the driving intention and the target driving strategy.

[0039] The matching degree of the driving intention and the target driving strategy can be: comparing the first control instruction representing the driving intention with the target driving strategy, and generating a quantitative or qualitative matching degree result according to the consistency degree of the two.

[0040] For example, there is a pedestrian in front of the vehicle at a close distance, and the environmental information represents the position and speed of the pedestrian. At this time, the generated target driving strategy is emergency braking. If the obtained driving intention is to step on the brake pedal, it is determined that the matching degree of the driving intention and the target driving strategy is high. If the obtained driving intention is to step on the accelerator pedal, it is determined that the matching degree of the driving intention and the target driving strategy is low.

[0041] In operation S130, if the matching degree meets the first matching condition, the vehicle is in the first mode, and if the matching degree does not meet the first matching condition, the vehicle is in the second mode. The first matching condition can be a preset matching degree threshold or a logical judgment rule. The first mode and the second mode are two different vehicle control right states or vehicle response states. Specifically, the matching degree determined in operation S120 can be compared with the preset first matching condition. If the comparison result meets the condition, the control system of the vehicle is switched to the first mode; if the comparison result does not meet the condition, the control system of the vehicle is switched to the second mode.

[0042] In one specific embodiment, the first matching condition is a matching degree threshold, for example, the first matching condition is set to be higher than 70%. In the above example, if the driving intention is braking, the calculated matching degree is 95%, and 95% > 70%, which meets the first matching condition, so the vehicle enters the first mode. If the driving intention is acceleration, the calculated matching degree is 10%, and 10% < 70%, which does not meet the first matching condition, so the vehicle enters the second mode.

[0043] In another specific embodiment, the first matching condition can represent that the control type of the first control instruction matches the control type of the second control instruction corresponding to the target driving strategy. The control type can be the classification of longitudinal control (such as acceleration, deceleration) or lateral control (such as left turn, right turn) of the vehicle. When the control types of the two are the same, the first matching condition is met.

[0044] For example, when the second control instruction generated by the target driving strategy is a left turn instruction to avoid a right obstacle, if the first control instruction corresponding to the driving intention of the driver is also a left turn instruction, the control types of both (both are left turns in lateral control) match, the first matching condition is met, and the vehicle enters the first mode. Conversely, if the first matching condition is not met, it indicates that the control types of both do not match. For example, when the second control instruction generated by the target driving strategy is an emergency braking instruction to avoid colliding with a pedestrian, if the first control instruction corresponding to the driving intention of the driver is an acceleration instruction, the control types of both (one is deceleration in longitudinal control, and one is acceleration in longitudinal control) are seriously inconsistent, the first matching condition is not met, and the vehicle enters the second mode.

[0045] According to the embodiments of the present disclosure, by obtaining the driving intention of the driver and combining the target driving strategy generated based on the environment information, the matching degree of the two is judged, so that the vehicle enters different control modes, the dynamic evaluation of the driving behavior is realized, the vehicle can be maintained in the normal response when the intention of the driver is consistent with the safety strategy, and the vehicle can be switched to another state when there is a significant deviation between the two, which provides a premise for subsequent targeted control intervention, improves the intelligence and flexibility of vehicle control, provides a basis for judging potential dangerous driving behavior, and thus improves the driving safety.

[0046] On the basis of the foregoing embodiments, the vehicle in the first mode can include a first sub-mode or a second sub-mode.

[0047] In the first sub-mode, the vehicle is controlled by the first control instruction corresponding to the driving intention. In this sub-mode, the control right of the vehicle is completely given to the driver. The control system directly transmits the original first control instruction generated by the driver through the driving device to the actuators (such as a steering motor, a brake module, a driving motor, etc.) of the vehicle without modification or only necessary signal conversion for execution. At this time, the target driving strategy can only be used as background monitoring or reference, and does not directly participate in the closed-loop control of the vehicle.

[0048] For example, when the target driving strategy suggests passing a curve at a speed of 20-30 kilometers per hour, and the first control instruction corresponding to the driving intention of the driver corresponds to a vehicle speed of 25 kilometers per hour, and the control types of both are steering and speed maintenance. In the first sub-mode, the vehicle will completely execute the instruction of the driver to travel at a speed of 25 kilometers per hour, and the control system does not intervene.

[0049] In the second sub-mode, the vehicle is in a man-machine co-driving state. The control instruction finally acting on the vehicle actuators is generated by fusing the first control instruction of the driver and the generated target driving strategy (or the corresponding second control instruction). The fusion method can be weighted summation, optimization selection or instruction correction, etc. The driver's operation is still the main basis for vehicle control, but the target driving strategy will assist, supplement or fine-tune it to ensure the smoothness and safety of driving.

[0050] For example, when passing the above-mentioned curve, the target driving strategy suggests a steering angle of 10-20 degrees, while the first control instruction of the driver corresponds to a steering angle of 23 degrees. In the second sub-mode, the control system can fuse the two instructions and finally output a steering instruction of 18 degrees to the steering actuator, which not only reflects the steering intention of the driver, but also makes the steering process smoother and more stable through the assistance of the system.

[0051] According to the embodiments of the present disclosure, by subdividing the first mode into two sub-modes of driver complete control and man-machine co-control, the flexibility and hierarchy of the control strategy are realized. It is ensured that under the premise that the driver's intention is consistent with the safety strategy direction, different assistance levels can be selected according to the specific situation: it can be completely non-intervened when the driver's operation is accurate to ensure a natural driving experience; or it can provide assistance when needed to improve the accuracy and safety of control, thereby ensuring safety while achieving a good human-computer interaction experience.

[0052] On the basis of the foregoing embodiments, the vehicle in the first mode can include a third sub-mode or a fourth sub-mode.

[0053] The third sub-mode, in response to the matching degree satisfying a second matching condition, the vehicle is controlled by the first control instruction, the second matching condition representing that the first control parameter corresponding to the first control instruction matches the second control parameter corresponding to the second control instruction of the target driving strategy.

[0054] The fourth sub-mode, in response to the matching degree not satisfying the second matching condition, the vehicle is controlled by the first control instruction and the target driving strategy.

[0055] According to embodiments of the present disclosure, the first matching condition and the second matching condition are understood as different threshold points on the same continuous "matching degree" scale, which together divide the full range of matching degree (e.g. 0%~100%) into multiple intervals, each corresponding to a specific vehicle control mode or sub-mode. On the basis of the foregoing embodiments, the vehicle being in the first mode can include a third sub-mode, or a fourth sub-mode. In this case, the third sub-mode is a specific implementation of the aforementioned first sub-mode (the vehicle being controlled by the first control instruction corresponding to the driving intention), with the triggering condition being that the matching degree meets a very high requirement (i.e. meeting the second matching condition). The fourth sub-mode is a specific implementation of the aforementioned second sub-mode (the vehicle being jointly controlled by the first control instruction corresponding to the driving intention and the target driving strategy), with the triggering condition being that the matching degree falls within an intermediate interval allowing for human-machine co-piloting (i.e. meeting the first matching condition but not meeting the second matching condition).

[0056] In this implementation, the second matching condition can be defined as a higher matching degree threshold, for example "matching degree greater than 90%". When the calculated matching degree meets this condition, it indicates that the driving intention of the driver is highly consistent with the target driving strategy generated by the system, not only in the same direction, but also in the execution amplitude. At this time, it is determined that the driver's operation is completely reliable, and thus the vehicle enters the third sub-mode, being completely controlled by the first control instruction of the driver. For example, if the calculated matching degree of the driving intention and the target driving strategy is 95%, since 95% is greater than the preset 90% threshold, the second matching condition is met, and the vehicle enters the third sub-mode to execute the original operation instruction of the driver.

[0057] The prerequisite for entering the fourth sub-mode is that the matching degree meets the first matching condition (e.g. "matching degree greater than 50%") for distinguishing between the first mode and the second mode, but fails to meet the second matching condition (e.g. "matching degree greater than 90%") for entering the third sub-mode. Therefore, this mode corresponds to an intermediate matching degree interval, for example 50% to 90%. This indicates that the intention of the driver is generally consistent with the direction of the safety strategy, but the accuracy of the operation deviates to some extent, and assistance is needed.

[0058] For example, if the calculated matching degree is 75%, since 75% does not meet the second matching condition of "greater than 90%", but meets the first matching condition of "greater than 50%", the vehicle therefore enters the fourth sub-mode and starts human-machine co-piloting, with the system assisting and correcting the instruction of the driver. Correspondingly, if the matching degree is 40%, the vehicle will directly enter the second mode because it does not meet the first matching condition (greater than 50%).

[0059] According to the embodiment of the present disclosure, by dividing the continuous matching degree index into intervals, a multi-level and gradual control response mechanism is established. Unlike the existing emergency avoidance control (for example, AEB) which directly intervenes when a danger is detected, the method first evaluates the driving intention, and then smoothly switches between multiple modes according to the deviation of the driving intention from the safety strategy, so that the control of the vehicle can ensure safety in extreme cases, and provide a harmonious and intelligent human-computer interaction experience in most scenarios.

[0060] In another embodiment, a rough judgment (for example, whether the control type is consistent) is first made by the first matching condition to determine whether the vehicle enters the first mode or the second mode. Then, under the premise of entering the first mode, a fine judgment (for example, whether the control parameters match) is made by the second matching condition to determine which sub-mode is specifically executed in the first mode. The vehicle in the first mode can include a third sub-mode or a fourth sub-mode.

[0061] In this embodiment, the third sub-mode and the fourth sub-mode are not new modes parallel to the first sub-mode and the second sub-mode, but are conditional descriptions of the first sub-mode and the second sub-mode. In other words, this embodiment illustrates how to select the first sub-mode or the second sub-mode according to the second matching condition when in the first mode. When the second matching condition is met, the vehicle enters the third sub-mode, and the control effect of this mode is exactly the same as that of the first sub-mode (the vehicle is controlled by the first control instruction corresponding to the driving intention). When the second matching condition is not met, the vehicle enters the fourth sub-mode, and the control effect of this mode is exactly the same as that of the second sub-mode (the vehicle is controlled by both the first control instruction corresponding to the driving intention and the target driving strategy).

[0062] In this embodiment, the third sub-mode, in response to the matching degree satisfying the second matching condition, the vehicle is controlled by the first control instruction, and the second matching condition represents that the first control parameter corresponding to the first control instruction matches the second control parameter corresponding to the second control instruction of the target driving strategy. The vehicle first enters the first mode because the first matching condition (for example, the control type is consistent or within the threshold range required by the first matching condition) is met. On this basis, it is further judged whether the second matching condition is met. When the difference between the first control parameter and the second control parameter is within the preset allowable range, the second matching condition is met. At this time, the vehicle enters the third sub-mode, that is, the control mode of the first sub-mode is executed, and the driver is completely controlled. Otherwise, the fourth sub-mode is entered.

[0063] For example, the vehicle has entered the first mode. Based on the driver's steering instruction of 12 degrees and the system's recommended steering instruction of 10 degrees, the parameter matching degree is calculated to be 95%. Since 95% is greater than the threshold of 90%, the second matching condition is met, and the vehicle is in the third sub-mode (equivalent to the first sub-mode) at this time, which is fully controlled by the driver. For another example, the vehicle has entered the first mode. Based on the driver's steering instruction of 20 degrees and the system's recommended steering instruction of 10 degrees, the parameter matching degree is calculated to be 60%. Since 60% does not reach the threshold of greater than 90%, the second matching condition is not met, and the vehicle switches to the fourth sub-mode (equivalent to the second sub-mode) at this time, entering the human-machine co-driving state.

[0064] According to the embodiments of the present disclosure, through a "qualitative first and quantitative second" hierarchical judgment logic, accurate evaluation and response to driving behavior are realized. The limitations of traditional emergency avoidance systems, which are based only on environmental information for judgment and cannot predict whether the driver has taken reasonable avoidance measures, are overcome. First, the first matching condition ensures that the fundamental direction of the driving intention is safe. On this basis, the second matching condition quantitatively evaluates the accuracy of the operation, thereby deciding whether to adopt "complete empowerment" (first sub-mode) or "auxiliary co-driving" (second sub-mode), providing a clear switching basis for different control modes in the first mode, and realizing highly flexible and intelligent human-machine interaction.

[0065] Figure 2 A flowchart of the human-machine co-driving process in the vehicle control method according to the embodiments of the present disclosure is schematically shown.

[0066] As Figure 2 shown, on the basis of the foregoing embodiments, the process in which the vehicle is jointly controlled by the first control instruction and the target driving strategy can include operations S210-S230.

[0067] In operation S210, auxiliary control information is generated according to the first control instruction and the target driving strategy. The auxiliary control information is the basis for adjusting or correcting the driver's first control instruction. Generating auxiliary control information can be based on the difference between the first control instruction and the target driving strategy (or the corresponding second control instruction), generating a correction amount or a correction direction. The difference can be reflected in the numerical value of the control parameter, such as the difference in steering angle, the difference in desired acceleration, etc.

[0068] For example, when the driver's first control instruction is to turn left by 20 degrees, and the target driving strategy corresponds to a second control instruction to turn left by 10 degrees, an auxiliary control information representing the difference between the two can be generated, which can be a correction value of "-10 degrees", or directly take the "10 degrees" of the second control instruction as the correction target.

[0069] At operation S220, the control parameter corresponding to the first control instruction is adjusted according to the auxiliary control information to obtain a third control parameter. The adjustment degree of the auxiliary control information adjusting the control parameter corresponding to the first control instruction is determined according to the matching degree.

[0070] The adjustment degree and the matching degree can present a negative correlation relationship, that is, the lower the matching degree, the greater the adjustment amplitude of the system based on the auxiliary control information, and the higher the control weight of the system; the higher the matching degree, the smaller the adjustment amplitude, and the higher the control weight of the driver. The adjustment process can be realized through a weight function, wherein the weight coefficient is determined by the matching degree, and the third control parameter is finally fused and generated.

[0071] For example, the control weight of the driver is defined as Wd, the control weight of the system is defined as Ws, and Wd+Ws=1. Wd is an increasing function of the matching degree. The third control parameter can be calculated through a fusion formula: third control parameter = Wd * first control parameter + Ws * second control parameter.

[0072] Specifically, for example, the matching degree is 85% (higher). At this time, a higher weight is given to the driver, for example, Wd=0.8, Ws=0.2. If the first control parameter is 20 degrees of steering, and the second control parameter is 10 degrees of steering, then the third control parameter = 0.8 * 20 + 0.2 * 10 = 18 degrees.

[0073] For another example, the matching degree is 55% (lower). At this time, a lower weight is given to the driver, for example, Wd=0.3, Ws=0.7. Similarly, the third control parameter = 0.3 * 20 + 0.7 * 10 = 13 degrees.

[0074] At operation S230, the vehicle is controlled according to the third control parameter. The third control parameter calculated in operation S220 is sent to the corresponding actuator of the vehicle, such as a steering system, a driving system or a braking system, as a final execution instruction to control the vehicle. For example, in the above scenario, a steering instruction of 18 degrees is sent to the steering actuator of the vehicle. The actual movement of the vehicle will respond to this fused third control parameter, rather than the original first control parameter of the driver.

[0075] According to the embodiment of the present disclosure, by associating the adjustment degree of the auxiliary control with the matching degree, a dynamic and adaptive man-machine collaborative control mechanism is realized, which can intelligently allocate control weight according to the compliance of the driver's operation with the safety strategy. Compared with the "one-size-fits-all" strong intervention or the easily interrupted characteristics commonly used in emergency avoidance control, the use of fixed intervention intensity in the man-machine co-driving mode is avoided, and the abrupt control switching is also avoided, realizing the smooth transition and on-demand intervention of control authority. It can provide strong safety assistance when necessary, and give the driver more control freedom when the driver's operation is generally correct, greatly improving the driving experience of man-machine co-driving and the intelligent level of the control system.

[0076] Figure 3 Another flowchart of a vehicle control method according to an embodiment of the present disclosure is schematically shown.

[0077] As Figure 3 shown, on the basis of the foregoing embodiment, the vehicle control method can include operations S310-S320.

[0078] In operation S310, vehicle state information and / or environment information of the vehicle is obtained. The vehicle state information refers to data representing the running state or physical state of the vehicle itself, which is derived from sensors or systems inside the vehicle body and is relatively independent of the external environment. The environment information has been described above and will not be repeated here. Obtaining the vehicle state information can be achieved by collecting data reflecting whether the vehicle has collided, whether a component has been damaged, or whether it is in an abnormal motion state through collision sensors, inertial measurement units, wheel speed sensors, body integrity monitoring modules, etc. built in the vehicle.

[0079] For example, a value representing the acceleration of the vehicle in the Z-axis direction is obtained through the collision sensor, and a sharp change in the value can represent that the vehicle has collided. For another example, by comparing the data of the four wheel speed sensors, it is found that one of the wheel speeds is zero while the other three are high speed rotating, which can represent that the wheel may have fallen off or be stuck.

[0080] In operation S320, in response to the vehicle state information representing that the vehicle has an accident and / or the environment information of the vehicle representing that the vehicle has a risk of traffic accident, the vehicle is switched from the first mode to the second mode based on the first control unit. The vehicle state information and the environment information are continuously monitored and compared with the preset accident triggering conditions. Once any information meets the preset accident condition, a high-priority switching instruction is generated and sent to the first control unit. The first control unit, for example, a physical control lock valve, acts after receiving the instruction, thereby realizing the switching of the vehicle from the first mode to the second mode.

[0081] The switching of the vehicle from the first mode to the second mode has a higher priority than any intention of the driver, and once the switching is performed, the operation of the driver cannot interrupt the switching process or the subsequent second mode control, which is fundamentally different from a traditional emergency avoidance system that can be interrupted by the operation of the driver (such as turning the steering wheel).

[0082] For example, switching based on vehicle state information: When a signal is received from a collision sensor, and it is determined that the strength of the signal exceeds a preset accident determination threshold, an action instruction is immediately sent to a first control unit (for example, an electromagnetic valve that cuts off the driver's steering instruction channel). After the first control unit acts, the first control instruction of the driver is physically blocked, thereby forcibly switching the vehicle to the second mode.

[0083] For another example, switching based on environmental information: When it is learned through environmental perception that the vehicle is driving at a speed higher than a preset safety threshold to an area identified as "highly dense crowd", it is determined that the vehicle has a very high risk of traffic accident, and an instruction is sent to the first control unit, which will forcibly switch the control of the vehicle to the second mode after the first control unit acts.

[0084] According to the embodiments of the present disclosure, by introducing a forced switching mechanism based on vehicle state information and environmental information, a key and independent accident response safety guarantee is added to the conventional control logic based on matching degree judgment, which can make an immediate response to the collision fact that has occurred or the extremely dangerous situation that is about to occur. For example, when the vehicle has a first collision (based on vehicle state information), if the system learns through environmental perception that the subsequent panic operation of the driver will likely cause a more serious secondary accident with the surrounding identified traffic vulnerable groups (VRU, such as pedestrians or cyclists), the automatic locking control will forcibly intervene. Similarly, even if no collision occurs, when the environmental perception function identifies that the vehicle is out of control and rushing towards a crowd or other extremely dangerous scene, the mechanism will be activated. This immediate response is to forcibly take control of the vehicle back to the system (i.e., enter the second mode) by instructing an independent execution component (the first control unit), so as to avoid further deterioration of the situation due to the occurrence of an accident or an extremely dangerous situation in the state of driver control or man-machine co-pilot.

[0085] Figure 4 A flowchart for determining the matching degree in the vehicle control method according to the embodiments of the present disclosure is schematically shown.

[0086] As Figure 4 shown, on the basis of the foregoing embodiments, the operation S120 can include operations S410-S430.

[0087] At operation S410, a first motion trajectory of the vehicle under control of the driving intention is predicted. The motion trajectory can be understood as a collection of a series of predicted position points, heading angles and velocities of the vehicle in a future period of time in two or three dimensional space. The first motion trajectory is predicted by taking the first control instruction of the driver (e.g., current steering wheel angle, accelerator pedal opening) as input, and combining the current motion state of the vehicle (e.g., vehicle speed, position), and performing forward simulation through a preset vehicle dynamics model, to calculate a driving path of the vehicle in a future period of time (e.g., 3 seconds in the future).

[0088] For example, when the acquired first control instruction is "steering wheel turns 15 degrees to the left" and the current vehicle speed is 60 kilometers per hour, the vehicle dynamics model will predict an arc trajectory continuously bending to the left in the next 3 seconds based on these inputs.

[0089] At operation S420, a second motion trajectory of the vehicle under control of the target driving strategy is predicted. Similar to operation S410, but the input is different. The second motion trajectory is predicted by taking the second control instruction corresponding to the target driving strategy (e.g., ideal steering angle and acceleration planned for obstacle avoidance) as input, under the same current motion state of the vehicle as operation S410, and performing forward simulation through the same vehicle dynamics model, to calculate a future driving path under ideal control.

[0090] For example, in the above scenario, if the target driving strategy is "execute emergency left obstacle avoidance", the corresponding second control instruction is "steering wheel turns 25 degrees to the left", the model will predict a more aggressive left obstacle avoidance arc trajectory with greater curvature based on this input.

[0091] At operation S430, a matching degree is determined according to the first motion trajectory and the second motion trajectory. The matching degree is determined by calculating the geometric difference between the two trajectories. For example, the average of the Euclidean distances between the two trajectories at a plurality of corresponding time sampling points can be calculated, or the area of the enclosed region formed by the two trajectories can be calculated. The smaller the calculated geometric difference value is, the more similar the two trajectories are, and the higher the matching degree is. The matching degree can be normalized to a percentage value.

[0092] For example, the first motion trajectory and the second motion trajectory are each sampled 100 points in the next 3 seconds. The distance between each pair of corresponding sampling points is calculated, and the average of the 100 distances is calculated. If the average distance is less than 0.2 meters, the matching degree is determined to be 95% (high matching degree); if the average distance is 1.5 meters, the matching degree is determined to be 40% (low matching degree).

[0093] According to the embodiment of the present disclosure, the matching degree is determined by predicting and comparing the motion trajectories, the method can evaluate the consistency of the driving intention and the safety strategy from the aspect of the behavior result, can reveal that a tiny instruction difference in the present may cause a huge path deviation and safety risk in the future, can more accurately and reliably reflect the real intention of the driver operation and its potential consequences, and overcomes the limitation that the traditional emergency avoidance system cannot predict whether the driver has taken reasonable avoidance measures based on the environmental information only, thereby providing a more solid and safe basis for subsequent mode switching decision.

[0094] Figure 5 Another flowchart of the vehicle control method according to the embodiment of the present disclosure is schematically shown.

[0095] As Figure 5 shown, on the basis of the foregoing embodiment, the operation S120 can include operation S510.

[0096] In operation S510, the matching degree is determined according to the first control parameter corresponding to the driving intention and the second control parameter corresponding to the target driving strategy. The matching degree can be determined by calculating the difference value (for example, difference value, ratio value) between the first control parameter and the second control parameter, and converting the difference value into a standardized matching degree score through a preset mapping function or lookup table. Generally, the smaller the difference value between the two, the higher the determined matching degree.

[0097] For example, in the lateral control, if the first control parameter is “turn left 12 degrees” and the second control parameter is “turn left 10 degrees”, the difference between the two is very small, and the matching degree can be determined to be 90% (high matching degree) according to the preset mapping relationship. In the longitudinal control, if the first control parameter is “80% of the accelerator pedal opening degree” and the second control parameter is “30% of the accelerator pedal opening degree”, the difference between the two is large, and the matching degree can be determined to be 30% (low matching degree).

[0098] According to the embodiment of the present disclosure, the matching degree is determined by directly comparing the control parameters, and the method provides a matching degree evaluation method with low calculation overhead and fast response speed. This method does not need to perform complex dynamics simulation, can make a judgment on the consistency of the instantaneous operation intention of the driver and the system strategy with higher real-time performance, is especially suitable for driving scenarios that require fast decision-making, simplifies the design complexity of the control system, and improves the decision-making efficiency.

[0099] On the basis of the foregoing embodiments, the vehicle in the second mode can be controlled by the vehicle based on the second control instruction corresponding to the target driving strategy, and the first control instruction corresponding to the driving intention cannot control the vehicle. The second mode is a system fully taken over control mode with the highest control priority. In this mode, the control of the vehicle is completely taken over by the system, and any physical operation of the driver will be ignored or physically / logically disconnected, and cannot have any effect on the actuators of the vehicle, which is fundamentally different from the existing emergency avoidance control (such as AEB) that can be interrupted or canceled by the driver (for example, stepping on the pedal or turning the steering wheel), and the vehicle completely follows the target driving strategy autonomously generated by the system.

[0100] For example, when a pedestrian suddenly crosses the road in front of the vehicle, the second control instruction generated by the target driving strategy is “emergency braking”. However, the driver mistakenly steps on the accelerator due to panic, and the first control instruction corresponding to the driving intention is “acceleration”. Since the matching degree of the two is extremely low, the vehicle enters the second mode. In this mode, the braking system of the vehicle will firmly execute the second control instruction of “emergency braking”, and the “acceleration” instruction signal from the accelerator will be ignored or blocked by the control system and cannot be transmitted to the drive system of the vehicle. Finally, the vehicle performs emergency braking instead of the acceleration intended by the driver.

[0101] According to the embodiments of the present disclosure, by defining the second mode as a mode in which the system fully takes over and the driver's instruction is invalid, a final safety mechanism is provided to deal with extreme dangerous scenarios such as the driver's serious wrong judgment, operation failure or loss of driving ability in emergency situations. This clear and unambiguous deprivation of control ensures that in the most critical moment, the vehicle can execute the only correct safety strategy calculated by the system, thereby maximizing the avoidance or mitigation of accidents.

[0102] Figure 6A A system block diagram according to an embodiment of the present disclosure is schematically shown.

[0103] As Figure 6A shown, the accident automatic locking system 600 is a specific physical or logical implementation scheme for implementing the vehicle control method described in the foregoing embodiments. The system serves as a high-priority safety layer, and its core purpose is to execute the mode switching logic in the method, especially when the vehicle faces extremely high traffic accident risk or has already occurred a collision accident, to forcibly and unbreakably switch the vehicle from the first mode to the second mode and execute the system safety strategy. The system realizes the decision and response of forced mode switching based on accidents or extreme risks in the method by fusing environmental information and vehicle state information, thereby constituting the last line of defense for ensuring driving safety.

[0104] The environmental perception unit 640 performs the operation of obtaining vehicle environment information by fusing the data of the camera 650 and the radar 660. The autonomous driving control unit 630 performs the operation of generating a target driving strategy and outputting a second control instruction (the “emergency avoidance / lock safety control” signal in the figure) based on the environment information. The collision sensor 690 is used to obtain vehicle state information representing that the vehicle has an accident. The accident automatic lock control unit 610 is the core of making the mode judgment and switching decision in the method, which receives and analyzes the information from the environmental perception unit 640 and the collision sensor 690 to determine whether the condition for forced switching is met. The control lock valve 670 is the key execution component for switching control, which is the first control unit defined in the foregoing embodiments and does not make decisions by itself but only responds to instructions. The vehicle actuator 680 is the physical control mechanism of the vehicle, and the human-machine interaction system 620 is used to deliver alarm information to the driver.

[0105] In the conventional first mode, the driver’s driving control as the first control instruction is directly transmitted to the vehicle actuator 680 through the control lock valve 670 in the inactive state to control the vehicle. During this period, the accident automatic lock control unit 610 continuously monitors various safety information in the background. Once the unit determines that the condition for forced switching to the second mode is met (for example, the logic for forced switching based on vehicle state or environment information in the foregoing embodiments is implemented), it immediately issues a “driver control input cutoff” instruction to the control lock valve 670. After receiving the instruction, the control lock valve 670 acts to block the driver’s control input. At the same time, the second control instruction generated by the autonomous driving control unit 630 obtains the exclusive control right to the vehicle actuator 680. At this time, the vehicle enters the second mode defined in the method: a mode in which the system takes over completely and the driver’s operation is invalid, and starts to perform emergency safety operations. The accident automatic lock control has the highest priority and cannot be interrupted until the vehicle enters a safe state, and the accident automatic lock control is released and temporarily taken over, the safe state is switched to the first mode, or the vehicle is helped to enter a safe state, such as finding a suitable avoidance route and stopping the vehicle from driving in a safe environment.

[0106] Figure 6B The overall system flowchart according to the embodiments of the present disclosure is schematically shown.

[0107] As Figure 6BAs shown, the data from sensors such as camera 650 and radar 660 are continuously fused by the environment perception unit 640. Operation 6001 judges the current environment to determine whether it is a high-risk environment. If not, operation 6002 is performed, and the accident lockout system enters a standby state, and the vehicle is normally controlled by the driver. If it is a high-risk environment, operation 6003 is performed, and the accident lockout system enters an active state, preparing for higher-level judgment and intervention.

[0108] In the active state, operation 6004 is further performed to determine whether there is a collision risk. If there is a collision risk, operation 6005 is performed to generate an emergency avoidance control strategy, i.e., the target driving strategy mentioned in the foregoing embodiments. Subsequently, the flow enters the core matching degree judgment link. Operation 6006 is performed to compare the driver's driving intention (i.e., the first control instruction) with the generated emergency avoidance control strategy (i.e., the second control instruction) to determine the matching degree of the two.

[0109] If the judgment result is that the two are consistent (i.e., the matching degree meets the first matching condition), it means that the driver is taking reasonable operations consistent or similar to the system safety strategy. At this time, operation 6009 is performed to allow the driver to take over the vehicle, and the vehicle can enter the human-machine co-driving state shown in operation 6010, and finally enter the safe state in operation 6011. This path corresponds to the vehicle being in the first mode defined in the foregoing embodiments.

[0110] On the contrary, if the judgment result of operation 6006 is that the driving intention does not match the emergency avoidance control (i.e., the matching degree does not meet the first matching condition), it means that the driver's operation deviates significantly from the system's safety strategy and may exacerbate the danger. At this time, forced takeover will be performed. Operation 6007 is performed to issue an instruction to make the control lockout valve cut off the driver's control input. This action will make the vehicle enter the lockout safety control state (operation 6008), i.e., be completely taken over by the system. In this state, the vehicle will strictly execute the generated emergency avoidance control strategy, and finally enter the safe state in operation 6011. This path corresponds to the vehicle being in the second mode defined in the foregoing embodiments.

[0111] Figure 7 A block diagram of a vehicle control device according to an embodiment of the present disclosure is schematically shown.

[0112] As Figure 7 shown, the vehicle control device 700 can include a first acquisition module 710, a first determination module 720, and a control module 730.

[0113] The first obtaining module 710 is configured to obtain a driving intention of the vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle. In some embodiments, the first obtaining module 710 can be configured to perform operation S110 in the vehicle control method described above, and details are not described herein.

[0114] The first determining module 720 is configured to determine a matching degree between the driving intention and a target driving strategy, the target driving strategy being determined according to environment information of the vehicle. In some embodiments, the first determining module 720 can be configured to perform operation S120 in the vehicle control method described above, and details are not described herein.

[0115] The control module 730 is configured to control the vehicle to be in a first mode if the matching degree satisfies a first matching condition, and control the vehicle to be in a second mode if the matching degree does not satisfy the first matching condition, wherein the first mode and the second mode are different. In some embodiments, the control module 730 can be configured to perform operation S130 in the vehicle control method described above, and details are not described herein.

[0116] According to embodiments of the present disclosure, the control module can include a first sub-mode module and a second sub-mode module.

[0117] The first sub-mode module is configured to control the vehicle to be in a first sub-mode, the first sub-mode including that the vehicle is controlled by the first control instruction corresponding to the driving intention.

[0118] The second sub-mode module is configured to control the vehicle to be in a second sub-mode. The second sub-mode includes that the vehicle is controlled by the first control instruction corresponding to the driving intention and the target driving strategy.

[0119] According to embodiments of the present disclosure, the control module can include a third sub-mode module and a fourth sub-mode module.

[0120] The third sub-mode module is configured to control the vehicle to be in a third sub-mode, the third sub-mode including that the vehicle is controlled by the first control instruction in response to the matching degree satisfying a second matching condition, the second matching condition representing that a first control parameter corresponding to the first control instruction matches a second control parameter corresponding to a second control instruction of the target driving strategy.

[0121] The fourth sub-mode module is configured to control the vehicle to be in a fourth sub-mode, the fourth sub-mode including that the vehicle is controlled by the first control instruction and the target driving strategy in response to the matching degree not satisfying the second matching condition.

[0122] According to embodiments of the present disclosure, the control module can include a first generating module, a first adjusting module, and a control executing module.

[0123] The first generation module is configured to generate the auxiliary control information according to the first control instruction and the target driving strategy. In some embodiments, the first generation module can be configured to perform operation S210 in the vehicle control method described above, which will not be repeated here.

[0124] The first adjustment module is configured to adjust the control parameter corresponding to the first control instruction according to the auxiliary control information to obtain a third control parameter, and an adjustment degree of the auxiliary control information adjusting the control parameter corresponding to the first control instruction is determined according to the matching degree. In some embodiments, the first adjustment module can be configured to perform operation S220 in the vehicle control method described above, which will not be repeated here.

[0125] The control execution module is configured to control the vehicle according to the third control parameter. In some embodiments, the control execution module can be configured to perform operation S230 in the vehicle control method described above, which will not be repeated here.

[0126] According to embodiments of the present disclosure, the vehicle control device can include a first obtaining module and a first switching module.

[0127] The first obtaining module is configured to obtain vehicle state information and / or environment information of the vehicle. In some embodiments, the first obtaining module can be configured to perform operation S310 in the vehicle control method described above, which will not be repeated here.

[0128] The first switching module is configured to switch the vehicle from the first mode to the second mode based on the first control unit in response to the vehicle state information indicating that the vehicle has an accident and / or the environment information of the vehicle indicating that the vehicle has a risk of traffic accident. In some embodiments, the first switching module can be configured to perform operation S320 in the vehicle control method described above, which will not be repeated here.

[0129] According to embodiments of the present disclosure, the first determination module can include a first prediction module, a second prediction module, and a second determination module.

[0130] The first prediction module is configured to predict a first motion trajectory of the vehicle under control of the driving intention. In some embodiments, the first prediction module can be configured to perform operation S410 in the vehicle control method described above, which will not be repeated here.

[0131] The second prediction module is configured to predict a second motion trajectory of the vehicle under control of the target driving strategy. In some embodiments, the second prediction module can be configured to perform operation S420 in the vehicle control method described above, which will not be repeated here.

[0132] The second determination module is configured to determine the matching degree according to the first motion trajectory and the second motion trajectory. In some embodiments, the second determination module can be configured to perform operation S430 in the vehicle control method described above, which will not be repeated here.

[0133] According to an embodiment of the present disclosure, the first determining module can include a third determining module.

[0134] The third determining module is configured to determine the matching degree according to the first control parameter corresponding to the driving intention and the second control parameter corresponding to the target driving strategy. In some embodiments, the third determining module can be configured to perform operation S510 in the vehicle control method described above, and details are not described herein.

[0135] According to an embodiment of the present disclosure, the control module can include a second mode module.

[0136] The second mode module is configured to control the vehicle to be in the second mode, and the vehicle being in the second mode includes that, in response to the matching degree not satisfying the second matching condition, the vehicle is controlled by the first control instruction and the target driving strategy.

[0137] Any one or more of the modules, sub-modules, units, sub-units according to the embodiments of the present disclosure, or at least part of functions of any one or more of the modules, sub-modules, units, sub-units can be implemented in one module. Any one or more of the modules, sub-modules, units, sub-units according to the embodiments of the present disclosure can be split into multiple modules for implementation. Any one or more of the modules, sub-modules, units, sub-units according to the embodiments of the present disclosure can be implemented at least in part as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on substrate, a system on package, an application specific integrated circuit (ASIC), or any other reasonable way of hardware or firmware by integrating or packaging the circuit, or in any one of software, hardware and firmware or in an appropriate combination of any of the above. Alternatively, one or more of the modules, sub-modules, units, sub-units according to the embodiments of the present disclosure can be implemented at least in part as computer program modules, which can perform corresponding functions when the computer program modules are run.

[0138] For example, any of the first obtaining module 710, the first determining module 720, and the control module 730 can be combined in one module / unit / sub-unit, or any of the modules / units / sub-units can be split into multiple modules / units / sub-units. Alternatively, at least part of the function of one or more of the modules / units / sub-units can be combined with at least part of the function of other modules / units / sub-units, and implemented in one module / unit / sub-unit. According to an embodiment of the present disclosure, at least one of the first obtaining module 710, the first determining module 720, and the control module 730 can be implemented at least in part as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on board, a system on package, an application specific integrated circuit (ASIC), or any other reasonable manner of integrating or packaging a circuit, etc. in hardware or firmware, or in any one of software, hardware, and firmware, or in a proper combination of any of them. Alternatively, at least one of the first obtaining module 710, the first determining module 720, and the control module 730 can be implemented at least in part as a computer program module that can perform the corresponding function when the computer program module is run.

[0139] It should be noted that the data processing system part in the embodiments of the present disclosure corresponds to the data processing method part in the embodiments of the present disclosure, and the description of the data processing system part is specifically referred to the data processing method part, which will not be repeated here.

[0140] Figure 8 A block diagram of an electronic device suitable for implementing the method described above according to an embodiment of the present disclosure is schematically shown. Figure 8 The electronic device shown is merely an example, and should not bring any limitation to the function and use range of the embodiments of the present disclosure.

[0141] As Figure 8 shown, the electronic device 800 according to an embodiment of the present disclosure includes a processor 801, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 802 or a program loaded from a storage portion 808 into a random access memory (RAM) 803. The processor 801 can include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor, and / or a related chipset, and / or a special-purpose microprocessor (e.g., an application specific integrated circuit (ASIC)), etc. The processor 801 can also include an on-board memory for cache use. The processor 801 can include a single processing unit or multiple processing units for performing different actions of the method processes according to embodiments of the present disclosure.

[0142] In the RAM 803, various programs and data required for the operation of the electronic device 800 are stored. The processor 801, the ROM 802, and the RAM 803 are connected to each other via the bus 804. The processor 801 performs various operations of the method flow according to the embodiments of the present disclosure by executing the programs in the ROM 802 and / or the RAM 803. It is to be noted that the programs can also be stored in one or more memories other than the ROM 802 and the RAM 803. The processor 801 can also perform various operations of the method flow according to the embodiments of the present disclosure by executing the programs stored in the one or more memories.

[0143] According to an embodiment of the present disclosure, the electronic device 800 can further include an input / output (I / O) interface 805, which is also connected to the bus 804. The electronic device 800 can further include one or more of the following components connected to the input / output (I / O) interface 805: an input part 806 including a keyboard, a mouse, etc.; an output part 807 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage part 808 including a hard disk, etc.; and a communication part 809 including a network interface card such as a LAN card, a modem, etc. The communication part 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to the input / output (I / O) interface 805 as necessary. A removable medium 811 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is mounted on the drive 810 as necessary, so that a computer program read out therefrom is installed in the storage part 808 as necessary.

[0144] According to an embodiment of the present disclosure, the method flow according to the embodiments of the present disclosure can be implemented as a computer software program. For example, the embodiments of the present disclosure include a computer program product including a computer program carried on a computer-readable storage medium, the computer program containing program codes for executing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication part 809, and / or installed from the removable medium 811. When the computer program is executed by the processor 801, the above-described functions defined in the system of the embodiments of the present disclosure are performed. According to an embodiment of the present disclosure, the system, the device, the apparatus, the module, the unit, etc. described above can be implemented by computer program modules.

[0145] The present disclosure also provides a computer readable storage medium, which can be included in the device / apparatus / system described in the above embodiments, or can exist separately without being assembled into the device / apparatus / system. The above computer readable storage medium carries one or more programs, which, when executed, implement the method according to the embodiments of the present disclosure.

[0146] According to embodiments of the present disclosure, the computer readable storage medium can be a non-volatile computer readable storage medium. For example, it can include, but is not limited to, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present disclosure, the computer readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in connection with an instruction execution system, apparatus, or device.

[0147] For example, according to embodiments of the present disclosure, the computer readable storage medium can include the ROM 802 and / or the RAM 803 described above and / or one or more memories other than the ROM 802 and the RAM 803.

[0148] Embodiments of the present disclosure also include a computer program product, which includes a computer program containing a program code for executing the method provided by the embodiments of the present disclosure, and when the computer program product is run on an electronic device, the program code is used to make the electronic device implement the vehicle control method provided by the embodiments of the present disclosure.

[0149] When the computer program is executed by the processor 801, the above functions defined in the system / apparatus of the embodiments of the present disclosure are performed. According to embodiments of the present disclosure, the above described system, apparatus, module, unit, etc. can be implemented by computer program modules.

[0150] In one embodiment, the computer program can be tangibly embodied in a non-transitory computer readable medium, such as a tangible memory device, a magnetic storage device, or the like. In another embodiment, the computer program can be tangibly embodied in a signal, such as a download signal, and be distributed over a network, such as the Internet, and be downloaded and installed by a user computer device, and / or installed from a removable memory device 811. The computer program comprising program code can be transmitted using any suitable transmission medium, including, but not limited to, wireless, wired, optical fiber cable, or any suitable combination of the foregoing. The program code implementing the computer program as described herein can be written in any combination of one or more programming languages, including a high-level procedural or object-oriented programming language, and / or an assembly or machine language. The programming language can include, but is not limited to, Java, C++, python, "C" language, or the like. The program code can execute entirely on a user's computer device, partly on the user's computer device, and partly on a remote computer device, or entirely on a remote computer device or server. In the latter scenario, the remote computer device can be connected to the user's computer device through any kind of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer device, such as through the Internet using an Internet Service Provider.

[0151] The present disclosure also provides a vehicle, comprising: a vehicle body comprising a driving device, the driving device being configured to generate a first control instruction for controlling the vehicle body in response to a received physical manipulation; a first control unit configured to generate a target driving strategy according to environmental information of the vehicle body; a processor connected to the driving device and the first control unit, the processor being configured to obtain a driving intention of the vehicle, the driving intention representing the first control instruction generated by the driving device of the vehicle in response to the physical manipulation; determine a matching degree between the driving intention and the target driving strategy, the target driving strategy being determined according to the environmental information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, and if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different.

[0152] Specifically, the vehicle's processor, along with its associated storage and interfaces, can be implemented by the electronic device 800 described in the foregoing embodiments. In this vehicle, the processor (e.g., 801) executes a program stored in a memory (e.g., ROM 802 or RAM 803) to implement the vehicle control method. Specifically, the processor obtains a first control command representing the driving intention from the driving device (e.g., a steering wheel angle sensor, accelerator pedal position sensor). Simultaneously, a first control unit (e.g., an autonomous driving decision module) generates a target driving strategy representing the system's safety strategy and its corresponding second control command based on environmental information provided by sensors such as cameras and radar. Subsequently, the processor compares the first and second control commands by executing a preset algorithm to determine their matching degree. This determination process can be implemented by comparing their control parameters (such as steering angle and acceleration values) as described in the foregoing embodiments, or by predicting the future motion trajectories under their respective control and calculating the trajectory differences. Finally, the processor compares the calculated matching degree with a preset first matching condition (e.g., a matching degree threshold) to determine whether the vehicle should be in a driver-led first mode or a system-taken-over second mode.

[0153] According to embodiments of this disclosure, the vehicle may further include: a second control unit, configured to prevent a first control command corresponding to a driving intention from controlling the vehicle when the vehicle is in a second mode.

[0154] Specifically, the second control unit can be understood as an execution switch controlled by a processor, as shown in the aforementioned system block diagram ( Figure 6A The control lock-up valve (670) shown in the diagram. When the processor determines, based on matching degree or vehicle status information (e.g., collision sensor signals), that it is necessary to forcibly switch the vehicle to the second mode, the processor sends an action command to the second control unit. Upon receiving the command, the second control unit physically or logically disconnects the control path from the driving device to the vehicle actuators (e.g., steering system, braking system). This ensures that in the second mode, any physical manipulation by the driver (e.g., turning the steering wheel, pressing the pedal) generates a first control command that cannot affect the actual driving state of the vehicle, and the control of the vehicle is completely and uninterruptedly transferred to the system.

[0155] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations are not explicitly described in the present disclosure. In particular, the features described in the various embodiments of this disclosure may be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0156] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1.A vehicle control method, comprising: obtaining a driving intention of a vehicle, the driving intention representing a first control instruction generated by a driving device of the vehicle in response to a physical manipulation for controlling the vehicle; determining a matching degree between the driving intention and a target driving strategy, the target driving strategy being determined according to environment information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different. 2.The method of claim 1, wherein the vehicle is in the first mode, comprising: the vehicle is controlled by the first control instruction corresponding to the driving intention; or, the vehicle is controlled by the first control instruction corresponding to the driving intention and the target driving strategy. 3.The method of claim 1 or 2, wherein the vehicle is in the first mode, comprising: in response to the matching degree satisfying a second matching condition, the vehicle is controlled by the first control instruction, the second matching condition representing that a first control parameter corresponding to the first control instruction matches a second control parameter corresponding to a second control instruction corresponding to the target driving strategy; in response to the matching degree not satisfying the second matching condition, the vehicle is controlled by the first control instruction and the target driving strategy. 4.The method of claim 1, wherein the vehicle is controlled by the first control instruction and the target driving strategy, comprising: generating auxiliary control information according to the first control instruction and the target driving strategy; adjusting a control parameter corresponding to the first control instruction according to the auxiliary control information to obtain a third control parameter, an adjusting degree of the auxiliary control information adjusting the control parameter corresponding to the first control instruction being determined according to the matching degree; and controlling the vehicle according to the third control parameter. 5.The method of claim 1, comprising: obtaining vehicle state information and / or environment information of the vehicle; in response to the vehicle state information representing that the vehicle has an accident, and / or the environment information of the vehicle representing that the vehicle has a risk of traffic accident, switching the vehicle from the first mode to the second mode based on a first control unit. 6.The method of claim 1, wherein the determining the matching degree between the driving intention and the target driving strategy, comprising: predicting a first motion trajectory of the vehicle under control of the driving intention; predicting a second motion trajectory of the vehicle under control of the target driving strategy; and determining the matching degree according to the first motion trajectory and the second motion trajectory. 7.The method of claim 1, wherein the determining the matching degree between the driving intention and the target driving strategy, comprising: determining the matching degree according to a first control parameter corresponding to the driving intention and a second control parameter corresponding to the target driving strategy. 8.The method of claim 1, wherein the vehicle is in the second mode, comprising: ​ The vehicle is controlled based on a second control instruction corresponding to the target driving strategy, and the first control instruction corresponding to the driving intention cannot control the vehicle. 9.A vehicle, comprising: a vehicle body including a driving device configured to generate a first control instruction for controlling the vehicle body in response to a received physical manipulation; a first control unit configured to generate a target driving strategy according to environmental information of the vehicle body; a processor connected to the driving device and the first control unit, and configured to obtain a driving intention of the vehicle, the driving intention representing the first control instruction generated by the driving device of the vehicle in response to the physical manipulation; determine a matching degree between the driving intention and the target driving strategy, the target driving strategy being determined according to the environmental information of the vehicle; if the matching degree satisfies a first matching condition, the vehicle is in a first mode, and if the matching degree does not satisfy the first matching condition, the vehicle is in a second mode, wherein the first mode and the second mode are different. 10.A vehicle according to claim 9, comprising: a second control unit configured to prevent the first control instruction corresponding to the driving intention from controlling the vehicle when the vehicle is in the second mode.

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